Electric motor, electric propulsion system and aircraft

Abstract

The application relates to an electric motor, an electric propulsion system and an aircraft, and belongs to the technical field of aircraft power equipment, wherein the electric motor comprises a power motor, a stator support and a liquid cooling flow path; a motor rear cover is fixedly connected with the stator support; low-voltage electrical devices are installed on the power motor; a direct-current converter is installed on the motor rear cover, electrically connected with the low-voltage electrical devices, and a radiator, an outlet of which is communicated with an inlet of the liquid cooling flow path through a cooling flow path, the cooling flow path being used for cooling the direct-current converter; an outlet of the liquid cooling flow path is communicated with a liquid inlet of the radiator. The direct-current converter can be used for converting high-voltage direct-current electricity connected with the electric motor into low-voltage direct-current electricity that can be used by the low-voltage electrical devices, thereby meeting the power demand of the low-voltage electrical devices, saving the use of low-voltage connectors, simplifying the structure of the electric motor and reducing the weight of the electric motor and even the aircraft, and thus meeting the lightweight design requirement of the electric motor.

Description

Technical Field

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

[0002] Low-altitude aircraft technology is developing rapidly, and electric vertical take-off and landing (eVTOL) aircraft, as one of the representatives, is considered to be an important part of future urban and regional transportation. The urgent need of major cities around the world to alleviate ground traffic congestion and establish three-dimensional transportation networks provides a clear market application scenario for eVTOL.

[0003] When operating at high power, for extended periods, or in environments with high temperatures, electric motors generate significant amounts of heat. This accumulated heat can damage internal components, leading to performance degradation and serious safety hazards. Current designs utilize cooling systems to dissipate heat from the motor and other heat-generating components, but these systems are ineffective. Furthermore, since some low-voltage electrical components in the electric motor's cooling system, as well as other low-voltage components, are primarily powered by the aircraft's dedicated low-voltage power network, they require separate connection to this network. This connection necessitates multiple additional low-voltage connectors and cables, further complicating the electric motor's design and increasing its weight. Summary of the Invention

[0004] The main objective of this application is to provide an electric motor, an electric propulsion system, and an aircraft, aiming to solve the complex technical problems of electric motors in the related art, which are caused by poor heat dissipation performance and the need for separate connection to a low-voltage power supply network.

[0005] To achieve the above objectives, this application provides an electric motor, comprising:

[0006] The power motor includes a stator support and a liquid cooling flow path;

[0007] The motor rear cover is connected to the stator bracket;

[0008] Low-voltage electrical components are installed in the power motor;

[0009] A DC-DC converter is installed on the rear cover of the motor and is electrically connected to the low-voltage electrical components, as well as a heat sink. The outlet of the heat sink is connected to the inlet of the liquid cooling path through a cooling flow path. The cooling flow path is used to cool the DC-DC converter, and the outlet of the liquid cooling path is connected to the liquid inlet of the heat sink.

[0010] In one embodiment, the cooling flow path is disposed on the rear cover of the motor, and the cooling flow path includes two cooling channels arranged in parallel. There are two DC converters, and the two cooling channels are arranged one-to-one with the two DC converters, and each cools the corresponding DC converter.

[0011] In one embodiment, a cold plate is attached to the side of the motor rear cover away from the power motor, and the cooling channel is located between the motor rear cover and the cold plate; or, the cooling channel is located inside the cold plate, and the plate surface of the cold plate away from the motor rear cover is defined as the first plate surface, and the DC converter is disposed on the first plate surface.

[0012] In one embodiment, the cold plate includes two separately arranged cold plates, each of which is provided with a cooling channel, and each DC-DC converter corresponds to one cold plate.

[0013] In one embodiment, a temperature and pressure sensor is provided on the first surface of both of the cooling plates;

[0014] Alternatively, the rear cover of the motor may be equipped with two temperature and pressure sensors;

[0015] The two temperature and pressure sensors are used to sense the temperature and pressure in the cooling channel on the corresponding side, respectively.

[0016] In one embodiment, the two DC-DC converters are respectively attached to the first surface of the corresponding cooling plate via a thermally conductive layer.

