Electric propulsion cooling system, power plant and aircraft

Abstract

The application relates to an electric propulsion heat dissipation system, a power device and an aircraft, and relates to the technical field of the aircraft. The electric propulsion heat dissipation system comprises an electric motor, a propeller, a movable cabin body, a fixed cabin body and a tilting mechanism, the movable cabin body is installed with the electric motor; the tilting mechanism is installed on the fixed cabin body, and the tilting mechanism can drive the electric motor, the propeller and the movable cabin body to tilt relative to the body structure of the aircraft; the movable cabin body is provided with a movable cavity, when the aircraft is in a level flight state, the connecting part of the movable cabin body and the fixed cabin body forms a gap-shaped first air outlet, and the movable cavity can be communicated with the external space through the first air outlet, when the aircraft is in a non-level flight state, the movable cavity can be communicated with the external space through the opening on the side of the movable cabin body away from the propeller. The electric propulsion heat dissipation system, the power device and the aircraft provided by the application solve the problem that hot air in the power nacelle of the existing aircraft is difficult to discharge in the level flight mode.

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] Electric vertical takeoff and landing (eVTOL) aircraft, as an important development direction of modern aviation technology, rely heavily on electric propulsion systems to provide the thrust required for flight. During operation, the electric propulsion system generates significant heat due to the continuous operation of components such as motors. If this heat cannot be dissipated effectively and in a timely manner, it will lead to system overheating or even failure, seriously threatening flight safety and passenger lives. The cooling system, as a critical safeguard, typically employs a radiator structure, achieving heat transfer through forced convection heat exchange between external airflow and the radiator surface. However, the quality of heat dissipation directly depends on the rationality of the airflow introduction path, the smoothness of internal airflow, and the efficiency of hot air exhaust.

[0003] In existing technologies, radiators are generally integrated into the electric motors within the aircraft's power nacelle. External air enters through the air intake, flows through the radiator, completes heat exchange, and is then exhausted. When the power nacelle tilts from vertical takeoff and landing (VTOL) to level flight, the overall attitude change significantly alters its internal aerodynamic characteristics. Specifically, in level flight, the nacelle's geometry obstructs the hot air exhaust path. Some of the heat-absorbing airflow becomes trapped inside the nacelle cavity due to flow separation or abnormal pressure distribution, resulting in hot air accumulation. This stagnation not only weakens the radiator's continuous cooling capacity but also exposes other precision electronic equipment within the power nacelle to additional heat loads, creating a risk of secondary thermal damage and ultimately affecting the aircraft's overall reliability and long-term operational stability. 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 existing aircraft have difficulty expelling hot air from the power nacelle in level flight mode.

[0005] The electric propulsion cooling system provided in this application includes an electric motor, a propeller, a movable cabin, a fixed cabin, and a tilting mechanism. The propeller is connected to the output end of the electric motor. The movable cabin has a movable cavity, in which at least part of the electric motor is built. The fixed cabin is fixedly connected to the airframe structure of the aircraft. The tilting mechanism is installed on the fixed cabin and can drive the electric motor, propeller, and movable cabin to tilt relative to the airframe structure of the aircraft. When the aircraft is in level flight, the connection between the movable cabin and the fixed cabin forms a gap-shaped first air outlet, through which the movable cavity can connect to the external space. When the aircraft is not in level flight, the movable cavity can directly connect to the external space through an opening on the side of the movable cabin away from the propeller.

[0006] In one embodiment, the first air outlet is annular and is arranged around the circumference of the connection between the movable cabin and the fixed cabin.

[0007] In one embodiment, when the aircraft is in level flight, the end of the fixed cabin near the movable cabin can be partially inserted into the movable cabin, so that the outer wall of the fixed cabin and the inner wall of the movable cabin are spaced apart to form a first annular air outlet.

[0008] In one embodiment, the fixed chamber has a constricted portion at one end near the movable chamber, and the fixed chamber can be at least partially inserted into the movable chamber through the constricted portion. The constricted portion and the movable chamber are spaced apart to form a first air outlet.

[0009] In one embodiment, the minimum distance M between the outer wall of the constricted section and the inner wall of the movable cabin satisfies 10mm≤M≤30mm.

[0010] In one embodiment, 15mm ≤ M ≤ 20mm.

[0011] In one embodiment, the circumferential direction of the first air outlet is inclined relative to the axial direction of the fixed chamber.

[0012] In one embodiment, the fixed cabin is provided with a fixed cavity. When the aircraft is in level flight, the bottom of the fixed cabin is provided with a drain outlet that connects to the fixed cavity. The movable cavity can connect to the external space through the fixed cavity and the drain outlet.

[0013] In one embodiment, the fixed cabin is provided with a fixed cavity, and the outer periphery of the fixed cabin is provided with a second air outlet and a third air outlet that are respectively connected to the fixed cavity.

[0014] In one embodiment, the second and third air outlets are arranged radially opposite each other along the fixed compartment.

[0015] In one embodiment, the second and third air outlets do not protrude from the outer surface of the fixed housing.

[0016] In one embodiment, a guide fluid is provided in one or both of the second and third air outlets. The second or third air outlet with the guide fluid is defined as a guide air outlet. The guide fluid is provided with a guide channel. The air inlet end of the guide channel is located in the fixed cavity, and the guide air outlet constitutes the air outlet end of the guide channel.

[0017] In one embodiment, the air inlet and outlet ends of the flow channel are respectively provided with chamfered structures.

[0018] In one embodiment, the guide body includes a guide bottom wall, a first side wall, and a second side wall. One end of the guide bottom wall is connected to the end of the guide air outlet away from the movable cabin, and the other end extends in a direction toward the movable cabin and away from the guide air outlet. One end of the first side wall is connected to one side of the guide bottom wall, and the other end is connected to the corresponding side of the guide air outlet. The second side wall is disposed opposite to the first side wall, and one end of the second side wall is connected to the other side of the guide bottom wall, and the other end is connected to the corresponding side of the guide air outlet.

[0019] In one embodiment, the included angle C between the guide bottom wall and the axis of the fixed chamber satisfies 5°≤C≤45°.

[0020] In one embodiment, C equals 17°.

[0021] In one embodiment, the bottom wall of the guide is provided with a first chamfered section at the end away from the guide outlet, and the first chamfered section is bent in the direction away from the guide outlet.

[0022] And / or, the bottom wall of the guide is provided with a second chamfered section at one end near the guide outlet, and the second chamfered section is bent in the direction away from the guide outlet.

[0023] In one embodiment, the flow area at the air inlet of the guide channel is smaller than the flow area at the air outlet.

[0024] This application 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.

[0025] This application provides an aircraft comprising a fuselage, wings, a tail, and an electric propulsion cooling system as described in any of the above embodiments. The wings are connected to the side of the fuselage, the tail is connected to the tail of the fuselage, and the electric propulsion cooling system is installed on one, two, or three of the wings, tail, and fuselage.

[0026] In one embodiment, the aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

[0027] Compared with existing technologies, the electric propulsion cooling system, power unit, and aircraft provided in this application operate on the principle of relative motion between the movable and fixed cabins. This principle constructs a dynamically switching airflow channel to address the problem of heat accumulation and secondary heat damage to electronic components during level flight, which is difficult to effectively expel. When the movable and fixed cabins are not aligned (e.g., in non-level flight), hot air within the movable cabin is evenly discharged to the external space through the first outlet at the connection between the movable and fixed cabins, preventing localized airflow accumulation. Furthermore, when the movable cabin rotates to be aligned coaxially with the fixed cabin (e.g., in level flight), the movable cabin is directly connected to the external space through an opening on the side away from the propeller, allowing hot air to be smoothly discharged from the side, avoiding stagnation caused by obstructed airflow paths due to tilting. This mechanism of automatically switching airflow paths based on the relative position of the cabins allows the cooling system to maintain efficient airflow without additional control during flight mode transitions. Moreover, it ensures even higher cooling efficiency during hovering or vertical takeoff and landing.

[0028] Therefore, by dynamically switching the heat dissipation airflow channels, this design effectively achieves efficient exhaust of hot air in different flight modes, fundamentally eliminating the risk of hot air accumulation and thus preventing secondary heat damage to electronic components inside the cabin. Attached Figure Description

[0029] 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.

[0030] Figure 1 A schematic diagram of the structure of an aircraft according to an embodiment of this application;

[0031] Figure 2 A partial structural diagram of an electric propulsion heat dissipation system according to an embodiment of this application. Figure 1 ;

[0032] Figure 3 A partial structural diagram of an electric propulsion heat dissipation system according to an embodiment of this application. Figure 2 ;

[0033] Figure 4 A partial structural diagram of an electric propulsion heat dissipation system according to an embodiment of this application. Figure 3 ;

[0034] Figure 5A schematic diagram of the structure of the first flow guide element according to an embodiment provided in this application;

[0035] Figure 6 A schematic diagram of the structure of the second flow guide element according to an embodiment of this application;

[0036] Figure 7 Local cross-sectional gas flow of an electric propulsion cooling system according to an embodiment of this application Figure 1 ;

[0037] Figure 8 A schematic diagram of the structure of a fan motor according to an embodiment of this application. Figure 1 ;

[0038] Figure 9 A schematic diagram of the structure of a fan motor according to an embodiment of this application. Figure 2 ;

[0039] Figure 10 A schematic diagram of the structure of a fan motor according to another embodiment provided in this application;

[0040] Figure 11 A schematic diagram of the structure of a cooling fan according to an embodiment of this application;

[0041] Figure 12 A schematic diagram of the structure of a cooling fan according to another embodiment of this application;

[0042] Figure 13 A schematic diagram of the structure of a fan frame according to an embodiment provided in this application;

[0043] Figure 14 A schematic diagram of the structure of a flow guide plate according to an embodiment of this application;

[0044] Figure 15 A side view of a flow guide plate according to an embodiment provided in this application;

[0045] Figure 16 A schematic diagram of the flow guiding structure provided in this application;

[0046] Figure 17 Local cross-sectional gas flow of an electric propulsion cooling system according to an embodiment of this application Figure 2 ;

[0047] Figure 18 A partial cross-sectional schematic diagram of an electric propulsion heat dissipation system according to an embodiment of this application;

[0048] Figure 19 A partial structural diagram of an electric propulsion heat dissipation system according to an embodiment of this application. Figure 4 .

[0049] Reference numerals: 100, Power unit; 110, Electric propulsion cooling system; 111, Electric motor; 1111, Power motor; 1101, Rotor; 1102, Rear cover; 1112, Fan motor; 1201, Cooling channel; 1202, Axial inlet; 1203, Radial inlet; 1204, Axial outlet; 1113, Radiator; 1114, Cooling fan; 1401, Central support; 1402, Through hole; 1403, Fan blade; 1404, Air guard ring; 1115, Fan frame; 1501, Guide vane; 1502, Inner ring support; 1503, Outer ring support; 1504, Connecting support; 1505, Reinforcing crossbar; 1506, Airflow groove; 1116, Airflow guiding structure; 1601, Air inlet channel; 1602, Airflow guide. 1603. Shield; 112. Propeller; 113. Fairing; 114. Movable cabin; 1141. Movable cavity; 1142. First air outlet; 115. Guide fluid; 1151. Guide channel; 1152. First side wall; 1153. Second side wall; 1154. Guide bottom wall; 1155. First guide component; 1156. Second guide component; 1157. First chamfered section; 1158. Second chamfered section; 116. Fixed cabin; 1161. Narrow section; 1162. Fixed cavity; 1163. Drain outlet; 1164. Drain hole; 1165. Second air outlet; 1166. Third air outlet; 210. Wing; 220. Tail fin; 230. Fuselage; 240. Tilting rotor; 250. Fixed rotor; 260. Arm. Detailed Implementation

[0050] Please see Figures 1-19This 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 260. The wings 210 are symmetrically arranged on both sides of the fuselage 230, and the tail 220 is located at the rear 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 location 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 260. 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. Furthermore, 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 limited. For example, it can be directly installed on the wing 210, or it can be installed on the wing 210 or fuselage 230 through the arm 260.

[0051] 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 260. The power battery is electrically connected to the electric propulsion cooling system to supply power to the electric propulsion cooling system.

[0052] like Figure 2 and Figure 3As shown, the electric propulsion cooling system 110 provided in this application includes an electric motor 111, a fairing 113, a propeller 112, a movable cabin 114, a fixed cabin 116, and a tilting mechanism (not shown). The propeller 112 is disposed at the output end of the electric motor 111. The electric motor 111 is at least partially mounted on the movable cabin 114 and is capable of driving the fairing 113 and the propeller 112 to rotate relative to the movable cabin 114. One end of the fixed cabin 116 is fixedly connected to the wing 210. Specifically, the fixed cabin 116 is fixedly connected to the wing 210 via the arm 260. The other end of the fixed cabin 116 is connected to the movable cabin 114 via a tilting mechanism. The tilting mechanism is installed on the fixed cabin 116 and can synchronously drive the electric motor 111, fairing 113, propeller 112 and movable cabin 114 to switch between level flight and non-level flight states (including but not limited to vertical take-off and landing, hovering and tilt transition states). When the aircraft is in level flight, the movable cabin 114 and the fixed cabin 116 are in a close contact state. When the aircraft is in a non-level flight state such as vertical take-off and landing, hovering or tilt transition state, the movable cabin 114 and the fixed cabin 116 are in a partially separated state.

[0053] like Figure 7 as well as Figures 17-19 As shown, the electric motor 111 provided in this application includes a power motor 1111, a fan motor 1112, a flow guide structure 1116, a cooling fan 1114, a fan frame 1115, and a radiator 1113. The radiator 1113 is configured to communicate with the cooling channels inside the power motor 1111 to dissipate heat from the power motor 1111 through coolant circulation. A propeller 112 is disposed at the output end of the power motor 1111 so that the power motor 1111 can drive the propeller 112 to rotate. The power motor 1111 includes a stator (not shown), a rotor 1101, and a rear cover 1102. The rear cover 1102 is mounted on the stator and is disposed at the end of the rotor 1101 away from the propeller 112. Figure 17 In this state (the aircraft is hovering, with the fairing 113 above the movable cabin 114 and the rear cover 1102 below the rotor 1101 and not rotating relative to it), a fan motor 1112 drives the cooling fan 1114. The fan motor 1112 is located on the side of the rear cover 1102 away from the propeller 112, and there is an installation gap between the fan motor 1112 and the rear cover 1102. Figure 17 In the middle, the fan motor 1112 is located below the rotor 1101 of the power motor 1111.

[0054] In current tiltrotor electric propulsion systems, the cooling system achieves temperature reduction through heat exchange between external air and the radiator. However, when the power nacelle tilts to a level flight position, the hot air exhausted from the radiator becomes trapped inside the power nacelle due to obstructed airflow, resulting in hot air accumulation. This problem stems from the mismatch between the external airflow direction and the radiator exhaust channel caused by the change in the power nacelle's attitude during tilting. This makes it difficult for the hot air to escape along the expected path, thus generating continuous thermal stress on the electronic components inside the power nacelle, affecting the heat dissipation efficiency of the electric propulsion system and the reliability of the electronic components.

[0055] For example, during the transition from vertical takeoff and landing (VTOL) mode to level flight mode using eVTOL, the tiltrotor 240 with its semi-tilt structure mounted on the arm experiences a change in the relative angle between the fixed and movable nacelles when the power nacelle is driven to the level flight position via the tilting mechanism. This causes the hot air exhausted from the radiator to be difficult to effectively dissipate due to the limitations of the power nacelle structure. Furthermore, the hot air forms a circulating airflow within the movable nacelle, leading to a sustained increase in temperature in localized areas. This creates a heat accumulation effect on nearby electronic control units and power management modules, potentially causing drift in electronic device operating parameters or malfunctions.

[0056] If the above problems are not solved, the hot air accumulation phenomenon will cause electronic components to be exposed to high temperature environment for a long time, accelerating the aging process of their materials, and may cause a decrease in the working stability of the tilt rotor electric propulsion system. In severe cases, it may cause the system to malfunction and threaten the overall safety of the aircraft.

[0057] In this regard, such as Figures 2-4 As shown, this application proposes that the movable cabin 114 is provided with a movable cavity 1141. When the aircraft is in level flight, the movable cabin 114 and the fixed cabin 116 are coaxially arranged. The connection between the movable cabin 114 and the fixed cabin 116 forms a gap-shaped first air outlet 1142. The movable cavity 1141 can connect to the external space (mainly the atmospheric environment) through the first air outlet 1142. When the aircraft is in vertical take-off and landing or hovering, that is, when the movable cabin 114 is rotated to be non-axial with the fixed cabin 116, the movable cavity 1141 directly connects to the external space through the opening on the side of the movable cabin 114 away from the propeller 112.

[0058] In eVTOL, the electric propulsion system of the tiltrotor 240 generates heat during operation, which needs to be dissipated through a cooling system. In existing technologies, when the power nacelle is in level flight, hot air is difficult to expel effectively, leading to heat buildup and secondary heat damage to electronic components. The movable nacelle 114 refers to a nacelle structure that can tilt relative to the fixed nacelle 116. In practical applications, it can be made of aluminum alloy or rotated via a rotary bearing system. Its main purpose is to house the electric motor 111 and allow it to move with the tilt mechanism. Furthermore, the fixed nacelle 116 refers to the support structure fixed to the aircraft wing 210, for example, it can be directly bolted to the wing 210 or connected by welding. Its main purpose is to provide stable foundation support. The tilt mechanism is the mechanical device that drives the movable nacelle 114 to rotate, such as using a hydraulic actuator, electric motor, or pneumatic cylinder. Its main purpose is to adjust the angle of the movable nacelle 114 according to the flight mode. The movable cavity 1141 refers to the sealed space formed inside the movable cabin 114. It can be designed as a cylindrical or rectangular chamber, or formed by an inner heat-insulating layer. Its main purpose is to centrally accommodate heat-generating components and guide heat dissipation airflow. The first air outlet 1142 refers to the opening provided at the connection between the movable cabin 114 and the fixed cabin 116. It can be implemented using a rectangular slot, an array of elliptical holes, or a mesh structure. Its main purpose is to provide an airflow exhaust channel when the cabins are coaxial. When the movable cabin 114 rotates to a non-axial configuration with the fixed cabin 116, the movable cavity 1141 connects to the external space through an opening on the side of the movable cabin 114 away from the propeller 112. This opening can be, for example, a fixed-size rectangular opening, an adjustable louver structure, or a flow-guiding grille. Its main purpose is to provide an alternative airflow outlet when the cabin tilts.