[0017] In one embodiment, the low-voltage electrical device includes a low-voltage drive component, and a switching element is provided on the first surface of each of the two cooling plates. The switching element is used to control the low-voltage drive component, and the low-voltage drive component is electrically connected to the DC-DC converter.

[0018] In one embodiment, both of the cooling plates have a second plate surface, which is the back side of the first plate surface;

[0019] The second plate surface is provided with heat dissipation cavities at the positions corresponding to the switching elements, and the heat dissipation cavities are connected to the cooling channels on their corresponding sides.

[0020] In one embodiment, a heat dissipation structure is provided in each of the two cooling channels, and the heat dissipation structure is arranged corresponding to the DC-DC converter on its corresponding side.

[0021] In one embodiment, the heat dissipation structure includes heat dissipation fin groups. In each of the cooling channels, there are at least two heat dissipation fin groups. The heat dissipation fins in one group of heat dissipation fin groups are staggered or interleaved with the heat dissipation fins in the adjacent other group of heat dissipation fin groups. The heat dissipation fins are elliptical or teardrop-shaped.

[0022] Alternatively, the heat dissipation structure may include airflow guide ribs.

[0023] In one embodiment, the radiator is connected to two cooling channels via a cooling pump, which is mounted on the rear cover of the motor.

[0024] In one embodiment, each of the cooling channels is C-shaped, with the openings of two C-shaped cooling channels facing each other and enclosing a receiving space, within which the cooling pump is located. In another embodiment, the cooling pump is a dual-pump-head cooling pump, comprising two parallel cooling channels, each corresponding to and connected to one of the two cooling channels; or, both cooling channels are connected to the cooling channels.

[0025] In one embodiment, the dual-head cooling pump includes:

[0026] The pump casing has a pump chamber inside, and both cooling channels are located inside the pump chamber;

[0027] A pump motor is connected to the pump housing, and the output shaft of the pump motor is located inside the pump cavity. Both DC-DC converters are electrically connected to the pump motor.

[0028] Two gear pumps are provided, both of which are located in the pump chamber and are arranged sequentially along the axial direction of the output shaft. Each cooling channel is provided with one gear pump, which is used to drive the movement of the coolant in the corresponding cooling channel.

[0029] In one embodiment, a partition is provided inside the pump chamber, which divides the pump chamber into two independent pump chambers. The two pump chambers are arranged sequentially along the axial direction of the output shaft, and each pump chamber is provided with a gear pump.

[0030] Based on the fluid flow path of each cooling channel, both cooling channels sequentially include an inlet channel, a pump chamber, and a drain channel;

[0031] The outlet of the radiator is connected to the inlet of the two liquid inlet channels, and the outlet of the liquid outlet channel is connected to the two cooling channels.

[0032] In one embodiment, the gear pump includes:

[0033] An inner rotor is arranged coaxially with the output shaft and is sleeved around the periphery of the output shaft.

[0034] An outer rotor is sleeved around the inner rotor and meshes with it. The rotation center of the outer rotor is offset from the center of the inner rotor.

[0035] In one embodiment, along the axial direction of the output shaft and at any rotational position, the projection of the engagement point of one of the gear pumps is misaligned with the projection of the engagement point of the other gear pump.

[0036] Furthermore, this application provides an electric propulsion system, including an electric motor and a propeller, wherein the electric motor is the electric motor described in any of the above embodiments, and the propeller includes a hub, and the electric motor is drivenly connected to the hub.

[0037] Furthermore, this application provides an aircraft, including an aircraft body and the aforementioned electric propulsion system, wherein the electric propulsion system is disposed on the aircraft body;

[0038] Alternatively, the aircraft may include an aircraft body and an electric motor as described in any of the above embodiments, wherein the electric motor is located on the aircraft body.

[0039] In one embodiment, the aircraft is a vertical takeoff and landing (VTOL) aircraft.

[0040] One or more technical solutions proposed in this application have at least the following technical effects:

[0041] This application installs a DC-DC converter on the rear cover of the motor. The DC-DC converter can convert the high-voltage DC power supplied to the electric motor into low-voltage DC power usable by low-voltage electrical devices (such as drive motors and power devices), thus meeting the power requirements of these devices and eliminating the need for low-voltage connectors. This simplifies the structure of the electric motor and reduces its weight, even to aircraft-level specifications, meeting the requirements for lightweight electric motor design. Simultaneously, by connecting the cooling flow path to the radiator and liquid cooling flow path of the electric motor, the DC-DC converter can be cooled without an additional cooling system. This overcomes the problem of poor heat dissipation when air cooling fails, extends the service life of the DC-DC converter, and achieves a lighter and more compact structure. Attached Figure Description

[0042] 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.

[0043] Figure 1 This is a schematic structural block diagram of an electric motor according to an embodiment of this application;

[0044] Figure 2 This is a cross-sectional schematic diagram of a portion of the structure of an electric motor according to an embodiment of this application;

[0045] Figure 3 This is a schematic diagram of a motor rear cover integrating a cold plate and a cooling pump according to an embodiment of this application;

[0046] Figure 4 for Figure 3 A structural diagram excluding the cooling pump;

[0047] Figure 5 for Figure 4 A schematic diagram of the structure after removing the motor back cover;

[0048] Figure 6 This is a schematic diagram of the structure of a cold plate according to an embodiment of this application;

[0049] Figure 7 This is a schematic diagram from another perspective of a portion of the structure of one of the cold plates in another embodiment of this application;

[0050] Figure 8 This is a cross-sectional schematic diagram of a cooling pump according to an embodiment of this application;

[0051] Figure 9 This is an exploded schematic diagram of a cooling pump according to an embodiment of this application;

[0052] Figure 10 This is a schematic diagram of the structure of the first shell according to an embodiment of this application;

[0053] Figure 11 This is a schematic diagram of the structure of a partition according to an embodiment of this application;

[0054] Figure 12 for Figure 11 Another structural diagram;

[0055] Figure 13 This is a schematic diagram of the structure of the second shell according to an embodiment of this application;

[0056] Figure 14 This is a schematic diagram of the structure of a first gear pump according to an embodiment of this application;

[0057] Figure 15 This is a schematic diagram of the structure of a second gear pump according to an embodiment of this application;

[0058] Figure 16 This is a schematic structural block diagram of an electric motor according to another embodiment of this application;

[0059] Figure 17 A schematic diagram of two gear pumps according to one or more embodiments;

[0060] Figure 18 This is a structural schematic diagram of an aircraft according to one or more embodiments.

[0061] Attached reference numerals: 100, electric motor; 1, power motor; 11, liquid cooling flow path;

[0062] 2. Heat dissipation system; 201. First return channel; 202. Second return channel; 21. First flow path; 211a. First fluid channel; 211b. Second fluid channel; 2121. First connecting channel; 2122. Second connecting channel; 22. Second flow path; 23. Cold plate; 231. Sub-cold plate; 231a. First sub-cold plate; 231b. Second sub-cold plate; 2311. First plate surface; 2312. Second plate surface; 2313. Protrusion; 232. Cooling channel; 23a. Cooling flow path; 232a. First cooling channel; 232b. Second cooling channel; 2321. Liquid inlet channel; 2321a. First liquid inlet channel; 2322. Cooling area; 2322a. First cooling area; 2323. 2323a, First liquid outlet channel; 2321b, Second liquid inlet channel; 2322b, Second cooling zone; 2323b, Second liquid outlet channel; 2324, Liquid inlet; 2325, Liquid outlet; 2326, Side wall plate; 2327, First heat dissipation channel; 2328, Second heat dissipation channel; 24, Radiator; 25, Cooling pump; 25a, Dual-pump head cooling pump; 250, Cooling channel; 2501, Liquid inlet channel; 2502, Liquid outlet channel; 250a, First cooling channel; 2501a, First liquid inlet channel; 2502a, First liquid outlet channel; 250b, Second cooling channel; 2501b, Second liquid inlet channel; 2502b, Second liquid outlet channel; 251, Pump housing; 2510 25101, Pump chamber; 2510a, First pump chamber; 2510b, Second pump chamber; 2511, Partition; 25111, First connecting port; 25112, Second connecting port; 25113, Second wall surface; 25114, First surface; 2512, First shell; 25121, First wall panel; 25122, First wall surface; 2513, Second shell; 25131, Second wall panel; 25132, Second surface; 2514, Liquid inlet chamber; 2514a, First liquid inlet chamber; 2514b, Second liquid inlet chamber; 2515, Liquid outlet chamber; 2515a, First liquid outlet chamber; 2515b, Second liquid outlet chamber; 2516, Wall surface; 2517, Recessed area; 25171, First recessed area; 25172. Second recessed area; 25173, Third recessed area; 25174, Fourth recessed area; 2518, Groove; 25181, First groove; 25182, Second groove; 25183, Third groove; 25184, Fourth groove; 2519, Limiting area; 25191, First limiting area; 25192, Second limiting area; 25193, Third limiting area; 25194, Fourth limiting area; 252, Pump motor; 2521, Output shaft; 253, Gear pump; 2531, Inner rotor; 2532, Outer rotor; 253a, First gear pump; 25301, First coolant inlet; 25302, First coolant outlet; 2531a, First inner rotor; 2532a, First outer rotor;253b, Second gear pump; 25311, Second coolant inlet; 25312, Second coolant outlet; 2531b, Second inner rotor; 2532b, Second outer rotor;