[0059] The working principle of the electric propulsion cooling system 110 is based on the relative motion characteristics of the movable cabin 114 and the fixed cabin 116, constructing a dynamically switching cooling airflow channel to solve the problem of hot air accumulation and secondary heat damage to electronic components caused by the ineffective exhaust of hot air during level flight. Specifically, one end of the fixed cabin 116 is fixedly connected to the wing 210 of the aircraft, providing a stable support foundation for the system. The tilting mechanism is installed on the fixed cabin 116 and drives the electric motor 111, propeller 112, and movable cabin 114 to rotate synchronously. When the movable cabin 114 and the fixed cabin 116 are not aligned (e.g., during tilt transition, vertical takeoff and landing, and hovering), the hot air in the movable cavity 1141 is evenly discharged to the external space through the first air outlet 1142 at the connection between the movable cabin 114 and the fixed cabin 116, preventing local airflow accumulation. Furthermore, when the movable cabin 114 is rotated to be coaxial with the fixed cabin 116 (e.g., in level flight), the movable cavity 1141 is directly connected to the external space through the opening on the side of the movable cabin 114 away from the propeller 112, allowing hot air to be smoothly discharged from the side, avoiding stagnation caused by obstructed airflow path due to tilting. This mechanism of automatically switching the airflow path according to the relative position of the cabins enables the cooling system to maintain efficient airflow without additional control during flight mode transitions.

[0060] Therefore, by dynamically switching the heat dissipation airflow channels, this design effectively achieves efficient exhaust of hot air in different flight modes, fundamentally eliminating the risk of hot air accumulation and thus preventing secondary heat damage to electronic components inside the cabin.

[0061] In some embodiments of this application, a first air outlet 1142 is proposed to connect the movable cavity 1141 to the external space when the movable chamber 114 and the fixed chamber 116 are coaxially arranged. However, in this process, the shape of the first air outlet 1142 is not optimized, resulting in uneven airflow discharge path. Hot air is prone to local stagnation and accumulation in the power sump, causing reduced heat dissipation efficiency and the risk of secondary thermal damage to internal electronic components.

[0062] In response, this application further proposes that the first air outlet 1142 is annular and is arranged around the circumference of the connection between the movable chamber 114 and the fixed chamber 116. It should be noted that the first air outlet 1142 refers to the opening structure at the connection between the movable chamber 114 and the fixed chamber 116 that connects the movable chamber 1141 with the external space. It can be achieved by using a continuous annular gap or a discrete array of holes arranged around the opening. For example, it can be formed through an annular gap between the inner wall of the movable chamber 114 and the outer wall of the fixed chamber 116, or by setting an annular guide channel at the connection. The purpose is to ensure a uniform distribution of the hot air exhaust path and avoid localized airflow concentration.

[0063] Specifically, the solution of this application designs the first air outlet 1142 as a ring structure and arranges it around the circumference of the connection, so that the hot air in the movable cavity 1141 can form a continuous and uninterrupted flow channel along the entire circumference, thereby eliminating flow dead zones and reducing flow resistance. Since the air outlet is evenly distributed in the circumferential direction, the hot air can be evenly diffused into the external space, effectively avoiding airflow deflection or local accumulation caused by irregular shape, thus ensuring the stability and reliability of the heat dissipation process.

[0064] In one specific implementation, the first air outlet 1142 is formed by providing a continuous annular groove on the inner side of the end of the movable chamber 114 near the fixed chamber 116. The groove cooperates with the outer wall of the fixed chamber 116 to form an annular channel, so that when the movable chamber 114 and the fixed chamber 116 are coaxially arranged, the hot air in the movable chamber 1141 can be evenly discharged to the external space in the circumferential direction.

[0065] The above technical solutions effectively prevent hot air from lingering and accumulating in the power nacelle, significantly improving the heat dissipation efficiency and thermal management reliability of the electric propulsion system in non-level flight conditions.

[0066] However, this is not the only option. In other embodiments, the first air outlet 1142 may also be several spaced outlets opened at the connection between the fixed cabin 116 and the movable cabin 114.

[0067] Furthermore, in one embodiment, the first air outlet 1142 is inclined relative to the axis of the fixed cabin 116. This design is ingenious. Specifically, in hovering or vertical take-off and landing states, hot air tends to rise naturally. If the first air outlet 1142 is perpendicular to the axis, the discharged hot air may form a stagnant hot air mass near the first air outlet 1142, or even be re-drawn into the first air outlet 1142 below, forming heat recirculation and causing a sharp decrease in heat dissipation efficiency. However, by inclining the first air outlet 1142 relative to the axis of the fixed cabin 116, this application ensures that the hot air rising below the first air outlet 1142 will not re-enter the first air outlet 1142, but will instead rise through the surfaces of the fixed cabin 116 and the movable cabin 114 and enter the atmosphere, thereby effectively avoiding the problem of heat recirculation.

[0068] Specifically, in some of the above-mentioned solutions in this application, the first air outlet 1142 is arranged in a ring. However, in this process, the specific formation structure of the air outlet is not clearly defined, which makes it difficult to control the size and uniformity of the air outlet when the movable cabin 114 and the fixed cabin 116 are in a coaxial state. This may cause airflow path obstruction due to assembly errors or structural deformation, reduce the efficiency of hot air exhaust, and cause hot air to accumulate in the cabin, resulting in secondary heat damage to electronic devices.

[0069] In response, this application further proposes that when the aircraft is in level flight, that is, when the movable cabin 114 and the fixed cabin 116 are coaxially arranged, the end of the fixed cabin 116 near the movable cabin 114 can be partially inserted into the movable cabin 114. Furthermore, the outer wall of the fixed cabin 116 near the movable cabin 114 and the inner wall of the movable cabin 114 near the fixed cabin 116 are spaced apart to form an annular first air outlet 1142. In practical applications, "partially inserted into the movable cabin 114" means that the end of the fixed cabin 116 only partially extends into the movable cabin 114 and is not completely fitted. This can be achieved by designing the end of the fixed cabin 116 as a conical or stepped structure. The purpose is to ensure the stability of the mechanical connection while reserving a controllable airflow gap, avoiding sealing or excessive gap problems caused by complete docking, thereby precisely controlling the air outlet size. The arrangement of the outer and inner side walls to form an annular first air outlet 1142 means that there is a uniform gap between the outer wall of the fixed cabin 116 and the inner wall of the movable cabin 114. This can be achieved by precision machining or by adding non-metallic spacers. The purpose is to create a continuous and uniform annular airflow channel so that hot air can be discharged synchronously from the circumference and reduce local airflow unevenness.

[0070] Specifically, the solution of this application uses a structural design in which a fixed cabin 116 is partially inserted into a movable cabin 114. When the movable cabin 114 and the fixed cabin 116 are coaxially arranged, a uniform annular gap is formed between the outer wall of the fixed cabin 116 and the inner wall of the movable cabin 114 as the first air outlet 1142. This gap, as an airflow channel, allows the hot air in the movable cavity 1141 to be discharged synchronously from the circumference. The airflow distribution is symmetrical and continuous, effectively reducing the formation of eddies and stagnant areas, thereby ensuring that the hot air is discharged efficiently without accumulation, while also adapting to the airflow guidance requirements of the tilt mechanism in level flight.

[0071] As a specific implementation, the end of the fixed chamber 116 near the movable chamber 114 is designed with a slightly tapered structure. When the movable chamber 114 and the fixed chamber 116 are coaxially arranged, the tapered end portion is inserted into the movable chamber 114, and a uniform annular gap is formed between the outer side wall and the inner side wall. This gap serves as the first air outlet 1142, allowing hot air to be smoothly discharged from the circumference direction. Moreover, this structure facilitates the control of gap uniformity during assembly.

[0072] With the above solution, the size and uniformity of the first air outlet 1142 are effectively controlled when the movable chamber 114 and the fixed chamber 116 are in a coaxial state, the hot air exhaust efficiency is improved, and the hot air is prevented from accumulating in the chamber (including the movable chamber 114 and the fixed chamber 116), thereby preventing secondary heat damage to electronic devices.

[0073] Specifically, in some embodiments of this application, a fixed chamber 116 is partially inserted into a movable chamber 114 to form an annular first air outlet 1142 for heat dissipation. However, in this process, the gap between the fixed chamber 116 and the movable chamber 114 may be uneven due to manufacturing or assembly errors, resulting in uneven distribution of airflow channels. This causes local blockage or turbulence in the heat dissipation airflow when it flows out, thereby reducing heat dissipation efficiency and increasing the risk of hot air accumulation in the chamber.

[0074] In response, this application further proposes that the fixed compartment 116 has a constricted portion 1161 at one end near the movable compartment 114. The fixed compartment 116 can be at least partially inserted into the movable cavity 1141 of the movable compartment 114 through the constricted portion 1161. Furthermore, the constricted portion 1161 and the movable compartment 114 are spaced apart to form a first air outlet 1142. It should be noted that, excluding the constricted portion 1161, the extended surface of the fixed compartment 116 and the movable compartment 114 are smoothly connected, that is, the entire fixed compartment 116 and the movable compartment 114 are streamlined. The constricted portion 1161 refers to the contracted structure of the fixed compartment 116 near the movable compartment 114, which can be implemented with a conical, stepped, or arc-shaped profile, with the purpose of providing a precise fitting reference to reduce assembly errors. Insertion refers to the process by which the fixed chamber 116 is at least partially inserted into the movable chamber 1141 through the constricted portion 1161. This can be achieved using a sliding fit, interference fit, or guide groove fit, with the aim of ensuring consistent insertion depth. Spacing refers to maintaining a fixed distance between the constricted portion 1161 and the movable chamber 114. This can be achieved using a uniform annular gap or a segmented gap, with the aim of forming a uniform airflow channel to avoid localized blockages.

[0075] Specifically, the solution of this application, through the design of the constriction portion 1161, allows the fixed chamber 116 to move along a preset trajectory during insertion, reducing shaking or misalignment during assembly and ensuring a uniform distribution of the gap between the constriction portion 1161 and the inner wall of the movable chamber 114. This uniform gap forms an annular first air outlet 1142, allowing the cooling airflow to flow out evenly in a circumferential direction, avoiding airflow stagnation or eddies caused by local narrow areas, thereby promoting efficient exhaust of hot air.

[0076] As a preferred embodiment, the solution of this application is specifically implemented as follows: the constricted portion 1161 of the fixed compartment 116 is specifically a conical structure, and the inner wall of the movable compartment 114 is correspondingly designed as a matching conical surface, so that the fixed compartment 116 can slide smoothly in during the insertion process and maintain a uniform gap, while the annular gap formed between the constricted portion 1161 and the movable compartment 114 is continuously distributed along the circumferential direction.

[0077] Through the above solution, this application effectively solves the problem of uneven gap between the fixed chamber 116 and the movable chamber 114, so that the heat dissipation airflow can be evenly discharged through the first air outlet 1142, avoiding airflow blockage and hot air accumulation in the chamber, thereby improving heat dissipation efficiency.

[0078] Specifically, in some embodiments of this application, a first air outlet 1142 is formed by the constriction 1161 and the movable cabin 114 spaced apart for heat dissipation. However, in the implementation process, if the spacing is not optimized, the airflow channel may be too narrow or too wide, resulting in low heat dissipation efficiency or structural problems, making it difficult to effectively exhaust hot air and causing hot air to accumulate in the power nacelle.

[0079] To address this, this application further proposes that the minimum distance M between the outer wall of the constricted portion 1161 and the inner wall of the movable cabin 114 must satisfy 10mm≤M≤30mm. Specifically, M can be equal to several specific values ​​such as 10mm, 20mm, and 30mm, which will not be listed here. The minimum distance M refers to the shortest interval between the outer wall of the constricted portion 1161 and the inner wall of the movable cabin 114. This distance can be controlled through precision machining and assembly processes. For example, the mating surfaces of the constricted portion 1161 and the movable cabin 114 can be machined using high-precision CNC machine tools and calibrated using laser measuring equipment. The purpose is to ensure that the first air outlet 1142 has a reasonable flow area to balance airflow resistance and structural strength requirements, avoiding heat dissipation bottlenecks caused by improper dimensions.

[0080] Specifically, the solution in this application optimizes the airflow characteristics of the first air outlet 1142 by limiting the minimum distance M to within the range of 10 mm to 30 mm. When the movable chamber 114 and the fixed chamber 116 are coaxially arranged, external air flows into the movable chamber 1141 through the first air outlet 1142 to cool heat-generating components such as the electric motor 111. The cooled hot air is then discharged through the first air outlet 1142. If the minimum distance M is too small, the narrow airflow channel leads to a significant increase in flow resistance, obstructing the discharge of hot air and causing it to accumulate in the power compartment. If M is too large, the structural strength of the connection between the fixed chamber 116 and the movable chamber 114 is reduced, and the airflow guidance efficiency decreases, affecting the heat dissipation effect. By controlling M within the specified range, sufficient flow area is ensured to reduce flow resistance and ensure efficient discharge of hot air, while maintaining the structural stability of the connection and effectively preventing the accumulation of hot air.

[0081] As a preferred embodiment, the solution of this application is implemented as follows: the constricted portion 1161 can be made of a lightweight alloy material, and the movable cabin 114 is made of a high-strength composite material. During the manufacturing process, the distance between the outer wall of the constricted portion 1161 and the inner wall of the movable cabin 114 is monitored in real time using a laser measurement system to ensure that the minimum distance M is within the range of 10 mm to 30 mm. When the aircraft switches to level flight mode, the movable cabin 114 and the fixed cabin 116 are coaxial, and the external airflow smoothly enters the movable cavity 1141 through the first air outlet 1142, carries away heat, and is then discharged, avoiding the phenomenon of hot air stagnation.

[0082] Through the above solution, this application effectively solves the heat dissipation bottleneck problem caused by improper airflow channel size, ensuring that hot air can be discharged from the power nacelle in a timely manner, and preventing secondary heat damage to electronic components inside the power nacelle caused by the accumulation of hot air.

[0083] Preferably, in one embodiment, 15mm ≤ M ≤ 20mm. Specifically, M can be any of the following values: 15mm, 16mm, 17mm, 18mm, 19mm, and 20mm, which are not listed here. More preferably, M equals 17mm. In particular, the solution of this application limits the minimum distance M to the range of 15mm to 20mm. When M is not less than 15mm, it effectively avoids the problem of significantly increased resistance caused by an excessively narrow airflow channel, ensuring that external air can flow smoothly into the active cavity 1141 and maintaining sufficient airflow to remove the heat generated by the electric motor 111. When M is no greater than 20mm, it prevents the airflow from being dispersed and lost due to excessive gaps, maintains the concentration and speed stability of the airflow, and thus, during the tilting process of the movable cabin 114, hot air can be discharged in time through the first air outlet 1142 or the opening on the side of the movable cabin 114 away from the propeller 112, avoiding stagnation and accumulation in the cabin, and ensuring that the heat dissipation system maintains efficient and stable heat exchange capacity throughout the transition of the aircraft from vertical take-off and landing state (or hovering state and tilting transition state) to level flight state.

[0084] Specifically, in some of the embodiments described above in this application, the active cavity 1141 is connected to the external space through an air outlet to achieve heat dissipation. However, in this process, moisture may accumulate in the cavity due to changes in ambient humidity or temperature, making it difficult to effectively expel the moisture, which may cause electronic devices to become damp, corrode, or experience a decrease in heat dissipation efficiency.

[0085] In this regard, such as Figure 4 and Figure 7 As shown, this application further proposes that the fixed chamber 116 is provided with a fixed cavity 1162, and the bottom of the fixed chamber 116 (usually at the lowest position) is provided with a drain outlet 1163. The movable chamber 1141 can connect to the external space through the fixed cavity 1162 and the drain outlet 1163. In practical applications, the fixed cavity 1162 refers to the hollow flow channel structure formed inside the fixed chamber 116, which can be implemented in a cylindrical, rectangular, or conical geometric shape. Its purpose is to provide a stable intermediate channel to ensure the continuity of the connection path during the tilting of the movable chamber 114. The drain outlet 1163 at the bottom of the fixed chamber 116 refers to the fluid outlet structure located at the lowest position of the fixed chamber 116. It can be implemented in different forms such as a single hole, a linear slot, or an annular gap. Its purpose is to use the principle of gravity to achieve natural collection and discharge of water, avoiding the introduction of an additional power unit 100. The ability of the movable cavity 1141 to connect to the external space through the fixed cavity 1162 and the drain outlet 1163 means that the internal space of the movable cavity 1141 forms an indirect passage through the fixed cavity 1162. This can be achieved by sealing or elastic connection, with the aim of establishing a continuous and effective moisture outlet path to prevent moisture from accumulating in the chamber.

[0086] Specifically, this design uses a fixed cavity 1162 as a stable intermediate channel to connect the movable cavity 1141 with the drain outlet 1163 at the bottom of the fixed chamber 116, forming a complete flow path. Since the fixed cavity 1162 is integrally formed with the fixed chamber 116, the position of the fixed cavity 1162 remains unchanged when the movable chamber 114 changes angle via the tilting mechanism, thus maintaining reliable communication with the movable cavity 1141. Simultaneously, the drain outlet 1163 is located at the lowest point of the fixed chamber 116, guiding accumulated moisture within the chamber along the fixed cavity 1162 to the drain outlet 1163 under gravity, ultimately discharging it into the external space. This structural design ensures that moisture and water within the movable cavity 1141 can be continuously discharged through the fixed cavity 1162, avoiding the interruption of the drainage path during tilting and effectively solving the negative impact of moisture accumulation on electronic components and heat dissipation performance.

[0087] As a preferred embodiment, the solution of this application is specifically implemented as follows: the fixed cavity 1162 is configured as a cylindrical cavity structure coaxial with the fixed chamber 116, the drain outlet 1163 forms a U-shaped groove structure extending circumferentially at the bottom of the fixed chamber 116, and the movable cavity 1141 is sealed to the fixed cavity 1162 through a flange connector, so that the movable chamber 114 can still maintain communication with the fixed cavity 1162 during tilting, thereby ensuring that water is smoothly discharged through the U-shaped groove.

[0088] Through the above solution, this application effectively prevents the risk of corrosion of electronic components by moisture inside the cabin, avoids blockage of heat dissipation airflow caused by moisture accumulation, and ensures the stable operation of the electric propulsion heat dissipation system 110 under complex environmental conditions.

[0089] Specifically, in some embodiments of this application, a drain outlet 1163 is proposed to drain the liquid in the fixed cavity 1162. However, in this process, the single drain outlet 1163 structure may lead to concentrated drainage paths and be susceptible to blockage. Especially during the tilting of the aircraft, the uneven distribution of liquid caused by attitude changes will significantly reduce the drainage efficiency in some areas, which will lead to the accumulation of liquid in the fixed cavity 1162. This will not only reduce the reliability of the heat dissipation system, but may also cause corrosion or short circuit risks to the internal electronic components.

[0090] In response, this application further proposes that the drainage outlet 1163 includes multiple drainage holes 1164, which are arranged in an array and connected to the fixed cavity 1162 and the external space respectively. The multiple drainage holes 1164 refer to dispersed liquid flow channels, which can be implemented using hole structures with different cross-sectional shapes such as circular holes, elliptical holes, or irregularly shaped holes. The purpose is to avoid the overall drainage function from failing due to blockage by local foreign objects. The array distribution can be understood as the multiple drainage holes 1164 being arranged in a regular geometric pattern, specifically using a rectangular array, triangular array, or concentric circle array, etc. The purpose is to ensure that when the aircraft's attitude changes, some drainage holes 1164 are always in the low-lying area under the influence of gravity, thereby maintaining effective drainage capacity.