[0063] 31. Temperature and pressure sensor; 31a. First temperature and pressure sensor; 31b. Second temperature and pressure sensor; 32. Switching element; 32a. First switching element; 32b. Second switching element; 33. DC-DC converter; 33a. First DC-DC converter; 33b. Second DC-DC converter; 34. Thermal conductive layer; 35. Power device;

[0064] 41. Connecting cavity; 42. Heat dissipation cavity; 43. Heat dissipation fin assembly; 431. Heat dissipation fin; 431a. First heat dissipation fin; 431b. Second heat dissipation fin; 432. Gap; 44. Guide rib; 5. Motor rear cover; 51. Wall panel; 6. Electric propulsion system; 61. Propeller; 7. Aircraft body. Detailed Implementation

[0065] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0066] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," "side," "top," "bottom," and similar expressions used in this application's specification are merely for describing various exemplary structural parts and elements of this application. However, their use herein is for illustrative purposes only and is determined based on the exemplary orientations shown in the accompanying drawings, and does not represent the only possible implementation. Since the embodiments disclosed in this application can be arranged in different orientations, these terms indicating orientation are for illustrative purposes only and should not be considered as limitations. For example, "upper" and "lower" are not necessarily limited to directions opposite to or consistent with the direction of gravity.

[0067] 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.

[0068] 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 and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates 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 indicates that the first feature is at a lower horizontal level than the second feature.

[0069] It should be noted that "axial arrangement" means that the overall arrangement direction is along the axial direction, including but not limited to axial extension, and may form an angle with the axial direction. "Intersecting angles" refers to angles other than 0° and 180°, which can be understood as intersections.

[0070] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in 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 in this application includes any and all combinations of one or more of the associated listed items.

[0071] like Figure 18 As shown, this application provides an aircraft that can be an electric vertical take-off and landing (eVTOL) aircraft, or other types of aircraft.

[0072] Please continue to refer to this. Figure 18 The aircraft provided in this embodiment includes an aircraft body 7, and the aircraft body 7 is equipped with an electric propulsion system 6. The electric propulsion system 6 is located on the aircraft body 7, which can be a fuselage, wings connected to both sides of the fuselage, or a tail fin connected to the tail of the fuselage, and the electric propulsion system 6 provides power to the aircraft.

[0073] Specifically, such as Figure 1 and Figure 18As shown, the electric propulsion system 6 includes an electric motor 100 and a propeller 61, with the electric motor 100 and propeller 61 connected in a driving connection. The electric motor 100 is mounted on the main body 7 of the aircraft. The propeller 61 includes a hub with blades on its outer peripheral wall; the rotor of the electric motor 100 is driven by the hub to rotate the propeller 61, thereby generating lift and thrust for the aircraft, enabling various flight states such as hovering, takeoff and landing, and level flight. The attitude of the aircraft during flight is not determined by... Figure 18 Limited by this, the attitude of the electric propulsion system 6 is also not limited by Figure 18 Limited to.