[0091] Specifically, the solution in this application designs the drain outlet 1163 as multiple independently connected drain holes 1164 arranged in an array, allowing the liquid within the fixed cavity 1162 to be discharged simultaneously along multiple parallel paths. When the aircraft is in different tilt attitudes, due to the characteristics of the array distribution, some drain holes 1164 are always naturally located in the bottom region of the cavity, guiding the liquid to drain efficiently under the action of gravity. At the same time, the dispersed layout of multiple drain holes 1164 effectively disperses the liquid flow path, avoiding the problem of global drainage interruption caused by local blockage or attitude changes in a single drain outlet 1163. The structure of each drain hole 1164 independently connecting to the external space also balances the liquid pressure distribution within the cavity, preventing local water accumulation from interfering with heat dissipation performance.

[0092] As a preferred embodiment, the solution of this application is specifically implemented as follows: the drain hole 1164 can specifically adopt a circular through hole structure, made of corrosion-resistant aluminum alloy material, and multiple drain holes 1164 are evenly distributed at the bottom of the fixed cabin 116 in a rectangular array. The center distance between adjacent drain holes 1164 is kept uniform, and the array as a whole covers the main area of ​​the bottom of the fixed cabin 116, ensuring that during the tilting process of the aircraft, no matter what angle the fixed cabin 116 is at, there are drain holes 1164 at low positions that can discharge liquid by gravity.

[0093] Through the above solution, this application effectively solves the problem of reduced drainage efficiency caused by changes in aircraft attitude, avoids the accumulation of liquid in the fixed cavity 1162, significantly improves the drainage reliability of the heat dissipation system under complex flight conditions, reduces the risk of corrosion or short circuit of electronic components caused by liquid retention, and thus ensures the continuous and stable operation of the electric propulsion heat dissipation system 110.

[0094] In practical applications, some embodiments of this application propose to exhaust hot air through the opening of the active cabin 114 or the first air outlet 1142. However, when the power nacelle tilts to a level flight state, the direction of these air outlets may not be consistent with the direction of the external airflow, making it difficult to effectively exhaust hot air, thereby forming hot air accumulation in the power nacelle and causing secondary heat damage to electronic devices.

[0095] In response, this application further proposes that the fixed hull 116 is provided with a fixed cavity 1162, and the outer periphery of the fixed hull 116 is provided with a second air outlet 1165 and a third air outlet 1166 respectively connected to the fixed cavity 1162. The fixed cavity 1162 refers to a channel structure formed inside the fixed hull 116 for collecting hot air, which can be achieved by adopting a hollow design inside the fixed hull 116, with the aim of providing a concentrated path for the orderly flow of hot air. The second air outlet 1165 and the third air outlet 1166 refer to opening structures located on the outer periphery of the fixed hull 116, which can be implemented by adopting circular, rectangular, or elliptical holes, with the aim of providing hot air exhaust paths in multiple directions to adapt to changes in airflow direction during the tilting process of the power nacelle.

[0096] Specifically, the solution of this application collects the hot air flowing in from the movable cavity 1141 through the fixed cavity 1162, and constructs a multi-directional exhaust path using the second air outlet 1165 and the third air outlet 1166 located on the outer periphery of the fixed nacelle 116. During the tilting process of the power nacelle, due to the rotational symmetry of the geometry of the fixed nacelle 116, the second air outlet 1165 and the third air outlet 1166 cover different directions, allowing the hot air to dynamically select the optimal exhaust path according to the current tilt angle, thereby avoiding exhaust blockage and ensuring continuous exhaust of hot air.

[0097] As a preferred embodiment, the solution of this application is specifically implemented as follows: the fixed compartment 116 adopts a cylindrical structure, the fixed cavity 1162 is formed inside the fixed compartment 116, the second air outlet 1165 can be specifically set on the left side of the outer periphery of the fixed compartment 116, and the third air outlet 1166 can be specifically set on the right side. Both are connected to the fixed cavity 1162, so that when the power nacelle is tilted, hot air can be discharged from different directions.

[0098] Through the above solution, this application can effectively exhaust hot air and prevent hot air from accumulating in the power nacelle, thereby preventing secondary heat damage to electronic components.

[0099] Specifically, in some embodiments of this application, a second air outlet 1165 and a third air outlet 1166 are proposed to discharge hot air from the fixed cavity 1162. However, in the implementation process, since the position of the air outlet is not directional, when the movable cabin 114 is rotated to a level flight state by the tilting mechanism, the hot air flow path is blocked, and some hot air is trapped in the fixed cavity 1162 and accumulates, causing electronic devices to suffer secondary heat damage, affecting heat dissipation efficiency and flight safety.

[0100] To address this, this application further proposes that the second air outlet 1165 and the third air outlet 1166 be arranged radially opposite each other along the fixed chamber 116. Radially opposite arrangement means that the second air outlet 1165 and the third air outlet 1166 are located at opposite ends of the diameter of the fixed chamber 116, forming a symmetrical layout. This can be achieved by a 180-degree symmetrical distribution within a circular chamber, or by a symmetrical design at both ends of the major axis within an elliptical chamber. The purpose is to ensure that hot air flows along a straight path within the fixed chamber 1162, avoiding airflow turbulence. This layout does not depend on the specific shape or size of the air outlets, but only on their spatial orientation, thus providing a stable channel foundation for hot air exhaust.

[0101] Specifically, the solution of this application arranges the second air outlet 1165 and the third air outlet 1166 at radially opposite positions in the fixed chamber 116. This allows hot air to flow directly radially to the opposite air outlet after entering the fixed chamber 1162 from one of the outlets, forming a stable airflow channel. During the synchronous rotation of the movable chamber 114 via the tilting mechanism, this radial arrangement maintains the continuity of the airflow path regardless of the tilt angle, effectively preventing hot air from generating eddies or stagnating within the fixed chamber 1162. Simultaneously, this design, in conjunction with the structure of the fixed chamber 1162 of the fixed chamber 116, ensures that hot air can still be efficiently discharged to the external space in the tilted state, thereby avoiding secondary thermal damage to electronic devices caused by hot air accumulation.

[0102] As a specific embodiment, the solution of this application is implemented as follows: the second air outlet 1165 and the third air outlet 1166 can be designed as rectangular openings, located on both sides of the outer periphery of the fixed housing 116, and the edges of the openings are flush with the outer surface of the fixed housing 116. The fixed housing 116 can be made of aluminum alloy to provide good structural strength and thermal conductivity, wherein the opening direction of the air outlets strictly follows the radial symmetry axis of the fixed housing 116.

[0103] Through the above solution, this application effectively solves the problem of poor hot air discharge during tilting, prevents the accumulation of hot air from causing secondary heat damage to electronic devices, and improves the reliability of the heat dissipation system and flight safety.

[0104] In practical applications, in some embodiments of this application, a second air outlet 1165 and a third air outlet 1166 are proposed to exhaust hot air. However, in the implementation process, if the air outlet protrudes from the outer surface of the fixed cabin 116, it will increase flight drag and interfere with airflow, resulting in reduced heat dissipation efficiency and hot air retention.

[0105] In response, this application further proposes that the second air outlet 1165 and the third air outlet 1166 do not protrude from the outer surface of the fixed cabin 116. The second air outlet 1165 refers to the opening structure on the outer periphery of the fixed cabin 116 for connecting the fixed cavity 1162 with the external space. It can be implemented by a cut flush with the outer surface of the fixed cabin 116, for example, through precision milling or stamping. The third air outlet 1166 can be understood as another opening structure functionally symmetrical to the second air outlet 1165. It can adopt a circular, rectangular, or elliptical outline design, the purpose of which is to avoid airflow disturbance caused by structural abrupt changes and ensure the continuity of the hot air exhaust path. Specifically, "not protruding from the outer surface of the fixed cabin 116" means that the edge contour of the air outlet is on the same geometric plane as the outer surface of the fixed cabin 116. This can be achieved through integral molding or surface finishing processes, the purpose of which is to maintain the aerodynamic smoothness of the aircraft surface and reduce drag loss during flight.

[0106] Specifically, the solution of this application keeps the second air outlet 1165 and the third air outlet 1166 flush with the outer surface of the fixed cabin 116, allowing the external airflow to flow smoothly over the surface of the fixed cabin 116 during flight, avoiding airflow separation and turbulence caused by structural protrusions. Simultaneously, when hot air is discharged from the fixed cavity 1162 through the second air outlet 1165 and the third air outlet 1166, the airflow can smoothly merge into the external mainstream due to the absence of protruding obstructions at the outlets, forming a stable negative pressure suction effect, thereby efficiently removing heat and preventing hot air from stagnating and accumulating within the fixed cavity 1162.

[0107] As a preferred embodiment, the solution of this application is specifically implemented as follows: The second air outlet 1165 can be a rectangular opening on the side of the fixed cabin 116, the edges of which are finely polished to ensure that they are completely flush with the outer surface of the fixed cabin 116. The third air outlet 1166 can be located on the opposite side of the fixed cabin 116, adopting an elliptical contour design, with the opening edge seamlessly connected to the outer surface of the fixed cabin 116 to adapt to changes in airflow direction under different flight attitudes.

[0108] Through the above-mentioned solution, this application effectively reduces flight drag, avoids the negative impact of airflow disturbance on heat dissipation efficiency, ensures that hot air can be discharged in a timely manner under different attitudes of the power nacelle, and prevents secondary heat damage to electronic components caused by the accumulation of hot air.

[0109] Specifically, in some embodiments of this application, a second air outlet 1165 and a third air outlet 1166 are provided to exhaust hot air. However, during this process, when the power nacelle tilts to a level flight state, the airflow path lacks effective guidance, making it difficult for hot air to be discharged smoothly. This causes hot air to accumulate in the power nacelle, resulting in secondary heat damage to electronic components.

[0110] In this regard, such as Figures 4-6 As shown, this application further proposes that one or both of the second air outlet 1165 and the third air outlet 1166 are provided with a guide fluid 115. The guide fluid 115 provided in the second air outlet 1165 is defined as the first guide element 1155, and the guide fluid 115 provided in the third air outlet 1166 is defined as the second guide element 1156. The second air outlet 1165 or the third air outlet 1166 with the guide fluid 115 is defined as a guide air outlet. The guide fluid 115 is provided in the fixed cavity 1162, and the guide fluid 115 is provided with a guide channel 1151. The air inlet end of the guide channel 1151 is located in the fixed cavity 1162, and the guide air outlet constitutes the air outlet end of the guide channel 1151. Herein, the guide fluid 115 refers to a structural component used to optimize the airflow direction. It can be implemented with a conical, streamlined, or wing-shaped geometry. Its purpose is to reduce airflow separation and vortex generation, thereby improving the continuity of hot air discharge. The air outlet can be understood as a designated outlet location with a guide fluid 115. It can be any one or both of the second outlet 1165 and the third outlet 1166. Its purpose is to clearly define the key nodes for airflow guidance, facilitating the precise implementation of airflow management strategies in system design. The guide channel 1151 is specifically the controlled airflow path formed within the guide fluid 115. It can be implemented using a straight pipe, a curved pipe, or a tapered pipe structure. Its purpose is to construct an orderly airflow channel and prevent disorderly diffusion of hot air. The air inlet of the guide channel 1151 is located within the fixed cavity 1162. Specifically, the air inlet opening is located within the fixed cavity 1162. Its purpose is to ensure that hot air is directly drawn into the guide channel 1151 from near the radiator 1113, avoiding mixing with cold air. The air outlet constitutes the air outlet of the guide channel 1151. Specifically, the air outlet is seamlessly connected to the air outlet. Its purpose is to prevent hot air from flowing back or accumulating at the outlet, achieving rapid exhaust of hot air.

[0111] Specifically, the solution of this application integrates a guide fluid 115 structure within the second air outlet 1165 and the third air outlet 1166, ensuring that the guide fluid 115 is stably positioned within the fixed cavity 1162. This maintains its position during the tilting of the movable nacelle 114, preventing airflow guidance failure due to nacelle rotation. The guide fluid 115 is equipped with a guide channel 1151, with its inlet located within the fixed cavity 1162 and its outlet formed by a guide air outlet, thus creating a continuous airflow path from the inside of the fixed cavity 1162 to the external space. This ensures that hot air is orderly guided from the vicinity of the radiator 1113 to the outside, preventing hot air from stagnating or diffusing within the cavity. This structural combination effectively utilizes the geometry of the air outlets to guide the airflow direction, maintaining the stability of hot air exhaust under different attitudes of the power nacelle.

[0112] As a specific implementation method, the solution of this application is implemented as follows: The guide body 115 can be specifically a conical guide shroud 1602 made of aluminum alloy, which is installed in the third air outlet 1166. The guide channel 1151 is tapered, with the cross-section of the air inlet end being larger than that of the air outlet end, so as to accelerate the airflow discharge. The outer surface of the guide body 115 is polished to reduce airflow friction resistance.

[0113] Through the above-mentioned scheme, this application can effectively guide the hot airflow to be smoothly discharged when the power nacelle tilts to a level flight state, avoiding the accumulation of hot air in the power nacelle, thereby preventing secondary heat damage to electronic components.

[0114] Specifically, in some of the embodiments described above in this application, a guide fluid 115 is proposed to guide hot air out of the fixed nacelle 116. However, in its implementation, the structure of the guide fluid 115 lacks a targeted design, resulting in an unreasonable airflow path when the power nacelle rotates to a level flight state. Hot air is difficult to be discharged smoothly and remains in the nacelle. That is, hot air accumulates in the power nacelle, which will cause secondary thermal damage to the electronic components in the power nacelle.

[0115] In this application, the guide body 115 is further proposed to be wedge-shaped. Specifically, the guide body 115 includes a first sidewall 1152, a second sidewall 1153, and a guide bottom wall 1154. One end of the guide bottom wall 1154 is connected to the end of the guide outlet away from the movable cabin 114, and the other end extends in a sloping structure along the direction toward the movable cabin 114 and away from the guide outlet. The first sidewall 1152 and the second sidewall 1153 are arranged opposite each other along the height direction in the guide channel 1151. One end of the first sidewall 1152 is connected to one side of the guide bottom wall 1154, and the other end is connected to the corresponding side of the guide outlet. One end of the second sidewall 1153 is connected to the other side of the guide bottom wall 1154, and the other end is connected to the corresponding side of the guide outlet. The guide vane 115 is a core structural component used to optimize the hot airflow discharge path. It can be made by stamping metal sheets or injection molding polymer composite materials, with the aim of guiding the airflow in a directional manner through its geometric shape. The first sidewall 1152 and the second sidewall 1153 can be understood as constraint structures that constitute the lateral boundaries of the guide channel 1151. They can be designed as planar or gradually curved surfaces, with the aim of stabilizing the airflow direction and reducing turbulence diffusion. The guide bottom wall 1154 specifically refers to the guide surface forming the bottom of the guide channel 1151. It can be set as a continuously inclined plane or a smoothly transitioned curved surface, with the aim of maintaining a uniform flow velocity during the discharge process and avoiding the formation of local eddies.

[0116] Specifically, one end of the guide wall 1154 is fixedly connected to the end of the guide outlet away from the movable chamber 114, ensuring precise alignment of the airflow with the outlet to prevent leakage. The other end extends simultaneously towards both the movable chamber 114 and away from the guide outlet, allowing the airflow to naturally veer towards the movable chamber 114 during tilting, utilizing the geometry of the movable chamber 114 to guide the hot air outwards. The first sidewall 1152 and the second sidewall 1153 are arranged opposite each other to form a symmetrical constraint, stabilizing the airflow direction. One end of the sidewall connects to the side of the guide wall 1154, and the other end connects to the side of the guide outlet, ensuring that the airflow is smoothly introduced from the guide wall 1154 into the outlet, avoiding dead zones caused by local vortices. Through precise geometric fit, the overall structure can efficiently guide the hot air outwards at different tilting angles.

[0117] As a preferred embodiment, the solution of this application is specifically implemented as follows: the guide body 115 is made of aluminum alloy material, the guide body bottom wall 1154 adopts a continuously inclined planar structure, the first side wall 1152 and the second side wall 1153 extend along the side of the guide body bottom wall 1154 and form a smooth transition connection with the side of the guide air outlet. During installation, one end of the guide body bottom wall 1154 away from the movable chamber 114 is fixedly connected to the end of the guide air outlet, and the other end extends inclinedly towards the movable chamber 114. The side wall, the bottom wall and the air outlet form a seamless guide channel 1151, so that the hot airflow is smoothly discharged along the channel during the tilting process.

[0118] With the above solution, the hot airflow can be smoothly discharged from the fixed cabin 116 when the power nacelle rotates to the level flight state, effectively avoiding the accumulation of hot air in the cabin and thus preventing secondary heat damage to electronic components.

[0119] In the current electric propulsion cooling system 110, when the power nacelle tilts to a level flight state, the guide wall 1154 is used to guide the hot airflow to be discharged. However, in the process of its implementation, the angle between the guide wall 1154 and the axis of the fixed nacelle 116 is not set within a reasonable range, which causes the airflow direction to be mismatched with the attitude of the power nacelle. The hot air is difficult to be discharged smoothly and remains in the nacelle. That is, the hot air accumulates in the power nacelle. This will cause secondary heat damage to the electronic components in the power nacelle and affect the overall cooling performance of the cooling system.

[0120] To address this, this application further proposes that the included angle C between the axis of the guide bottom wall 1154 and the axis of the fixed chamber 116 satisfies 5°≤C≤45°. Specifically, C can be equal to 5°, 10°, 20°, 30°, 40°, or 45°, etc., which will not be listed here. In practical applications, the guide bottom wall 1154 is the bottom structure in the guide fluid 115 used to guide the airflow direction, and it can be implemented by an inclined extension. The included angle C is the angular parameter between the guide bottom wall 1154 and the axis of the fixed chamber 116, which can be set in the range of 5° to 45°, such as different values ​​like 10°, 25°, or 40°. Its purpose is to ensure that the airflow can achieve a smooth and efficient turning when passing through the guide channel 1151, avoiding energy loss caused by improper angle, thereby effectively solving the problem of poor hot air exhaust.

[0121] Specifically, the solution in this application controls the angle between the bottom guide wall 1154 and the axis of the fixed nacelle 116 between 5° and 45°, allowing the airflow to naturally conform to the geometry of the fixed nacelle 116 within the guide channel 1151. When the power nacelle is in level flight, the hot airflow is guided by the bottom guide wall 1154 and discharged along the expected path, avoiding turbulence caused by insufficient change in airflow direction leading to in-cabin backflow or airflow separation, thereby maintaining stable aerodynamic characteristics and ensuring that hot air is continuously and smoothly discharged outside the cabin.

[0122] As a specific implementation method, the solution of this application is implemented as follows: The guide body 115 is composed of a guide bottom wall 1154, a first side wall 1152, and a second side wall 1153. The guide bottom wall 1154 starts from the end of the guide outlet away from the movable chamber 114 and extends inclined towards the movable chamber 114. Its inclination angle is moderate, so that the airflow can be discharged smoothly. The guide bottom wall 1154 is made of aluminum alloy material, and the surface is polished to reduce flow resistance. The first side wall 1152 and the second side wall 1153 respectively connect the side of the guide bottom wall 1154 to the corresponding side of the guide outlet, forming a complete guide channel 1151 structure.

[0123] Through the above solution, hot air can be continuously and smoothly discharged outside the nacelle under different attitudes, especially in level flight, which significantly reduces the risk of hot air accumulation and improves the reliability of the heat dissipation system.

[0124] Preferably, in one embodiment, C equals 17°. Specifically, the solution of this application precisely sets the angle between the bottom wall of the guide flow 1154 and the axis of the fixed chamber 116 to 17 degrees, so that after the hot air flows in from the air inlet of the guide flow channel 1151, it can be guided to the air outlet in a smooth and continuous streamline shape along the bottom wall of the guide flow 1154. This angle effectively balances the airflow guiding efficiency and structural adaptability. When the movable chamber 114 is tilted to different axial positions, it avoids the airflow from separating or swirling in the guide flow channel 1151, thereby maintaining the continuous and stable discharge of hot air to the outside of the chamber and preventing heat from accumulating in the fixed cavity 1162.

[0125] It should be noted that the guide bottom wall 1154 can be planar or curved. The included angle C is not the angle between the planar or curved surface of the guide bottom wall 1154 within a certain range and the axis of the movable cabin 114, but rather the angle between the line connecting one end of the guide bottom wall 1154 to the guide air outlet and the end away from the guide air outlet, relative to the axis.

[0126] In some of the embodiments described above in this application, a guide fluid 115 is proposed to guide airflow. However, in this process, the flow area of ​​the air inlet and the air outlet of the guide channel 1151 is not specifically designed, which may cause the airflow velocity in the guide channel 1151 to decrease, making it difficult to effectively accelerate the exhaust of hot air. Especially in the level flight state of the power nacelle, changes in external airflow conditions exacerbate the hot air retention phenomenon, resulting in a decrease in heat dissipation efficiency and the risk of secondary heat damage to electronic devices.

[0127] In response, this application further proposes that the flow area at the air inlet of the guide channel 1151 is smaller than the flow area at the air outlet. The flow area at the air inlet of the guide channel 1151 refers to the cross-sectional area where the airflow enters the guide channel 1151, which can be achieved using a tapered constriction inlet or a gradually narrowing pipe structure. The purpose is to force airflow acceleration by reducing the flow area. The flow area at the air outlet refers to the cross-sectional area where the airflow exits, which can be achieved using an enlarged opening or a smooth transition design that matches the air inlet. The purpose is to maintain airflow velocity and ensure efficient hot air discharge.

[0128] Specifically, the solution in this application sets the air inlet flow area of ​​the guide channel 1151 to be smaller than the flow area of ​​the guide outlet. Based on the principle of fluid continuity, the airflow is accelerated when entering the guide channel 1151, thereby increasing the airflow speed through the guide channel 1151 per unit time. This difference in flow area design keeps the airflow at a high speed within the guide channel 1151, avoiding deceleration or stagnation. This ensures that the ability to exhaust hot air from the fixed cavity 1162 to the external space is enhanced, ultimately enabling rapid exhaust of hot air under different attitudes of the power nacelle, preventing the accumulation of hot air from causing secondary thermal damage to electronic components.

[0129] As a preferred embodiment, the solution of this application is specifically implemented as follows: the air inlet of the flow channel 1151 can be designed as a gradually narrowing conical inlet, and the air outlet can be designed as a rectangular opening flush with the outer surface of the fixed chamber 116, with a flow area significantly larger than that of the air inlet.

[0130] Through the above solution, this application effectively improves the efficiency of hot air exhaust, reduces the retention of hot air in the power nacelle, avoids the risk of secondary heat damage to electronic components caused by hot air accumulation, and thus enhances the reliability and stability of the heat dissipation system.

[0131] In one embodiment, the bottom wall 1154 of the guide is provided with a first chamfered section 1157 at the end away from the air outlet, and the first chamfered section 1157 is bent in the direction away from the air outlet. Correspondingly, the bottom wall 1154 of the guide is provided with a second chamfered section 1158 at the end near the air outlet, and the second chamfered section 1158 is bent in the direction away from the air outlet. In this way, the airflow flows sequentially along the first chamfered section 1157, the bottom wall 1154, and the second chamfered section 1158. Moreover, this arrangement can indirectly increase the flow area at the air inlet and outlet of the guide channel 1151, and, as shown by three-dimensional simulation, can enable the guide fluid 115 to achieve a better guiding effect.

[0132] Current tiltrotor electric propulsion system designs suffer from significant flaws in the airflow path design of the cooling system, making it difficult to effectively and promptly cool the heat generated by the fan motor during continuous operation. Specifically, due to the unreasonable relative positioning of the fan motor and the drive motor, external airflow cannot directly pass through the fan motor body for forced cooling, causing heat to continuously accumulate inside the fan motor. This problem directly affects the reliability of the cooling system's thermal management, leading to the fan motor's operating temperature exceeding the safe threshold range and potentially triggering system-level failure risks.

[0133] For example, during high-load level flight missions of tiltrotor aircraft, the fan motor generates a large amount of heat due to the continuous operation of the cooling fan. However, because it is located between the power motor and the radiator and lacks an effective airflow channel, the external cooling airflow can only flow over the surface of the fan motor and cannot penetrate its internal structure. Heat continuously accumulates in the fan motor windings and stator core, causing the fan motor temperature to rise rapidly, triggering the overheat protection mechanism and shutting down. This phenomenon directly interrupts the operation of the cooling fan, making it difficult for the radiator to obtain sufficient airflow for heat exchange, and consequently significantly reducing the cooling efficiency of the power motor.

[0134] If the aforementioned problems are not addressed, the heat buildup in the fan motor will inevitably lead to accelerated aging of the motor's insulation materials and bearing lubrication failure, among other technical consequences. This will significantly increase the probability of fan motor failure, potentially causing the cooling fan to stop working and the entire cooling system to lose its ability to dissipate heat from the motor. The motor's continued overheating due to the inability to dissipate heat in time may cause serious malfunctions such as permanent magnet demagnetization or winding short circuits, ultimately threatening the aircraft's flight stability and the safety of the crew.

[0135] In one embodiment, such as Figures 8-10 As shown, the fan motor 1112 is provided with a cooling channel 1201 for introducing external airflow, so that the airflow of the installation interval can pass through the cooling channel 1201 through the fan motor 1112 and flow toward the radiator 1113, thereby realizing the heat dissipation of the coolant in the radiator 1113.

[0136] In this embodiment, to address the problem of timely and effective cooling of the heat generated by the fan motor 1112 during continuous operation, the fan motor 1112 is provided with a cooling channel 1201 for introducing external airflow. In practical applications, the cooling channel 1201 refers to the airflow guiding path designed inside or outside the fan motor 1112. It can be implemented using holes or grooves in the fan motor 1112 housing, such as multiple holes or grooves on the axial end face and outer peripheral sidewall of the fan motor 1112 housing, or by forming a channel through a pre-reserved ventilation cavity in the stator core. Its main purpose is to allow external airflow to directly pass through the fan motor 1112 body, providing forced air cooling to the windings and heat-generating components. Furthermore, after the airflow passes through the fan motor 1112 body and enters the side of the fan motor 1112 near the heat sink 1113, it can also pass through the heat sink 1113 and dissipate heat from it.

[0137] Furthermore, there is an installation gap between the fan motor 1112 and the drive motor 1111. Specifically, this installation gap refers to the physical clearance between the fan motor 1112 and the drive motor 1111. For example, a fixed distance is maintained between the rear end face of the drive motor 1111 and the front end face of the fan motor 1112. This gap primarily provides a natural inlet for external airflow, preventing airflow obstruction. Thus, the airflow through the installation gap can pass through the cooling channel 1201, flow through the fan motor 1112, and move towards the radiator 1113, effectively removing the heat generated by the fan motor 1112 during operation and preventing the risk of malfunction due to heat accumulation. Specifically, this design optimizes the airflow path, enabling the external airflow to directly cool the fan motor 1112 body as it passes through it, while ensuring that the cooled airflow continues to flow towards the radiator 1113, thereby improving overall heat dissipation efficiency. Furthermore, the cooling fan 1114 and the power motor 1111 are spaced apart to form an air intake area for introducing external airflow. In a more preferred embodiment, the fan frame 1115 and the power motor 1111 are also spaced apart to increase the flow of air in the air intake area.

[0138] Specifically, in one embodiment, the cooling fan 1114 adopts an axial flow design, and the heat sink 1113 is composed of aluminum heat sink fins. In this configuration, the airflow at the installation interval passes through the cooling channel 1201 of the fan motor 1112 to directly cool the fan motor 1112 body, while ensuring that the cooled airflow continues to flow to the heat sink 1113.

[0139] Therefore, this technical solution, by optimizing the airflow path design, allows external airflow to directly pass through the fan motor 1112 for cooling, effectively solving the problem of the heat generated by the fan motor 1112 during continuous operation being difficult to cool in a timely and effective manner. The heat generated by the fan motor 1112 is carried away in time, avoiding the risk of failure caused by heat accumulation. At the same time, the cooled airflow continues to flow to the radiator 1113, assisting the radiator 1113 in cooling the power motor 1111, thereby improving the overall heat dissipation reliability of the system and preventing the failure of the fan motor 1112 from affecting the heat dissipation of the power motor 1111 and flight safety.

[0140] In some of the embodiments described above in this application, a cooling channel 1201 is proposed to allow airflow to pass through the fan motor 1112 for heat dissipation. However, in its implementation, the inlet design of the cooling channel 1201 is simple, resulting in uneven airflow distribution. It is difficult to fully cover the circumferential area of ​​the fan motor 1112, causing local heat accumulation, which in turn affects the cooling efficiency of the fan motor 1112 and the operational safety of the entire electric propulsion system.

[0141] To address this, this application further proposes a cooling channel 1201 comprising an axial inlet 1202, a radial inlet 1203, and an axial outlet 1204. The axial inlet 1202 is located on one side of the fan motor 1112 along its axial direction and connects to the mounting interval. The axial outlet 1204 is located on the opposite side of the axial inlet 1202, that is, on the other side of the fan motor 1112 along its axial direction. The axial outlet 1204 and the cooling fan 1114 are correspondingly arranged, and the flow area of ​​the axial outlet 1204 is matched with that of the cooling fan 1114, so that airflow can enter the cooling channel 1201 through the axial inlet 1202 and the radial inlet 1203 respectively, and exit the cooling channel 1201 from the axial outlet 1204. The axial inlet 1202 refers to the air intake structure located on the axial end face of the fan motor 1112, which can be implemented in the form of an annular groove or a polygonal hole array. Its purpose is to efficiently guide the airflow within the mounting interval into the cooling channel 1201, avoiding ineffective airflow in this area. Radial inlet 1203 refers to the air intake structure located on the outer peripheral sidewall of fan motor 1112. It can be implemented using continuously distributed arc-shaped slits or discrete perforations along the circumference. Its purpose is to introduce supplementary airflow from the external environment to ensure uniform coverage of the circumferential area of ​​fan motor 1112. Axial outlet 1204 refers to the air outlet structure located on the axial end face of fan motor 1112 on the other side. It can be implemented using a gradually expanding flow channel or a porous diffuser. Its purpose is to unify the airflow direction and enhance the heat exchange matching with radiator 1113.

[0142] Specifically, the solution of this application uses a composite layout of axial inlet 1202 and radial inlet 1203 to make the axial airflow from the installation interval and the radial airflow from the external environment converge in the cooling channel 1201. After mixing, the airflow is concentrated and guided to the radiator 1113 along the axial outlet 1204, thereby optimizing the uniformity of airflow distribution around the fan motor 1112, effectively avoiding local heat accumulation, and improving the overall thermal management capability of the heat dissipation system.

[0143] As a preferred embodiment, the solution of this application is specifically implemented as follows: the axial inlet 1202 is specifically an annular groove structure provided on the front end face of the fan motor 1112, the radial inlet 1203 is specifically an array of arc-shaped gaps evenly distributed on the outer peripheral sidewall of the fan motor 1112, and the axial outlet 1204 is specifically a porous diffuser structure corresponding to the rear end face of the fan motor 1112. After the airflow enters the cooling channel 1201 through the annular groove and the arc-shaped gaps, it flows out smoothly along the axial direction to the radiator 1113, thereby achieving efficient cooling of the fan motor 1112.

[0144] Through the above solution, this application solves the problem of uneven airflow distribution caused by the single inlet design of cooling channel 1201, effectively prevents local heat accumulation in fan motor 1112, improves the cooling efficiency of fan motor 1112 and the operational safety of the entire electric propulsion system.

[0145] Specifically, in some embodiments of this application, a cooling channel 1201 is proposed to include a radial inlet 1203 for introducing external airflow. However, in its implementation, the position of the radial inlet 1203 is not reasonably defined, which leads to increased resistance and reduced flow efficiency of the airflow entering the cooling channel 1201, thereby affecting the heat dissipation effect of the fan motor 1112 and potentially causing overheating failure of the fan motor 1112.

[0146] To address this, this application further proposes that a radial inlet 1203 be disposed at one end of the outer peripheral sidewall of the fan motor 1112 near the axial inlet 1202. The radial inlet 1203 refers to an opening structure disposed on the outer peripheral sidewall of the fan motor 1112 for introducing external airflow. It can be implemented in the form of a single opening or multiple openings, aiming to provide diverse airflow introduction path options. The radial inlet 1203 being disposed at one end of the outer peripheral sidewall of the fan motor 1112 near the axial inlet 1202 means that this position is located in the end region of the outer peripheral sidewall of the fan motor 1112 and adjacent to the axial inlet 1202. This can be understood as being disposed close to the axial inlet 1202 in the axial direction of the outer peripheral sidewall of the fan motor 1112, with the aim of shortening the flow distance of the airflow from the installation interval to the radial inlet 1203 and reducing energy loss.

[0147] Specifically, since the radial inlet 1203 is located on the outer peripheral sidewall of the fan motor 1112 near the axial inlet 1202, the external airflow, after passing through the installation gap, can simultaneously enter the cooling channel 1201 from both the axial inlet 1202 and the radial inlet 1203 via a shorter path. This reduces airflow diffusion and reversal, lowering flow resistance. Simultaneously, the airflow paths of the axial inlet 1202 and the radial inlet 1203 are highly coordinated, avoiding flow separation or vortex phenomena caused by excessive distance between them. This enhances the continuity and stability of the airflow, effectively improving the heat removal efficiency of the cooling channel 1201 for the fan motor 1112.

[0148] The above solution effectively reduces the resistance of airflow into the cooling channel 1201, improves flow efficiency, thereby enhancing the heat dissipation effect of the fan motor 1112 and avoiding overheating failure of the fan motor 1112 due to poor heat dissipation.

[0149] Specifically, in some embodiments of this application, the inlet and outlet design of the cooling channel 1201 is proposed to guide the airflow to dissipate heat from the fan motor 1112. However, in the process of its implementation, the airflow is prone to a sudden drop in flow rate or flow obstruction when passing through the cooling channel 1201, resulting in reduced heat dissipation efficiency. The heat of the fan motor 1112 is difficult to dissipate in time, which in turn leads to the risk of overheating failure.

[0150] In one embodiment, the sum of the total flow area of ​​the axial inlet 1202 and the total flow area of ​​the radial inlet 1203 is greater than or equal to the total flow area of ​​the axial outlet 1204. In practical applications, the total flow area of ​​the axial inlet 1202 refers to the sum of the flow areas of all axial inlets 1202, which can be implemented using circular holes, rectangular slots, or other inlets of arbitrary shape, to ensure sufficient airflow into the cooling channel 1201 from the axial end face of the fan motor 1112. The total flow area of ​​the radial inlet 1203 refers to the sum of the flow areas of all radial inlets 1203, which can be implemented using slots or holes along the outer peripheral sidewall of the fan motor 1112, to integrate multi-directional air intake capabilities and improve airflow convergence efficiency. The total flow area of ​​the axial outlet 1204 refers to the sum of the flow areas of all axial outlets 1204, which can be implemented using holes or slots at positions corresponding to the axial inlets 1202, to guide stable airflow towards the radiator 1113. These designs, through the rational configuration of the relative relationships of the flow areas, lay the foundation for optimizing airflow dynamics characteristics.

[0151] Specifically, the solution of this application sets the sum of the total flow areas of the axial inlet 1202 and the radial inlet 1203 to be greater than or equal to the total flow area of ​​the axial outlet 1204. Based on the principle of airflow continuity, this ensures that the airflow maintains a uniform and stable velocity as it passes through the cooling channel 1201. This area matching relationship prevents airflow resistance caused by insufficient area at the inlet, while avoiding velocity attenuation and airflow diffusion caused by a sudden increase in area at the outlet. This ensures that the airflow can continuously and efficiently carry heat through the radiator 1113, enhancing the heat exchange process.

[0152] As a preferred embodiment, the solution of this application is implemented as follows: the axial inlet 1202 can be configured as four evenly distributed circular holes, the radial inlet 1203 can be configured as eight rectangular slots spaced circumferentially along the fan motor 1112, and the axial outlet 1204 can be configured as four circular holes corresponding to the axial inlets 1202. In this configuration, the sum of the total flow areas of the axial inlets 1202 and the radial inlets 1203 is slightly larger than the total flow area of ​​the axial outlet 1204, to meet the requirements of airflow continuity.

[0153] With the above solution, the airflow is less likely to experience a sudden drop in velocity or flow obstruction in the cooling channel 1201, thus improving heat dissipation efficiency and allowing the heat from the fan motor 1112 to be dissipated in a timely manner, thereby reducing the risk of overheating failure.

[0154] However, in this process, since the inlet and outlet may be a single design, the airflow distribution is uneven, resulting in insufficient cooling in some areas of the fan motor 1112, creating a hot spot risk, affecting heat dissipation performance and the safe operation of the fan motor 1112.

[0155] To address this, this application further proposes multiple axial inlets 1202 spaced (uniformly or non-uniformly) around the axis of the fan motor 1112, multiple radial inlets 1203 spaced (uniformly or non-uniformly) along the circumference of the fan motor 1112, and multiple axial outlets 1204 spaced (uniformly or non-uniformly) around the axis of the fan motor 1112. The multiple axial inlets 1202 refer to multiple openings on the axial end face of the fan motor 1112, which can be implemented using uniformly distributed circular holes or slit-like structures. The purpose is to ensure that airflow entering from the installation intervals is evenly dispersed along the circumference, avoiding airflow concentration caused by a single inlet. The multiple radial inlets 1203 can be understood as multiple openings on the outer peripheral sidewall of the fan motor 1112, specifically implemented using rectangular or arc-shaped slots evenly distributed along the circumference. Their purpose is to allow external airflow to simultaneously flow into the cooling channel 1201 from different angles, enhancing the radial airflow penetration capability. Multiple axial outlets 1204 refer to multiple openings provided on the other axial end face of the fan motor 1112. These can be achieved using circular holes or annular grooves. The purpose is to allow the cooled airflow to be discharged evenly from multiple points, preventing airflow congestion at the outlet.

[0156] Specifically, the spaced arrangement of multiple axial inlets 1202 ensures uniform airflow in the axial direction, the circumferential arrangement of multiple radial inlets 1203 enhances the ability of airflow to flow in from the external environment at multiple angles, and the arrangement of multiple axial outlets 1204 ensures uniform airflow distribution during discharge. This multi-point distribution design allows the airflow within the cooling channel 1201 to flow evenly through all areas of the fan motor 1112, thereby effectively eliminating cooling dead zones and improving overall heat dissipation efficiency.

[0157] Specifically, in some embodiments of this application, a cooling fan 1114 is proposed to guide airflow through the radiator 1113. However, in this process, the cooling fan 1114 obstructs the airflow from the axial outlet 1204 of the fan motor 1112, resulting in uneven airflow distribution and obstructed flow, thereby reducing heat dissipation efficiency and affecting the cooling performance of the entire electric propulsion system.

[0158] In one embodiment, such as Figure 11 and Figure 12As shown, the cooling fan 1114 includes a central support 1401, fan blades 1403, and a protective ring 1404. The protective ring 1404 is fitted around the outer periphery of the central support 1401 and spaced apart from the central support 1401. One end of the fan blades 1403 is connected to the central support 1401, and the other end is connected to the protective ring 1404. The number of fan blades 1403 can be multiple, specifically any value between 3 and 20, or other values, which are not listed here. Furthermore, the central support 1401 is provided with a through hole 1402, which connects the axial outlet 1204 and the area of ​​the cooling fan 1114 facing the heat sink 1113.

[0159] The central support 1401 is the core structural component supporting the cooling fan 1114. It can be made of metal alloy or high-strength composite material to provide mechanical strength and stability. The fan blade 1403 is the rotating blade that generates airflow power. It can be made of lightweight material with an airfoil cross-section design to optimize airflow guidance efficiency. The air shield 1404 is the annular structure surrounding the central support 1401. It can be made of rigid plastic or thin metal sheet and forms an airflow channel by maintaining a fixed gap with the central support 1401. The through hole 1402 is a ventilation hole opened on the central support 1401. It can be made of an array of circular, elliptical, or polygonal holes. Its purpose is to eliminate the obstruction of airflow by the solid structure and ensure continuous airflow.

[0160] Specifically, the solution in this application directly connects to the axial outlet 1204 of the fan motor 1112 through the through hole 1402 of the central support 1401, allowing airflow to pass smoothly through the area of ​​the central support 1401 without detouring. Simultaneously, the spacing between the air shroud 1404 and the central support 1401 forms an annular airflow channel, guiding the airflow to diffuse evenly in the circumferential direction. The structure of the fan blade 1403, with one end connected to the central support 1401 and the other end connected to the air shroud 1404, efficiently pushes the airflow from the central area to the periphery during rotation. Combined with the guiding effect of the air shroud 1404, the airflow is stably covered onto the surface of the radiator 1113. The synergistic effect of the above structures effectively avoids airflow concentration or localized turbulence, ensuring the uniformity of airflow distribution and velocity stability.

[0161] As a preferred embodiment, the solution of this application is implemented as follows: The central support 1401 is made of aluminum alloy, with multiple circular through holes 1402 evenly distributed on its surface. The air shield 1404 is injection molded from engineering plastic and is fitted onto the outer periphery of the central support 1401 with a uniform gap. The fan blade 1403 is made of carbon fiber composite material, with one end fixed to the central support 1401 by bolts, and the other end embedded in a groove on the inner side of the air shield 1404 to ensure that the airflow flows along the designed path during rotation.

[0162] Through the above scheme, this application realizes that the airflow can pass directly from the axial outlet 1204 of the fan motor 1112 through the through hole 1402 and the central support 1401, avoiding airflow obstruction caused by flow resistance, making the airflow distribution more uniform and the flow path continuous, thereby significantly improving the heat exchange efficiency of the radiator 1113 and effectively ensuring the thermal management reliability of the electric propulsion system under continuous working conditions.

[0163] In practical applications, some embodiments of this application propose that the central support 1401 is provided with a through hole 1402 for connecting the axial outlet 1204. However, in its implementation, when there are multiple axial outlets 1204, a single through hole 1402 is difficult to match the distribution of multiple outlets, resulting in concentrated congestion of airflow when passing through the central support 1401, causing uneven distribution of heat dissipation airflow, reduced heat dissipation efficiency in local areas, and thus affecting the overall cooling performance.

[0164] Furthermore, in one embodiment, the number of through holes 1402 is multiple, specifically any value between 3 and 30, or other values, which will not be listed here. In addition, the through holes 1402 and the axial outlets 1204 are provided in a one-to-one correspondence.

[0165] In practical applications, the number of through holes 1402 refers to the presence of multiple independent holes on the central support 1401. These holes can be circular, elliptical, or rectangular in shape, and their purpose is to disperse the airflow path and prevent airflow from congesting in a single channel. The one-to-one correspondence between the through holes 1402 and the axial outlets 1204 can be understood as establishing a precise positional match between each through hole 1402 and one axial outlet 1204. This can be achieved using coordinate positioning based on the arrangement of the axial outlets 1204 or template alignment. The aim is to ensure that airflow flows independently from each axial outlet 1204 into its corresponding through hole 1402, preventing mutual airflow interference.

[0166] Specifically, the solution in this application uses a one-to-one correspondence between multiple through holes 1402 and multiple axial outlets 1204, allowing airflow to flow directly and independently from each axial outlet 1204 into the corresponding through hole 1402. This avoids concentrated congestion and mixing of airflow at the central support 1401, achieving uniform airflow distribution and stable flow, thereby improving overall flow capacity. Furthermore, the design of multiple through holes 1402 can reduce the weight of the central support 1401, which is beneficial for the lightweight design of the entire aircraft.

[0167] As a preferred embodiment, the solution of this application is implemented as follows: The central support 1401 is made of aluminum alloy and has four circular through holes 1402. These through holes 1402 are evenly distributed around the axis of the central support 1401. The position of each through hole 1402 corresponds precisely to the position of the axial outlet 1204 of the fan motor 1112, so that the airflow can flow smoothly from the axial outlet 1204 into the through hole 1402.

[0168] Through the above solution, this application effectively avoids concentrated congestion of airflow at the central support 1401, ensures uniform distribution of heat dissipation airflow, improves the heat dissipation efficiency of local areas, and thus enhances the overall cooling performance.

[0169] Specifically, in some embodiments of this application, a through hole 1402 is proposed to connect the airflow. However, in the process of its implementation, the mismatch or positional deviation between the flow area of ​​the through hole 1402 and the axial outlet 1204 will cause airflow obstruction, increased turbulence and airflow leakage, resulting in a decrease in heat dissipation efficiency, which in turn affects the timely cooling of the fan motor 1112 and the power motor 1111, threatening flight safety.

[0170] Furthermore, in one embodiment, the flow area of ​​the through hole 1402 is greater than or equal to the flow area of ​​the axial outlet 1204, and the orthographic projection of each through hole 1402 on the axial end face of the fan motor 1112 completely covers the corresponding axial outlet 1204. The flow area of ​​the through hole 1402 refers to its effective cross-sectional area, which can be implemented using circular, elliptical, or polygonal holes. This is to prevent a sudden increase in velocity and pressure loss caused by the abrupt reduction in cross-section after the airflow exits the axial outlet 1204. Complete orthographic projection coverage can be understood as the projection area of ​​the through hole 1402 on the axial end face completely encompassing the outline of the axial outlet 1204. This can be achieved using a concentric arrangement or precisely aligned hole design, ensuring that all airflow exiting the axial outlet 1204 enters the through hole 1402 without leakage, eliminating airflow bypass.

[0171] Specifically, the solution in this application achieves a smooth transition and leak-free transmission of airflow between the fan motor 1112 and the cooling fan 1114 by ensuring that the flow area of ​​the through hole 1402 is not less than the flow area of ​​the axial outlet 1204, and by ensuring that the orthographic projection of the through hole 1402 completely covers the axial outlet 1204. Since the airflow directly enters the through hole 1402 after exiting the axial outlet 1204, abrupt changes in the flow cross-section are avoided, thus maintaining a stable airflow state. Simultaneously, the precise coverage design of the through hole 1402 eliminates airflow bypass paths, allowing heat to be continuously and evenly carried away, preventing localized heat accumulation.

[0172] In one specific implementation, the through hole 1402 of the central support 1401 is designed as multiple circular holes with a diameter slightly larger than that of the axial outlet 1204, and the hole positions are precisely aligned with the position of the axial outlet 1204 to ensure that the airflow passes smoothly through the central support 1401 of the cooling fan 1114.

[0173] Through the above solution, this application effectively avoids airflow obstruction, increased turbulence and airflow leakage, improves the overall performance of the heat dissipation system, ensures timely cooling of the fan motor 1112 and the power motor 1111 under high load conditions, and ensures flight safety.

[0174] As a critical power component, the tiltrotor electric propulsion system inevitably generates a large amount of heat during operation, necessitating a cooling system for efficient heat dissipation to maintain system stability. The core component of the cooling system, the radiator, continuously removes heat through heat exchange between external airflow and the heat dissipation surface, thus ensuring the normal operating temperature range of the electric propulsion system. If the heat dissipation mechanism fails to transfer heat effectively and in a timely manner, it will lead to system overheating failure, potentially causing power failure and directly endangering the structural safety of the aircraft and the lives of personnel. Therefore, the rational design of the airflow introduction path, the optimization of the internal flow characteristics of the radiator, and the improvement of airflow exhaust efficiency are key determinants of the cooling system's performance.

[0175] In this regard, such as Figures 13-15 As shown, this application proposes that the fan frame 1115 is a cover structure. One end of the fan frame 1115 (near the center end) is fitted onto the outer periphery of the fan motor 1112 body, and the other end (near the edge end) extends in a direction away from the rear cover 1102 and covers the outer periphery of the cooling fan 1114. The fan frame 1115 can play multiple roles such as isolating the cooling fan 1114 and the power motor 1111, and protecting the cooling fan 1114.

[0176] The fan motor 1112 is located on the side of the power motor 1111 away from the propeller 112. In practical applications, this arrangement means that the fan motor 1112 is located in the axial rear end region of the power motor 1111. It can be directly fixed to the housing of the power motor 1111 or installed through an independent bracket. For example, the fan motor 1112 can be arranged coaxially with the power motor 1111 but at a certain distance, or the fan motor 1112 can be installed on the rear end face of the power motor 1111 through a flange connector. The main purpose is to effectively isolate the airflow between the fan motor 1112 and the propeller 112 and reduce operating vibration. Furthermore, the radiator 1113 is located on the side of the cooling fan 1114 away from the power motor 1111. Specifically, this means that the radiator 1113 is located downstream of the airflow of the cooling fan 1114. It can be supported by a bracket at the outlet of the cooling fan 1114 or fixed by a suspension structure. For example, the radiator 1113 can be installed behind the cooling fan 1114 using a metal bracket, or the radiator 1113 can be suspended on the extension of the fan frame 1115 by an elastic connector. The main purpose is to ensure that the airflow directly acts on the surface of the radiator 1113 to improve the heat dissipation efficiency. One end of the fan frame 1115 is fitted onto the outer periphery of the fan motor 1112. In practical applications, this fitting means that the fan frame 1115 is fixed to the housing of the fan motor 1112 by a mechanical connection. This can be achieved by bolt fastening or clamp clamping. For example, metal clamps can be used to clamp the fan frame 1115 onto the housing of the fan motor 1112, or the fan frame 1115 can be press-fitted onto the outer periphery of the fan motor 1112 by an interference fit. The main purpose is to establish a stable connection between the fan frame 1115 and the fan motor 1112. Therefore, the other end of the fan frame 1115 extends towards the heat sink 1113 and covers the outer periphery of the cooling fan 1114. Specifically, this extension covers the outer periphery of the cooling fan 1114 by forming a ring-shaped covering structure. This can be achieved by using an integrally molded shell structure or a split assembly structure. For example, an integral plastic shell can be manufactured using injection molding to directly wrap the cooling fan 1114, or a ring-shaped cover can be formed by splicing multiple arc-shaped brackets. The main purpose is to limit the radial displacement of the cooling fan 1114.

[0177] In practical applications, the cooling fan 1114 can be specifically a four-bladed axial fan, the fan frame 1115 can be specifically made of aluminum alloy material through precision casting process, and the heat sink 1113 can be specifically an array of aluminum heat sinks. In this example, the fan motor 1112 and the cooling fan 1114 are integrated into a unified support unit through the extended cover structure of the fan frame 1115, ensuring that the cooling fan 1114 maintains a stable trajectory during operation.

[0178] In a preferred embodiment, the extension of the fan frame 1115 is designed as a continuous ring structure to enhance overall rigidity. Thus, the fan motor 1112 and the cooling fan 1114 are integrated into a single rigid support, effectively constraining the movement trajectory of the cooling fan 1114 and preventing eccentric displacement during high-speed rotation. This avoids mechanical impact on the radiator 1113 and the power motor 1111, resolving the safety hazard caused by the eccentricity of the cooling fan 1114.

[0179] Furthermore, the extended cover design of the fan frame 1115 strictly limits the movement trajectory of the cooling fan 1114, effectively preventing eccentricity that may occur during high-speed rotation. As a result, the mechanical impact of the cooling fan 1114 on the radiator 1113 and the power motor 1111 is completely avoided, significantly improving the operational stability of the cooling system. Ultimately, this reliably solves the safety hazard of fan eccentricity, ensuring the safe operation of the aircraft.

[0180] Furthermore, the extended shroud design of the fan frame 1115 constructs an integrated airflow guiding and constraining structure. Firstly, the fan frame 1115 forms a continuous and progressive guiding channel around the outer periphery of the cooling fan 1114, effectively collecting and guiding turbulent airflow on the intake side, and orderly delivering it to the intake area of ​​the cooling fan 1114. In particular, this fan frame 1115 structure can concentrate and guide a portion of the airflow to the central region of the cooling fan 1114, avoiding the insufficient airflow coverage problem caused by airflow only entering along the edge of the cooling fan 1114 in current designs. As a result, the airflow distribution on the surface of the heat sink 1113 is more uniform, and the total amount of airflow passing through the heat sink 1113 per unit time and the effective contact area increase simultaneously, thereby significantly improving the heat exchange efficiency between the heat sink 1113 and the air.

[0181] Furthermore, the fan frame 1115 acts as a rectifier, constraining the airflow diffusion at the tips of the cooling fan 1114 blades and reducing unnecessary turbulence and flow separation. Guided by the fan frame 1115, the airflow enters the cooling fan 1114 more smoothly, reducing the aerodynamic noise and flow resistance of the cooling fan 1114. This not only improves the driving efficiency of the fan motor 1112 and reduces the energy consumption of the cooling system itself, but also provides a stable and controllable flow field environment for the heat sink 1113, enabling it to continuously achieve optimal heat dissipation performance under design conditions.

[0182] In some embodiments of this application, a fan frame 1115 is proposed to connect the fan motor 1112 and the cooling fan 1114 and guide airflow. However, in this process, the structural design of the fan frame 1115 may be too simple, making it difficult to effectively prevent vibration and impact caused by eccentricity during the operation of the cooling fan 1114, which could damage the radiator 1113 and the power motor 1111. At the same time, the airflow guidance path is not optimized, affecting the heat dissipation efficiency and threatening flight safety.

[0183] In this regard, this application further proposes that the fan frame 1115 includes a guide vane 1501, an inner ring bracket 1502 and an outer ring bracket 1503. The outer ring bracket 1503 and the inner ring bracket 1502 are coaxially arranged. The inner diameter of the outer ring bracket 1503 is larger than the outer diameter of the inner ring bracket 1502. One end of the guide vane 1501 is connected to the outer periphery of the inner ring bracket 1502, and the other end is connected to the outer ring bracket 1503. The fan frame 1115 is sleeved on the outer periphery of the fan motor 1112 through the inner ring bracket 1502.

[0184] In practical applications, the air guide vane 1501 refers to a structural component used to guide airflow. It can be implemented using an arc-shaped plate structure or blades with a specific curvature, aiming to optimize the airflow path and reduce turbulence. The inner ring support 1502 refers to a support structure located inside the fan frame 1115. It can be made of a ring-shaped metal frame or composite materials, and its purpose is to provide a connection point with the fan motor 1112 and enhance structural stability. Specifically, the outer ring support 1503 refers to a support structure located outside the fan frame 1115. It can be a ring-shaped support with a larger diameter, and its purpose is to accommodate the air guide vane 1501 and connect to the cooling fan 1114 area. In practical applications, coaxial arrangement means that the inner ring support 1502 and the outer ring support 1503 share the same central axis. Precision machining can be used to ensure concentricity, aiming to avoid vibration accumulation. The fact that the inner diameter of the outer ring support 1503 is larger than the outer diameter of the inner ring support 1502 refers to a dimensional fit, which can be achieved using a clearance fit or a transition fit, aiming to allow for minor displacements due to thermal expansion or manufacturing tolerances. Specifically, the connection method of the guide vane 1501, where one end is connected to the outer periphery of the inner ring bracket 1502 and the other end is directly or indirectly connected to the outer ring bracket 1503, can be achieved by welding, bolting, or integral molding, with the aim of creating a continuous airflow channel. In practical applications, the fan frame 1115 is fitted onto the outer periphery of the fan motor 1112 via the inner ring bracket 1502, which refers to the installation method. This can be achieved by interference fit or elastic clips, with the aim of achieving structural integration and dispersing centrifugal force.

[0185] Specifically, the solution in this application ensures that the fan frame 1115 maintains strict concentricity during assembly and operation by coaxially aligning the outer ring bracket 1503 and the inner ring bracket 1502, avoiding vibration accumulation caused by axial deviation and thus suppressing fan eccentricity. The inner diameter of the outer ring bracket 1503 is larger than the outer diameter of the inner ring bracket 1502, forming a precise dimensional fit clearance. This allows the inner ring bracket 1502 to be reliably fitted onto the outer periphery of the fan motor 1112, accommodating minor displacements caused by thermal expansion or manufacturing tolerances while preventing mechanical jamming during operation. The guide vane 1501 connects to the outer periphery of the inner ring bracket 1502 at one end and to the outer ring bracket 1503 at the other, creating a continuous airflow guiding path. Based on the geometric layout of the brackets, a channel naturally converges from the outer ring to the inner ring, guiding the airflow efficiently through the radiator 1113 in a preset direction, avoiding heat dissipation blind spots caused by airflow turbulence. The fan frame 1115 is installed in an integrated manner by fitting the inner ring bracket 1502 onto the outer periphery of the fan motor 1112. The tight fit between the inner ring bracket 1502 and the outer periphery of the fan motor 1112 enhances the rigidity of the overall frame and effectively disperses the centrifugal force when the cooling fan 1114 rotates, fundamentally reducing the risk of impact.

[0186] As a specific implementation method, the solution of this application is implemented as follows: the inner ring support 1502 of the fan frame 1115 adopts a ring structure, the outer ring support 1503 adopts a metal ring with a larger diameter, the guide vane 1501 is composed of multiple aluminum arc blades, one end is welded to the outer circumference of the inner ring support 1502, and the other end is fixed to the outer ring support 1503 through the connecting bracket 1504, wherein the connecting bracket 1504 is distributed at intervals along the circumference of the outer ring support 1503, and the entire fan frame 1115 is sleeved on the outer circumference of the fan motor 1112 through the inner ring support 1502 to form a stable support.

[0187] Through the above solution, this application significantly improves the structural stability of the fan frame 1115, effectively prevents vibration and impact caused by eccentricity during the operation of the cooling fan 1114, avoids damage to the radiator 1113 and the power motor 1111, improves service life, and optimizes the airflow guidance path to improve heat dissipation efficiency.

[0188] Specifically, in some embodiments of this application, the inner ring support 1502 and the outer ring support 1503 are coaxially arranged to support the guide vane 1501. However, in its implementation, the coaxial arrangement may cause uneven flow and vortex phenomena when the airflow passes through the guide vane 1501. This not only reduces the heat dissipation efficiency, but also makes it easy for the cooling fan 1114 to directly impact the radiator 1113 and the power motor 1111 when it is eccentric, thereby causing instability of the power unit and threatening flight safety.

[0189] In this regard, this application further proposes that the inner ring bracket 1502 and the outer ring bracket 1503 are arranged in a staggered manner along the axial direction, and the inner ring bracket 1502 is disposed on the side of the outer ring bracket 1503 away from the cooling fan 1114. Of course, in other embodiments, the inner ring bracket 1502 and the outer ring bracket 1503 may also be arranged axially coincidentally.

[0190] Specifically, the axially offset arrangement of the inner ring bracket 1502 and the outer ring bracket 1503 means that the inner ring bracket 1502 and the outer ring bracket 1503 are not on the same plane in the axial direction of the fan frame 1115, but are offset along the axial direction. This can be achieved by directly offsetting the bracket body or by using detachable connectors. The purpose is to avoid turbulence and eddies caused by abrupt changes in cross-section when the airflow passes through the guide vane 1501, thereby improving the uniformity of the airflow. The inner ring bracket 1502 being located on the side of the outer ring bracket 1503 away from the cooling fan 1114 means that the inner ring bracket 1502 is located at the axial end of the outer ring bracket 1503, and this end faces away from the cooling fan 1114. This can be understood as the inner ring bracket 1502 being offset relative to the outer ring bracket 1503 towards the power motor 1111, thereby providing sufficient guiding space for the airflow. The purpose is to strengthen the guiding effect of the guide vane 1501 on the airflow, ensuring that the airflow is concentrated and flows efficiently to the radiator 1113.

[0191] In practical applications, some embodiments of this application propose an axially staggered arrangement of the inner ring support 1502 and the outer ring support 1503 to optimize the airflow guidance path. However, in its implementation, since the inner ring support 1502 is located on the side of the outer ring support 1503 away from the cooling fan 1114, the connection between the guide vane 1501 and the outer ring support 1503 is difficult to achieve directly due to the axial misalignment. This may cause the connection structure to easily vibrate and become eccentric when the cooling fan 1114 rotates at high speed, thereby impacting the radiator 1113 and the power motor 1111, affecting the heat dissipation efficiency and threatening flight safety.

[0192] In this regard, this application further proposes that one end of the connecting bracket 1504 is connected to one side of the axial direction of the outer ring bracket 1503, and the other end protrudes along the axial direction of the outer ring bracket 1503. One end of the guide vane 1501 is connected to the outer periphery of the inner ring bracket 1502, and the other end is indirectly connected to the outer ring bracket 1503 through the connecting bracket 1504. Of course, the guide vane 1501 can also be directly connected to the outer ring bracket 1503.

[0193] The connecting bracket 1504 is a transition structure used to connect the guide vane 1501 and the outer ring bracket 1503. It can be implemented using an independent metal bracket or a composite material bracket, and its purpose is to provide a stable connection point to accommodate axial misalignment. One end of the connecting bracket 1504 is connected to one side of the axial end face of the outer ring bracket 1503. This can be understood as using the flat area of ​​the end face as a connection base point, avoiding stress concentration problems that may occur when connecting on the side of the bracket, and its purpose is to provide a stable support foundation for the entire structure. The other end of the connecting bracket 1504 protrudes along the axial direction of the outer ring bracket 1503, meaning the protrusion direction is consistent with the axial direction. It can be implemented using a straight rod or a curved structure, and its purpose is to precisely accommodate the axial misalignment distance between the inner ring bracket 1502 and the outer ring bracket 1503. The other end of the guide vane 1501 is connected to the end of the connecting bracket 1504 away from the outer ring bracket 1503. This means that the connection point is located at the end of the connecting bracket 1504. It can be achieved by bolt connection or welding. The purpose is to make the force distribution of the guide vane 1501 more uniform and reduce the vibration amplitude during high-speed rotation.

[0194] Specifically, the solution of this application fixes one end of the connecting bracket 1504 to the axial end face of the outer ring bracket 1503, utilizing the flatness of the end face to provide a stable connection. The other end of the connecting bracket 1504 extends axially, precisely matching the axial misalignment distance between the inner ring bracket 1502 and the outer ring bracket 1503. One end of the guide vane 1501 is connected to the outer periphery of the inner ring bracket 1502, and the other end is connected to the end of the connecting bracket 1504, allowing the guide vane 1501 to achieve a smooth transition without additional bending during the connection process, resulting in uniform force distribution. This significantly reduces the vibration and offset risks of the cooling fan 1114 during high-speed rotation, preventing the impact of the cooling fan 1114's eccentricity on the cooling system. Moreover, and most importantly, by setting the connecting bracket 1504, air can also enter the side (outer periphery direction) of the fan frame 1115, thereby greatly increasing the air intake range of the fan frame 1115 and benefiting the cooling of the entire electric motor 111.

[0195] Specifically, in some embodiments of this application, the fan frame 1115 is sleeved on the outer periphery of the fan motor 1112. However, in this process, the vibration or eccentricity of the fan motor 1112 may cause impact on the radiator 1113 and the power motor 1111, thereby generating vibration of the electric propulsion system that threatens flight safety.

[0196] In this regard, this application further proposes that the fan frame 1115 is mounted on the fixed arm, and that the inner diameter of the inner ring bracket 1502 is larger than the outer diameter of the fan motor 1112 body, so that the inner ring bracket 1502 and the fan motor 1112 are fitted with a clearance.

[0197] In this context, clearance fit refers to a pre-existing gap between the fan frame 1115 and the fan motor 1112. This gap can be achieved through machining tolerance control or assembly clearance design. Specifically, an appropriate tolerance zone can be set between the inner diameter of the fan frame 1115 and the outer diameter of the fan motor 1112. The purpose is to allow the fan motor 1112 a small degree of freedom during operation to absorb vibration and eccentric displacement. This clearance fit can also be achieved through elastic bushings or floating mounting structures to avoid stress concentration caused by direct rigid contact.

[0198] Specifically, the solution of this application sets a clearance fit between the fan frame 1115 and the fan motor 1112, so that when the fan motor 1112 rotates at high speed, when slight vibration or eccentric displacement occurs, the clearance can accommodate and buffer the displacement, preventing direct friction or mechanical impact between the fan frame 1115 and the fan motor 1112, thereby blocking the transmission path of the impact force to the radiator 1113 and the power motor 1111, and ensuring the structural integrity of the electric propulsion system under dynamic operating conditions.

[0199] In practical applications, in some embodiments of this application, a guide vane 1501 is proposed to guide airflow through the radiator 1113 for heat dissipation. However, in its implementation, a single guide vane 1501 can cause uneven airflow distribution, resulting in local overheating areas on the surface of the radiator 1113, reduced cooling efficiency, and turbulent airflow may exacerbate the vibration of the cooling fan 1114, increase the risk of eccentricity, and threaten flight safety.

[0200] In response, this application further proposes that there be multiple guide vanes 1501, and that each guide vane 1501 and connecting bracket 1504 be provided in a one-to-one correspondence, with the multiple connecting brackets 1504 evenly spaced along the circumference of the outer ring bracket 1503. However, it should be noted that in order to prevent interference with the installation of the fan frame 1115, the spacing between some guide vanes 1501 is relatively large. In this case, to ensure connection strength, the brackets of adjacent guide vanes 1501 are provided with reinforcing crossbars 1505 extending circumferentially.

[0201] The multiple number of guide vanes 1501 refers to the use of a plurality of guide vanes 1501, which can be implemented using several to disperse airflow and avoid localized overheating caused by concentrated flow. The one-to-one correspondence between guide vanes 1501 and connecting brackets 1504 means that each guide vane 1501 is supported by an independent connecting bracket 1504, which can be fixed by welding, bolting, or snap-fit ​​connections. This ensures accurate positioning of each guide vane 1501 and prevents vibration-induced displacement. The multiple connecting brackets 1504 are spaced apart along the circumference of the outer ring bracket 1503, meaning the connecting brackets 1504 are distributed circumferentially. They can be arranged at different intervals to balance airflow pressure and reduce vortex formation.

[0202] Specifically, the solution in this application disperses and guides airflow to the surface of the heat sink 1113 by setting multiple guide vanes 1501 and optimizing their layout, thus avoiding localized overheating caused by single-point concentration. The one-to-one correspondence between the guide vanes 1501 and the connecting brackets 1504 maintains the stability of the airflow channel and reduces energy loss. The spaced distribution of multiple connecting brackets 1504 along the circumference of the outer ring bracket 1503 utilizes symmetry to balance the airflow inlet pressure, preventing airflow deflection, thereby improving overall heat dissipation efficiency and system reliability.

[0203] As a specific implementation method, the solution of this application is implemented as follows: multiple guide vanes 1501 can be set, the connecting brackets 1504 are distributed at intervals along the circumferential direction of the outer ring bracket 1503 and fixed to the end face of the outer ring bracket 1503 through standard connectors, and the guide vanes 1501 adopt an arc cross-section design to form airflow grooves 1506, so that the airflow can smoothly flow into the radiator 1113.

[0204] Through the above solution, the airflow distribution on the surface of the radiator 1113 is more uniform, effectively eliminating localized overheating areas and improving cooling efficiency. At the same time, the smooth airflow reduces the vibration of the cooling fan 1114, lowering the risk of eccentricity and thus ensuring the operational safety of the aircraft.

[0205] In practical applications, some embodiments of this application propose a structure for the fan frame 1115 including a guide vane 1501, an inner ring support 1502, an outer ring support 1503, and a connecting support 1504 to guide airflow and support the cooling system. However, during its implementation, these components are prone to loosening at the connection points due to manufacturing tolerances or assembly gaps when the cooling fan 1114 is running at high speed, causing structural vibration and geometric deformation, which in turn causes the cooling fan 1114 to be eccentric. This not only weakens the airflow guiding effect and affects the cooling efficiency, but may also impact the radiator 1113 and the power motor 1111, threatening flight safety.

[0206] In response, this application further proposes that the guide vane 1501, inner ring support 1502, outer ring support 1503, and connecting support 1504 be integrally molded. This integral molding refers to integrating multiple structural components into an inseparable whole structure through a single manufacturing process. This can be achieved using processes such as metal die casting, powder metallurgy sintering, or polymer injection molding. The aim is to completely eliminate assembly interfaces between separate parts, avoiding loosening of connections due to long-term vibration or accumulated manufacturing tolerances, thereby ensuring that the fan frame 1115 maintains structural integrity under dynamic operating conditions.

[0207] However, this is not the only one. In other embodiments, the guide plate 1501, the inner ring bracket 1502, the outer ring bracket 1503, and the connecting bracket 1504 may also be bonded, snapped, or welded together, which will not be listed here.

[0208] In practical applications, if the guide vane 1501 adopts a straight shape or other non-optimized cross-sectional shape in some of the embodiments described above, it will cause turbulent vortices to be generated when the airflow passes through the guide vane 1501, increasing flow resistance, reducing heat dissipation efficiency, and thus affecting the stable operation of the electric propulsion system.

[0209] In this regard, this application further proposes that the cross section of the guide vane 1501 along the axial direction of the inner ring support 1502 is arc-shaped (including but not limited to circular arc, elliptical arc or other arc shapes, which will not be listed here).

[0210] Specifically, the arc-shaped cross-section of the guide vane 1501 along the axial direction of the inner ring support 1502 means that the cross-section is a continuously curved curve. It can be achieved by using generalized curved surface shapes such as parabolic, elliptical, or circular arc shapes. The purpose is to reduce airflow separation and turbulence on the surface of the guide vane 1501 and ensure a smooth airflow transition. The airflow groove 1506 refers to the channel formed on one side of the guide vane 1501. It can be designed with different geometric shapes such as straight, tapering, or expanding types. Its purpose is to concentrate and guide the airflow to pass efficiently through the radiator 1113, enhancing heat exchange.

[0211] Specifically, the solution in this application utilizes the arc-shaped cross-section design of the guide vane 1501 to create a continuous and smooth curved transition when the airflow flows radially, preventing sudden changes in airflow direction or separation on the surface of the guide vane 1501. Simultaneously, the extension direction of the airflow groove 1506 aligns with the natural flow trend of the airflow from the outside in, concentrating and guiding the airflow efficiently through the radiator 1113, thereby enhancing the heat exchange process and ultimately achieving more reliable and efficient heat dissipation management for the power motor 1111.

[0212] As a specific implementation method, the solution of this application is implemented as follows: the guide vane 1501 is made of aluminum alloy and has an arc-shaped cross-section. The inlet width of the airflow groove 1506 is slightly larger than the outlet width to accommodate the airflow acceleration requirements. In addition, the surface of the guide vane 1501 is coated with a low-friction coating to further reduce airflow resistance.

[0213] Through the above solution, this application effectively reduces the turbulent eddies of airflow on the surface of the guide vane 1501, reduces flow resistance, and improves heat dissipation efficiency, thereby ensuring the stable operation of the electric propulsion system.

[0214] However, this is not the only embodiment. In other embodiments, the guide plate 1501 may also be a planar plate-shaped structure.

[0215] Specifically, in some embodiments of this application, an airflow groove 1506 is proposed to guide airflow from the outer ring support 1503 to the inner ring support 1502. However, in its implementation, if the distribution directions of multiple airflow grooves 1506 are inconsistent, it will cause the airflow to interfere with each other, generate turbulence, and reduce heat dissipation efficiency.

[0216] To address this, this application further proposes multiple airflow slots 1506 distributed along the same rotation direction on one side of the corresponding guide vane 1501. The airflow slot 1506 is a channel structure formed on the guide vane 1501 to guide airflow, and it can be implemented using an arc-shaped cross-section design. The same rotation direction means that the distribution direction of all airflow slots 1506 is consistent, which can be achieved by a clockwise or counterclockwise distribution matching the rotation direction of the cooling fan 1114. The purpose is to ensure a uniform airflow direction and avoid airflow collisions caused by directional differences.

[0217] Specifically, the solution of this application guides the airflow to maintain a consistent flow direction when passing through the guide vane 1501 by distributing multiple airflow slots 1506 along the same rotation direction. This direction matches the rotation direction of the cooling fan 1114, thereby avoiding airflow collision and vortex formation caused by inconsistent directions, reducing flow resistance, ensuring that the airflow flows efficiently through the surface of the radiator 1113, and enhancing the heat exchange effect.

[0218] As a specific implementation method, the solution of this application is implemented as follows: the airflow slots 1506 of the guide plate 1501 are designed such that all the slots are distributed in a clockwise direction. When the fan motor 1112 drives the cooling fan 1114 to rotate clockwise, the airflow is guided to flow in the same direction, reducing the formation of eddies.

[0219] However, this is not the only embodiment. In other embodiments, some airflow slots 1506 are distributed counterclockwise, and other airflow slots 1506 are distributed clockwise.

[0220] In practical applications, in some embodiments of this application, an airflow groove 1506 is proposed to guide airflow from the outer ring support 1503 to the inner ring support 1502. However, in its implementation, the flow area of ​​the airflow groove 1506 is not reasonably designed, which causes the airflow to change speed abruptly or be unevenly distributed in the flow path, which easily generates eddies, increases resistance or reduces heat dissipation efficiency, and affects the stability and cooling performance of the heat dissipation system.

[0221] In one embodiment, along the direction from the outer ring support 1503 to the inner ring support 1502, the flow area of ​​the airflow channel 1506 remains constant, or the flow area of ​​the airflow channel 1506 exhibits a uniformly increasing trend, or a uniformly decreasing trend. A constant flow area means that the cross-sectional area of ​​the airflow channel 1506 remains constant in the flow direction, which can be achieved using a straight cylindrical channel structure. The purpose is to maintain the stability of the airflow velocity and avoid energy dissipation and turbulence caused by abrupt changes in cross-section. A uniformly increasing flow area means that the cross-sectional area of ​​the airflow channel 1506 increases linearly along the flow direction. This can be achieved using a gradually expanding channel structure. The purpose is to gradually reduce the airflow velocity and prolong the contact time between the airflow and the radiator 1113. A uniformly decreasing flow area means that the cross-sectional area of ​​the airflow channel 1506 decreases linearly along the flow direction. This can be achieved using a gradually contracting channel structure. The purpose is to gradually increase the airflow velocity and enhance the scouring effect on the surface of the radiator 1113.

[0222] Specifically, the solution in this application effectively optimizes the dynamic characteristics of the heat dissipation airflow by precisely controlling the variation pattern of the flow area of ​​the airflow channel 1506 in the flow direction. Since the geometric extension direction of the airflow channel 1506 is consistent with the airflow direction, maintaining a constant flow area ensures that the airflow passes smoothly and continuously through the heat dissipation area. A uniformly increasing flow area can gradually reduce the airflow velocity, enhancing the adequacy of heat exchange. A uniformly decreasing flow area can gradually increase the airflow velocity, more efficiently removing accumulated heat. This flexible selection of variation modes adapts to the heat dissipation requirements under different operating conditions. Based on the regulation of airflow dynamics, it reduces flow resistance and energy loss, thus forming a complete technical system.

[0223] Through the above technical solutions, the velocity distribution of airflow in the flow path is more uniform, eddies and resistance are significantly reduced, heat dissipation efficiency is effectively improved, and thus the stability and cooling performance of the heat dissipation system are enhanced.

[0224] In the current cooling design of tiltrotor electric propulsion systems, the path of external airflow into the radiator is obstructed and the flow rate is insufficient, resulting in reduced heat dissipation efficiency. Furthermore, the placement of the power motor above the fan motor creates a physical obstruction, making it difficult for airflow to fully enter the radiator area. This restricts the air intake area, hindering effective heat exchange and consequently affecting the stable operation of the electric propulsion system.

[0225] For example, when the tiltrotor's motor is operating under high load, the heat generated increases significantly. However, the axial airflow generated by the propeller rotation is obstructed by the motor's structure, making it difficult for it to smoothly enter the radiator area. Furthermore, the lack of sufficient clearance between the cooling fan and the motor reduces the flow rate of external airflow as it flows radially in, lowering the airflow velocity on the radiator surface. This makes it difficult for heat to be dissipated in time, causing the system temperature to continue to rise.

[0226] If the aforementioned air intake difficulties are not resolved, the cooling system will be unable to meet the heat dissipation requirements of the electric propulsion system, causing the system temperature to exceed safety limits, leading to aging of insulation materials and failure of electronic components. Consequently, the reliability of the power system decreases, threatening flight safety.

[0227] like Figures 16-18 As shown, the lower end of the power motor 1111 (including a portion of the lower end face of the rotor 1101 and a portion of the lower end face of the rear cover 1102) is spaced apart from the cooling fan 1114 to form an air intake area for introducing external airflow. In a more preferred embodiment, the fan frame 1115 and the rear cover 1102 are also spaced apart to increase the flow rate of the air intake area. A flow guiding structure 1116 surrounds the outer periphery of the air intake area. Specifically, the flow guiding structure 1116 is disposed on the outer periphery of the rear cover 1102, at least a portion of the fan motor 1112, and at least a portion of the fan frame 1115. Figure 17 In the middle, the height of the upper end face of the flow guide structure 1116 is lower than the height of the lower end face of the rotor 1101. One end of the flow guide structure 1116 is arranged around the outer periphery of the cooling fan 1114 or the side close to the power motor 1111. The other end of the flow guide structure 1116 is opened towards the direction close to the power motor 1111 and covers the outer periphery of the air intake area to form an annular air intake channel 1601. The airflow flows from the end of the air intake channel 1601 close to the propeller 112 to the end of the air intake channel 1601 close to the cooling fan 1114, and enters the air intake side area of ​​the cooling fan 1114 through the fan frame 1115.

[0228] This application relates to an electric motor 111, designed to solve the problems of difficulty and low flow rate of external airflow entering the radiator 1113. The spaced arrangement of the cooling fan 1114 and the power motor 1111 means that a certain distance is maintained between the cooling fan 1114 and the power motor 1111 to form an air intake area for external airflow. Specifically, this spaced arrangement can be achieved using fixed brackets, such as metal brackets connected by bolts, or spacers made of insulating material, primarily to provide space for external airflow to enter radially. Further, the airflow guiding structure 1116 refers to a component with one end surrounding the side of the cooling fan 1114 near the power motor 1111, and the other end opening towards the direction near the power motor 1111 and covering the outer periphery of the air intake area, forming an annular air intake channel 1601. In practical applications, the airflow guiding structure 1116 can be a conical cover made of rigid material, such as a structure formed by stamping metal sheets, primarily to guide the airflow direction and increase the air intake area. Thus, airflow can flow from the end of the air intake channel 1601 near the propeller 112 to the end of the air intake channel 1601 near the cooling fan 1114, and the airflow generated by the rotation of the propeller 112 will guide the external airflow into the air intake channel 1601.

[0229] When the power motor 1111 is operating, the axial airflow generated by the rotation of the propeller 112 is guided to the air intake area. Due to the spacing design between the cooling fan 1114 and the power motor 1111, the external airflow can smoothly enter the air intake area radially. Furthermore, the opening configuration of the guide structure 1116 expands the air intake area and confines the airflow within the annular air intake channel 1601, causing the airflow to flow axially from the propeller end to the cooling fan 1114 end, thereby avoiding airflow dispersion and enhancing flow efficiency. As a result, after flowing through the cooling fan 1114, the airflow fully contacts the radiator 1113 for heat exchange, effectively improving the heat dissipation capacity.

[0230] In a preferred embodiment, the opening angle of the airflow guiding structure 1116 can be adjusted according to actual airflow requirements, for example, by fixing it to different positions using detachable connectors to adapt to different air intake efficiencies under different operating conditions. Thus, this embodiment optimizes the airflow path in its structural layout, ensuring that external airflow can fully enter the radiator 1113 for heat exchange. The cooling fan 1114 adopts an axial flow fan structure, and the radiator 1113 is composed of aluminum heat sinks. The high thermal conductivity of the aluminum heat sinks is used for efficient heat transfer. Specifically, when the propeller 112 rotates, the axial airflow is guided by the airflow guiding structure 1116 into the annular air intake channel 1601. After the external airflow flows radially into the air intake area, it converges axially and accelerates towards the radiator 1113 under the constraint of the airflow guiding structure 1116, thereby significantly improving the airflow path.

[0231] Therefore, this technical solution, through the synergistic effect of structural layout optimization and airflow guidance mechanism, allows external airflow to enter the radiator 1113 more smoothly and efficiently, increasing airflow and reducing flow resistance, thereby improving heat dissipation efficiency. Furthermore, this design avoids the obstruction of airflow by the power motor 1111, effectively solving the problem of difficult air intake for the radiator 1113, reducing the risk of overheating of the power motor 1111, and ensuring flight safety.

[0232] Specifically, in some embodiments of this application, a flow guide structure 1116 is proposed to form an annular air intake channel 1601. However, in its implementation, the flow guide structure 1116 is difficult to fully meet the heat dissipation requirements. Especially when the power motor 1111 is running at high load, the insufficient airflow speed causes the heat exchange efficiency of the radiator 1113 to decrease, and the heat accumulation may cause system failure and threaten flight safety.

[0233] In response, this application further proposes that the flow area of ​​the airflow guiding structure 1116 decreases along the direction from the power motor 1111 to the cooling fan 1114. That is, the inner diameter of the airflow guiding structure 1116 near the rear cover 1102 is larger, thus giving it a bowl-shaped appearance. It is important to note that the flow area of ​​the airflow guiding structure 1116 is not the flow area of ​​the air inlet channel 1601, but rather the flow area of ​​the airflow guiding structure 1116 itself, and is unrelated to other external structures. The decreasing flow area of ​​the airflow guiding structure 1116 refers to the gradual decrease in cross-sectional area of ​​the airflow guiding structure 1116 along the airflow direction from the power motor 1111 to the cooling fan 1114. This can be achieved using a continuously tapered conical structure or a segmented stepped contraction structure, with the aim of accelerating the airflow through cross-sectional contraction, thereby improving heat dissipation efficiency.

[0234] Specifically, the solution of this application adopts a gradually decreasing flow area design of the flow guide structure 1116, combined with the overall layout of the air intake channel 1601, so that after the external airflow enters from the air intake area on the side of the power motor 1111, the airflow speed naturally increases as it flows towards the cooling fan 1114 due to the continuous reduction of the cross-sectional area, based on the principle of fluid continuity. This strengthens the heat exchange process between the airflow and the radiator 1113, effectively avoiding the phenomenon of airflow deceleration due to diffusion in the current design.

[0235] As a specific implementation, the airflow guiding structure 1116 can be a one-piece molded conical cover, whose inner sidewall smoothly transitions from the side near the power motor 1111 to the side near the cooling fan 1114 and gradually narrows. The material of the conical cover can be lightweight aluminum alloy or engineering plastic to ensure structural strength and airflow guidance stability.

[0236] Through the above scheme, the airflow velocity in the air intake channel 1601 is effectively increased, and the heat exchange efficiency of the radiator 1113 is significantly enhanced. Especially when the power motor 1111 is running under high load, it can remove heat in time, avoid system failure, and ensure flight safety.

[0237] It should be noted that although one end of the flow guiding structure 1116 is opened towards the direction close to the power motor 1111, it does not mean that the flow area of ​​the end of the flow guiding structure 1116 away from the power motor 1111 is smaller. In other embodiments, under the constraints of structures such as internal baffles, although the flow guiding structure 1116 is opened, the effective flow area of ​​the end away from the power motor 1111 can also tend to increase.

[0238] Because the flow guide structure 1116 lacks specific flow guide element design, the airflow is prone to lateral diffusion and vortex separation when flowing in the air inlet channel 1601, resulting in uneven airflow velocity distribution and increased flow resistance in some areas, which in turn affects the heat dissipation efficiency of the radiator 1113. Especially under the high load conditions of the power motor 1111, the risk of insufficient heat dissipation increases significantly.

[0239] In this regard, this application further proposes a flow guiding structure 1116 including a flow guiding shroud 1602 and a flow guiding plate 1603. The flow guiding shroud 1602 is annular and forms the sidewall of the air inlet channel 1601. One end of the flow guiding plate 1603 is connected to the inner sidewall of the flow guiding shroud 1602 (the side near the rear cover 1102). The other end of the flow guiding plate 1603 extends radially towards the direction near the central axis of the flow guiding shroud 1602. There are multiple flow guiding plates 1603, specifically 2, 3, 4, 5, 6 or more, which are not listed here. Multiple flow guiding plates 1603 are evenly spaced along the circumference of the flow guiding shroud 1602, but this is not limited to this. In other embodiments, adjacent flow guiding plates 1603 may also be non-uniformly spaced.

[0240] Specifically, the air deflector 1602 refers to the annular structure forming the outer wall of the air inlet channel 1601. It can be made of metal or engineering plastic and aims to provide a stable external boundary constraint for the airflow, preventing the airflow from diffusing outward during flow. The air deflector 1603 is a plate-shaped element with one end connected to the inner wall of the air deflector 1602 and the other end extending radially inward along the air deflector 1602. It can be made of a thin plate structure and lightweight alloy material. Its purpose is to guide the airflow towards the central axis, reducing vortex formation and energy dissipation caused by the lateral movement of the airflow. In practical applications, multiple air deflectors 1603 are spaced apart along the circumference of the air deflector 1602, and can be evenly distributed between 3 and 12. This ensures that the airflow receives consistent guidance in all directions within the channel, avoiding excessively low or stagnant airflow in localized areas.

[0241] Specifically, the solution of this application uses a deflector 1602 as an annular outer wall to restrict the lateral diffusion of airflow and maintain the axial continuity of airflow within the air inlet channel 1601. Simultaneously, a deflector plate 1603 extends radially inward from the inner wall of the deflector 1602, guiding the airflow to naturally converge radially inward, reducing energy dissipation caused by lateral movement. The uniform distribution of multiple deflectors 1603 in the circumferential direction ensures uniform coverage of the airflow before it enters the radiator 1113, thereby transforming disordered airflow into ordered flow and optimizing the overall airflow path within the air inlet channel 1601.

[0242] As a specific implementation method, the solution of this application is implemented as follows: the air deflector 1602 can be a conical structure made of aluminum alloy, and the air deflector 1603 can be six evenly distributed thin plates. The surface of each air deflector 1603 forms a certain angle with the axis of the air deflector 1602 to promote the orderly flow of airflow.

[0243] Through the above solution, this application reduces the lateral diffusion and vortex separation of airflow in the channel, making the airflow velocity distribution more uniform and reducing flow resistance, thereby improving the heat dissipation efficiency of radiator 1113, especially under the high load condition of motor 1111, effectively avoiding the risk of insufficient heat dissipation.

[0244] In some embodiments of this application, a flow guide structure 1116 is proposed to form an annular air intake channel 1601. However, in its implementation, the separate connection of the flow guide plate 1603 and the flow guide cover 1602 may cause structural loosening or gaps due to vibration and thermal expansion during the operation of the electric motor 111, resulting in a decrease in the sealing performance of the air intake channel 1601, airflow leakage or turbulence, thereby weakening the effective cooling effect of the external airflow on the radiator 1113 and affecting the overall heat dissipation efficiency.

[0245] In this regard, this application further proposes that the guide plate 1603 and the guide cover 1602 are integrally formed, but it is not limited to this. In other embodiments, the guide plate 1603 and the guide cover 1602 may also be bonded or welded.

[0246] Specifically, the one-piece molding setting refers to the flow plate 1603 and the flow shield 1602 forming an inseparable integral structure through a single manufacturing process. This can be achieved by injection molding, metal casting or additive manufacturing processes. The purpose is to eliminate assembly gaps that may be caused by separate connections, ensure the sealing integrity of the air intake channel 1601, and thus avoid relative displacement problems caused by mechanical vibration or temperature changes.

[0247] Specifically, the solution of this application designs the guide plate 1603 and the guide shroud 1602 as an integral structure, so that the guide plate 1603 is directly integrated into the inner sidewall of the guide shroud 1602, forming a continuous and uninterrupted airflow guiding surface. During the operation of the electric motor 111, this structure can effectively resist the effects of vibration and thermal expansion, maintain the geometric stability of the air intake channel 1601, guide the external airflow to strictly follow the design trajectory of the annular air intake channel 1601, prevent airflow short circuit or leakage, and ensure that the airflow passes evenly through the cooling fan 1114 and the radiator 1113, thereby improving cooling efficiency.

[0248] As a specific implementation method, the solution of this application is implemented as follows: the guide plate 1603 and the guide cover 1602 can be manufactured by injection molding process using engineering plastics to form an integral component, wherein the guide plate 1603 is evenly distributed on the inner side wall of the guide cover 1602, and is directly fixed to the corresponding position of the electric motor 111 during installation without the need for additional connecting parts.

[0249] The above solution effectively prevents airflow leakage in the air intake channel 1601, ensures sufficient cooling of the radiator 1113 by the external airflow, and improves the heat dissipation reliability of the electric motor 111 under high load conditions.

[0250] In practical applications, in some embodiments of this application, the airflow guiding structure 1116 includes an airflow guide shroud 1602 and an airflow guide plate 1603 to form an annular air inlet channel 1601 to guide airflow. However, in its implementation, the straight cylindrical design of the inner wall of the airflow guide shroud 1602 causes the airflow to separate and vortex during flow, increasing flow resistance and reducing the efficiency of airflow through the radiator 1113, thereby affecting heat dissipation performance.

[0251] In this regard, this application further proposes that the inner wall of the fairing 1602 (the side near the rear cover 1102) is arc-shaped.

[0252] Specifically, the inner wall of the air deflector 1602 refers to the surface of the air deflector 1602 facing the interior of the air inlet channel 1601. It is an arc-shaped surface, which can be a continuous curved surface, such as a circular arc, parabola, or elliptical surface. Its purpose is to allow for a smooth transition of airflow during the flow process, reducing airflow separation and the generation of vortices, thereby lowering flow resistance. This arc-shaped design can be achieved using metal stamping or composite material molding processes to adapt to different aerodynamic requirements.

[0253] Specifically, the solution in this application designs the inner wall of the air guide shroud 1602 as an arc surface, allowing the airflow to smoothly transition along the curved surface as it flows from the power motor 1111 side to the cooling fan 1114 side, avoiding airflow separation and vortex phenomena caused by a straight cylindrical inner wall. This design reduces the frictional resistance between the airflow and the inner wall, increases the airflow velocity and flow rate, thereby enhancing the heat exchange efficiency between the radiator 1113 and the external airflow. The arc surface structure is particularly suitable for the airflow acceleration process, allowing the airflow to be more evenly distributed within the air intake channel 1601, avoiding the decrease in heat dissipation efficiency caused by local turbulence, and working in conjunction with the air guide plate 1603 to optimize the overall airflow organization of the air intake channel 1601.

[0254] As a specific embodiment, the solution of this application is implemented as follows: The inner wall of the air guide 1602 is designed as an arc-shaped curved surface, and the material is made of lightweight aluminum alloy. The surface is polished to reduce friction. The arc surface of the air guide 1602 changes smoothly along the axial direction to ensure smooth airflow. Moreover, the curved surface and the air guide plate 1603 cooperate to form a continuous airflow guiding path, so that the external airflow can efficiently enter the heat sink 1113 area through the air intake channel 1601.

[0255] Through the above solution, this application reduces the separation and turbulence of airflow in the air inlet channel 1601, reduces flow resistance, and improves the efficiency of airflow through the radiator 1113, thereby enhancing heat dissipation performance and ensuring stable heat dissipation of the electric motor 111 during high-load operation.

[0256] However, this is not the only embodiment. In other embodiments, the inner wall of the flow deflector 1602 may also be a polyhedral structure composed of multiple small planes.

[0257] Specifically, in some embodiments of this application, the inner sidewall of the air guide shroud 1602 is arc-shaped to guide airflow to form an annular air intake channel 1601. However, in the implementation process, the velocity distribution of airflow in the air intake channel 1601 may be uneven, resulting in insufficient or excessive flow velocity in the area near the cooling fan 1114, affecting heat dissipation efficiency, especially when the power motor 1111 is under high load, making it difficult to effectively dissipate heat.

[0258] In response, this application further proposes that the curvature of the inner wall of the air guide 1602 increases along the direction from the power motor 1111 to the cooling fan 1114; that is, the curvature of the inner wall of the air guide 1602 is greater near the cooling fan 1114. The increasing curvature of the inner wall of the air guide 1602 refers to the gradual increase in the degree of curvature along the airflow direction. This can be achieved using a continuously varying arc surface or a segmented arc surface. The purpose is to smoothly reduce the flow area of ​​the air inlet channel 1601, avoiding flow separation and turbulence caused by abrupt changes in cross-section within the channel, thereby optimizing the airflow characteristics.

[0259] Specifically, the solution in this application involves gradually increasing the curvature of the inner wall of the air guide shroud 1602 along the airflow direction, resulting in a continuous decrease in the flow area of ​​the air inlet channel 1601. Based on the principle of airflow continuity, the airflow is smoothly accelerated within the channel, increasing the airflow velocity at the inlet of the cooling fan 1114. Simultaneously, the smooth curvature change reduces flow resistance, ensuring stable airflow through the air inlet channel 1601 and effectively solving the problem of uneven airflow velocity distribution.

[0260] As a preferred embodiment, the solution of this application is specifically implemented as follows: the inner wall of the air guide shroud 1602 is designed as a parabolic curved surface, so that the curvature gradually increases from the power motor 1111 side to the cooling fan 1114 side, thereby realizing the smooth contraction of the air intake channel 1601.

[0261] Through the above solution, this application makes the airflow velocity distribution in the air inlet channel 1601 more uniform, effectively improves the airflow velocity at the inlet of the cooling fan 1114, enhances the heat exchange efficiency of the radiator 1113, and ensures timely and effective heat dissipation, especially under the high load condition of the power motor 1111, thus avoiding system failure.

[0262] However, this is not the only one. In other embodiments, the curvature of the inner wall of the deflector 1602 may remain constant, or the curvature may decrease.

[0263] In practical applications, in some embodiments of this application, a baffle plate 1603 is proposed to guide airflow to form an annular air inlet channel 1601. However, in this process, the baffle plate 1603 may have the problem of airflow overflowing during flow, thereby reducing gas flow and affecting heat dissipation efficiency.

[0264] In this regard, the present application further proposes that the plate surface of the flow deflector 1603 is arranged at an angle with the axis of the flow deflector cover 1602. That is, the flow deflector 1603 is not arranged perpendicular to the inner wall of the flow deflector cover 1602, but is inclined towards the adjacent flow deflector 1603 on one side. The angle between the two can be any value greater than 0° and less than 90°. Specifically, the angles between the two are multiple values such as 1°, 5°, 10°, 30°, 45°, 60°, 89°, etc., which are not listed one by one here. Specifically, each flow deflector 1603 is inclined in the same direction and forms a matrix arrangement array.

[0265] Among them, the flow deflector 1603 refers to a plate-like structure for guiding air flow, which can be made of metal plates or composite materials to provide sufficient structural strength and heat resistance, and its purpose is to optimize the air flow path. The inclined arrangement can be understood as the inclined arrangement of the flow deflector 1603 relative to the adjacent flow deflector 1603, which can specifically be a continuous spiral arrangement or a stepped inclination, and its purpose is to reduce air flow spillage. The angle setting refers to forming a specific angle between the plate surface of the flow deflector 1603 and the axis of the flow deflector cover 1602, and an adjustable angle design can be adopted to adapt to different working conditions.

[0266] As a preferred embodiment, the solution of the present application is specifically implemented as follows: The flow deflector 1603 is made of lightweight aluminum alloy material. Multiple flow deflectors 1603 are evenly distributed along the circumference of the flow deflector cover 1602. Each flow deflector 1603 is inclined relative to the adjacent flow deflector 1603, and the angle between the plate surface of the flow deflector 1603 and the axis of the flow deflector cover 1602 is set as an acute angle to optimize the air flow guidance.

[0267] ]>Through the above solution, the flow guiding structure 1116 of the present application can significantly reduce the spillage of air flow, block more air flow, and guide it into the interior of the flow guiding structure 1116.

[0268] Preferably, the angle A between the plate surface of the flow deflector 1603 and the axis of the flow deflector cover 1602 satisfies 0° < A ≤ 30°. Specifically, the angle A can be equal to multiple specific values such as 0°, 5°, 10°, 15°, 20°, 25°, or 30°, etc., which are not listed one by one here. Among them, the angle A between the plate surface of the flow deflector 1603 and the axis of the flow deflector cover 1602 refers to the angle formed between the surface of the flow deflector 1603 and the central axis of the flow deflector cover 1602, which can be realized by the inclined installation of the flow deflector 1603 relative to the axis of the flow deflector cover 1602, and can specifically be achieved by adjusting the geometric shape of the flow deflector 1603 or adopting an adjustable fixing structure.

[0269] Specifically, in the solution of this application, by limiting the included angle A within the range of 0° < A ≤ 30°, the air flow resistance is minimized, maintaining a relatively high flow rate and speed, preventing eddy currents caused by too large an included angle or insufficient guiding effect caused by too small an included angle, thereby achieving stable and efficient air flow, and enhancing the heat exchange capacity of the radiator 1113.

[0270] However, it is not limited to this. In other embodiments, the flow deflector 1603 may also be disposed perpendicular to the inner sidewall of the flow deflector cover 1602.

[0271] In practical applications, in some of the above embodiments of this application, a flow deflector 1603 is proposed to guide the air flow to form an annular air inlet channel 1601. However, in this process, the flow deflector 1603 may cause blockage of the air flow channel, reduction of the flow area, and further cause problems such as uneven air flow distribution, increased turbulence, and decreased heat dissipation efficiency.

[0272] In response to this, this application further proposes that the end of the flow deflector 1603 away from the flow deflector cover 1602 and the inner sidewall of the air inlet channel 1601 (mainly composed of the outer sidewall of the rear cover 1102) are spaced apart. Here, the spacing refers to the gap reserved between the end of the flow deflector 1603 and the inner sidewall of the air inlet channel 1601, which can be achieved by designing the end of the flow deflector 1603 to be arc-shaped or inclined, for example, by bending the end of the flow deflector 1603 or using an asymmetric cross-sectional shape to form a fixed gap. The purpose is to avoid complete blockage of the air flow channel, ensure that the air flow can pass smoothly, thereby reducing the flow resistance and turbulence phenomenon, and at the same time maintaining the effective flow area of the air inlet channel 1601.

[0273] Specifically, through the specific gap design between the end of the flow deflector 1603 and the inner sidewall of the air inlet channel 1601 in the solution of this application, the air flow can pass smoothly through this gap, avoiding the sharp increase in flow resistance and air flow separation caused by the direct contact between the end of the flow deflector 1603 and the inner sidewall. This gap and the annular structure of the flow deflector cover 1602 work together to maintain the overall flow area of the air inlet channel 1601, promote the uniform distribution of the air flow in the channel, reduce the generation of turbulence, thereby ensuring that the air flow driven by the cooling fan 1114 can efficiently pass through the radiator 1113 for heat exchange, and avoiding fluctuations in heat dissipation efficiency caused by local blockage.

[0274] As a preferred embodiment, the solution of this application is specifically implemented as follows: The end of the flow deflector 1603 is designed with a circular arc transition structure, maintaining a non-contact gap with the inner sidewall of the air inlet channel 1601, and this gap extends in the radial direction of the flow deflector cover 1602 and has a uniform width. The flow deflector 1603 is made of aluminum alloy material, and its surface is polished to reduce the air flow friction resistance while ensuring that the structural strength meets the air flow guiding requirements.

[0275] Through the above solution, this application effectively optimizes the airflow path, solves the problem of airflow channel blockage, improves heat dissipation efficiency, and ensures the stable operation and flight safety of the electric motor 111 under high load conditions.

[0276] However, this is not the only embodiment. In other embodiments, the end of the deflector 1603 away from the deflector 1602 may also abut against the outer side wall of the rear cover 1102.

[0277] In some embodiments of this application, the guide plate 1603 is used to guide airflow to form an air intake channel 1601. However, if the cross-sectional area of ​​the guide plate 1603 is designed to be constant or changes unreasonably, it will cause sudden changes in airflow velocity in the flow path, resulting in turbulence and additional flow resistance, thereby reducing heat dissipation efficiency and affecting the effective removal of heat from the power motor 1111 by the radiator 1113.

[0278] In response, this application further proposes that the guide vane 1603 is approximately triangular, and along the direction from the power motor 1111 to the cooling fan 1114, the cross-sectional area of ​​the guide vane 1603 perpendicular to the axis of the shroud 1602 shows a trend of first increasing and then decreasing. In practical applications, the cross-sectional area of ​​the guide vane 1603 perpendicular to the axis of the shroud 1602 refers to the cross-sectional area of ​​the guide vane 1603 measured in a plane perpendicular to the axis of the shroud 1602. This can be achieved by adopting a contour design that gradually increases and then gradually decreases, for example, by adjusting the thickness distribution or bending shape of the guide vane 1603. The purpose is to make the airflow velocity change smoothly during the flow process, reduce turbulence and flow resistance, and avoid energy loss caused by sudden velocity changes.

[0279] Specifically, the solution in this application utilizes a specific variation pattern in the cross-sectional area of ​​the guide plate 1603 to ensure that the airflow gradually decreases in speed as it flows from the power motor 1111 to the cooling fan 1114 in the region with increased cross-sectional area, effectively avoiding airflow impact and turbulence. Subsequently, in the region with decreased cross-sectional area, the airflow accelerates smoothly under controlled conditions, ensuring that the airflow transitions to the cooling fan 1114 region in a uniform and continuous manner, thereby suppressing flow separation, reducing overall flow resistance, and promoting more efficient and stable airflow through the radiator 1113.

[0280] However, it is not limited to this. In other embodiments, the guide plate 1603 may also be in various shapes such as semi-circular arc or parallelogram, which will not be listed here.

[0281] In practical applications, in some embodiments of this application, a flow guide structure 1116 is proposed to form an annular air intake channel 1601. However, in its implementation, the fan frame 1115 may partially or completely block the air intake channel 1601, causing the airflow to generate a contraction effect and turbulence at the interface, reducing the effective flow area, thereby limiting the airflow and reducing the heat dissipation efficiency, making it difficult to meet the heat dissipation requirements during high-power operation.

[0282] In this regard, this application further proposes that the inner diameter of the upper end of the airflow guiding structure 1116 (the end near the propeller 112) is larger than the outer diameter of the rear cover 1102, so as to form the airflow inlet of the air intake channel 1601. Under the premise of ensuring a safe distance, the inner diameter of the lower end of the airflow guiding structure 1116 (the end near the fan frame 1115) is slightly larger than the outer diameter of the fan frame 1115.

[0283] The technical feature that the inner diameter of the airflow guiding structure 1116 near the cooling fan 1114 is larger than the outer diameter of the fan frame 1115 means that the inner diameter of the airflow guiding structure 1116 at the end near the cooling fan 1114 is strictly larger than the outer diameter of the fan frame 1115. This can be achieved by controlling dimensional tolerances, optimizing structural design, or selecting materials. The purpose is to ensure that the fan frame 1115 is completely contained inside the airflow guiding structure 1116, so as to avoid physical obstruction of the air intake channel 1601.

[0284] Specifically, the solution in this application sets the inner diameter of the airflow guiding structure 1116 near the cooling fan 1114 to be larger than the outer diameter of the fan frame 1115, allowing the fan frame 1115 to be completely embedded inside the airflow guiding structure 1116 without intruding into the air intake channel 1601. This avoids localized narrowing and turbulence caused by size mismatch during airflow from the air intake channel 1601 to the cooling fan 1114, ensuring a smooth transition and uniform distribution of airflow. This maintains the effective flow area of ​​the air intake channel 1601, reduces flow resistance, optimizes the airflow path, and improves the overall cooling capacity of the heat dissipation system.

[0285] Specifically, in some embodiments of this application, a fan frame 1115 is proposed to organize the airflow path. However, in its implementation, the airflow is unevenly distributed and easily lost due to the lack of structural guidance, making it difficult for the radiator 1113 to obtain sufficient airflow to cope with the high load heat generated by the power motor 1111, thereby affecting flight safety.

[0286] In this regard, such as Figure 7 and Figure 17As shown, this application proposes that airflow, under the dual action of propeller 112 and cooling fan 1114, enters from the outer space of power motor 1111 into air intake channel 1601 formed by guide structure 1116. Then, the airflow splits into three flow paths entering the movable cavity 1141 of movable cabin 114. The first path involves part of the airflow entering the area between rear cover 1102 and fan frame 1115, passing through cooling channel 1201 of fan motor 1112 (entering from axial inlet 1202 and radial inlet 1203, and exiting from axial outlet 1204) and through hole 1402 of cooling fan 1114. Next, the airflow enters the area between cooling fan 1114 and radiator 1113 and passes through radiator 1113. Finally, the airflow enters the movable cavity 1141 on the side of movable cabin 114 away from propeller 112 and is ultimately discharged into the atmosphere from the tail of movable cabin 114. The second path is as follows: some airflow enters the area between the rear cover 1102 and the fan frame 1115. The airflow passes through the guide vane 1501 of the fan frame 1115 and the fan blade 1403 of the cooling fan 1114 in sequence along the axial direction, and then enters the area between the cooling fan 1114 and the radiator 1113 and passes through the radiator 1113. Finally, the airflow enters the movable cavity 1141 on the side of the movable cabin 114 away from the propeller 112, and is finally discharged into the atmosphere from the tail of the movable cabin 114. The third path is as follows: part of the airflow passes radially through the outer periphery of the fan frame 1115 (at the gap of the connecting bracket 1504) and enters the area between the fan frame 1115 and the cooling fan 1114. Then, the airflow passes axially through the fan blades 1403 of the cooling fan 1114 and enters the area between the cooling fan 1114 and the radiator 1113. After that, the airflow passes through the radiator 1113. Finally, the airflow enters the movable cavity 1141 on the side of the movable compartment 114 away from the propeller 112 and is finally discharged into the atmosphere from the tail of the movable compartment 114.

[0287] Specifically, the solution of this application tightly fits one end of the fan frame 1115 around the outer periphery of the fan motor 1112, effectively constraining the airflow generated by the fan motor 1112 during operation. This prevents the airflow from dissipating at the source due to lack of structural guidance, ensuring that the airflow is concentrated and directed towards subsequent components. The other end of the fan frame 1115 extends and covers the outer periphery of the cooling fan 1114, creating a continuous and directional channel that guides the airflow smoothly to the cooling fan 1114 area, reducing turbulence and resistance during the flow process. The first part of the airflow refers to the airflow path directly transmitted through the internal cooling channel 1201 of the fan motor 1112. This can be understood as continuous heat exchange using the hot airflow generated by the fan motor 1112 itself, aiming to prevent heat stagnation in intermediate stages. The second part of the airflow refers to the axial airflow path constrained by the fan frame 1115 along the guiding direction. This can be specifically a stable flow channel formed inside the frame, aiming to ensure that the airflow passes through the heat sink 1113 efficiently via the shortest path. The third part of the airflow refers to the path of the ambient airflow captured from the outer peripheral gap of the fan frame 1115. It can be characterized by a radial entry followed by an axial flow pattern. Its purpose is to expand the total airflow and optimize the flow direction to adapt to the geometry of the radiator 1113.

[0288] Through the above solution, the airflow distribution is more uniform and less prone to loss. The radiator 1113 can continuously obtain sufficient airflow to cope with the high load heat generation of the power motor 1111, thereby effectively improving the heat dissipation efficiency and ensuring the safe and stable operation of the electric propulsion system.

[0289] 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.

[0290] 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.

[0291] 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.

[0292] 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.

[0293] 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.

[0294] 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.

[0295] 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.

[0296] 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: Electric motor (111); A propeller (112) is connected to the output end of the electric motor (111); The movable cabin (114) is provided with a movable cavity (1141), and at least part of the electric motor (111) is built into the movable cavity (1141). Fixed cabin (116), fixedly connected to the airframe structure of the aircraft; and, A tilting mechanism is installed on the fixed cabin (116), and the tilting mechanism is capable of driving the electric motor (111), the propeller (112) and the movable cabin (114) to tilt relative to the airframe structure of the aircraft; When the aircraft is in level flight, the connection between the movable cabin (114) and the fixed cabin (116) forms a gap-shaped first air outlet (1142), and the movable cavity (1141) can connect to the external space through the first air outlet (1142). When the aircraft is not in level flight, the movable cavity (1141) can directly connect to the external space through the opening on the side of the movable cabin (114) away from the propeller (112). The fixed cabin (116) is provided with a fixed cavity (1162), and the outer periphery of the fixed cabin (116) is provided with a second air outlet (1165) and a third air outlet (1166) respectively connected to the fixed cavity (1162). One or both of the second air outlet (1165) and the third air outlet (1166) are provided with a guide fluid (115). The second air outlet (1165) or the third air outlet (1166) provided with the guide fluid (115) is defined as a guide air outlet. The guide fluid (115) is provided with a guide channel (1151). The air inlet end of the guide channel (1151) is located in the fixed cavity (1162). The guide air outlet constitutes the air outlet end of the guide channel (1151). The fluid guide (115) is wedge-shaped and comprises: The bottom wall of the guide (1154) is connected at one end to the end of the guide air outlet away from the active cabin (114), and the other end extends in a sloping structure in the direction toward the active cabin (114) and away from the guide air outlet. The first sidewall (1152) is connected at one end to one side of the bottom wall (1154) of the airflow guide, and at the other end to the corresponding side of the airflow outlet; and, The second sidewall (1153) is disposed opposite to the first sidewall (1152). One end of the second sidewall (1153) is connected to the other side of the guide bottom wall (1154), and the other end is connected to the corresponding side of the guide air outlet. The included angle C between the axis of the guide bottom wall (1154) and the axis of the fixed chamber (116) satisfies 5°≤C≤45°, and C is the included angle between the line connecting one end of the guide bottom wall (1154) to the guide outlet and the end away from the guide outlet and the axis of the fixed chamber (116).

2. The electric propulsion heat dissipation system according to claim 1, characterized in that, The first air outlet (1142) is annular and is arranged around the circumference of the connection between the movable cabin (114) and the fixed cabin (116).

3. The electric propulsion heat dissipation system according to claim 2, characterized in that, When the aircraft is in level flight, the end of the fixed cabin (116) near the movable cabin (114) can be partially inserted into the movable cabin (114) so ​​that the outer wall of the fixed cabin (116) and the inner wall of the movable cabin (114) are spaced apart to form the first air outlet (1142) in an annular shape.

4. The electric propulsion heat dissipation system according to claim 3, characterized in that, The fixed chamber (116) has a constricted portion (1161) at one end near the movable chamber (114). The fixed chamber (116) can be inserted into the movable chamber (1141) at least partially through the constricted portion (1161). The constricted portion (1161) and the movable chamber (114) are spaced apart to form the first air outlet (1142).

5. The electric propulsion heat dissipation system according to claim 4, characterized in that, The minimum distance M between the outer wall of the constricted section (1161) and the inner wall of the movable cabin (114) satisfies 10mm≤M≤30mm.

6. The electric propulsion heat dissipation system according to claim 5, characterized in that, 15mm≤M≤20mm.

7. The electric propulsion heat dissipation system according to claim 2, characterized in that, The first air outlet (1142) is inclined relative to the axis of the fixed cabin (116) in the surrounding direction.

8. The electric propulsion heat dissipation system according to claim 1, characterized in that, The fixed cabin (116) is provided with a fixed cavity (1162). When the aircraft is in level flight, the bottom of the fixed cabin (116) is provided with a drain outlet (1163) that connects to the fixed cavity (1162). The movable cavity (1141) can connect to the external space through the fixed cavity (1162) and the drain outlet (1163).

9. The electric propulsion heat dissipation system according to claim 1, characterized in that, The second air outlet (1165) and the third air outlet (1166) are arranged opposite each other along the radial direction of the fixed body (116); And / or, the second air outlet (1165) and the third air outlet (1166) do not protrude from the outer surface of the fixed compartment (116).

10. The electric propulsion heat dissipation system according to claim 1, characterized in that, The air inlet and outlet of the air guide channel (1151) are respectively provided with chamfered structures.

11. The electric propulsion heat dissipation system according to claim 1, characterized in that, C equals 17°.

12. The electric propulsion heat dissipation system according to claim 1, characterized in that, The bottom wall of the guide (1154) is provided with a first chamfer section (1157) at one end away from the guide air outlet, and the first chamfer section (1157) is bent in the direction away from the guide air outlet. And / or, the bottom wall of the guide (1154) is provided with a second chamfered section (1158) at one end near the guide outlet, and the second chamfered section (1158) is bent in a direction away from the guide outlet.

13. The electric propulsion heat dissipation system according to claim 1, characterized in that, The flow area of ​​the air inlet end of the guide channel (1151) is smaller than the flow area of ​​the air outlet.

14. 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 1-13. 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).

15. An aircraft, characterized in that, The device includes a fuselage (230), wings (210), a tail fin (220), and an electric propulsion cooling system (110) as described in any one of claims 1-13. The wings (210) are connected to both sides of the fuselage (230), the tail fin (220) is connected to the tail of the fuselage (230), and the electric propulsion cooling system (110) is installed on one, two, or three of the tail fin (220), the wings (210), and the fuselage (230).

16. The aircraft according to claim 15, characterized in that, The aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

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