[0074] When the electric motor 100 operates at high power, for extended periods, or when ambient temperatures rise, it generates a significant amount of heat. This heat accumulation and excessively high temperatures can damage the components within the electric motor 100, leading to performance degradation. Current designs utilize a cooling system 2 to dissipate heat from the power motor 1 and other heat-generating components. However, the cooling performance of the electric motor 100 is inadequate. Furthermore, since some low-voltage electrical components in the cooling system 2, as well as other low-voltage components, are primarily powered by the aircraft's low-voltage power supply network, they require separate connection to this network. This connection necessitates multiple additional low-voltage connectors and cables, increasing the complexity and weight of the entire electric motor 100 and even the aircraft-level electrical distribution system. Moreover, the installation space for electric motors is currently limited. Therefore, to meet weight and space constraints, current electric vertical takeoff and landing (EVTOL) aircraft typically require designs that are small and compact while ensuring optimal performance.

[0075] Therefore, such as Figures 1-6 As shown, this application installs a DC-DC converter 33 on the rear cover 5 of the motor. The power battery is electrically connected to the DC-DC converter 33. The DC-DC converter 33 converts the high-voltage DC power supplied to the electric motor 100 into low-voltage DC power usable by low-voltage electrical devices (such as the cooling motor, power device 35, etc.), thus meeting the power requirements of low-voltage electrical devices. This simplifies the structure of the electric motor 100 and reduces its weight, achieving the requirements of lightweight design for the electric motor 100 and saving layout space. It avoids the technical problems of complex structure, insufficient space, and heavy weight of the electric motor 100 and even aircraft-grade power distribution system caused by the need to install multiple power distribution devices.

[0076] For example, high-voltage direct current is hundreds of volts, such as 700V. Low-voltage direct current can be tens of volts, such as 28V.

[0077] like Figures 1-17As shown, this application discloses an electric motor 100, which includes a power motor 1, a DC-DC converter 33, a radiator 24, and low-voltage electrical components, the low-voltage electrical components being disposed in the power motor 1. Figure 1 and Figure 16 As shown, the power motor 1 includes a motor rear cover 5 and a liquid cooling flow path 11 disposed within the power motor 1. A DC-DC converter 33 is mounted on the motor rear cover 5 and electrically connected to low-voltage electrical components. The outlet of the liquid cooling flow path 11 is connected to the inlet of the radiator 24. Figures 1-6 Combination Figure 16 As shown, the motor rear cover 5 is provided with a cooling flow path 23a for cooling the DC converter 33, and the outlet of the radiator 24 is connected to the inlet of the liquid cooling flow path 11 through the cooling flow path 23a.

[0078] It is understandable that a DC-DC converter 33 is installed on the rear cover 5 of the motor. The DC-DC converter 33 can be a DC-to-DC converter (DCDC) used to convert high-voltage DC power into low-voltage DC power. The DC-DC converter 33 can be used to convert the high-voltage DC power connected to the electric motor 100 into low-voltage DC power that can be used by low-voltage electrical devices (such as drive motors and power devices 35). This satisfies the power requirements of low-voltage electrical devices, eliminates the need for an additional aircraft-grade low-voltage power distribution system, saves low-voltage connectors and connecting cables in limited space, simplifies the structure of the electric motor 100, and reduces the weight of the electric motor 100 and even the aircraft-grade power distribution system, so as to meet the requirements of lightweight design of the electric motor 100.

[0079] like Figure 1 , Figures 3-6 As shown, there are two DC-DC converters 33. The redundant design of the two DC-DC converters 33 means that if one low-voltage power supply fails, the other low-voltage power supply can be supplied, which can provide sufficient fault response time for the entire electrical equipment.

[0080] Furthermore, by connecting the cooling flow path 23a to the cooling circuit formed by the radiator 24 and the liquid cooling flow path 11 of the electric motor 100, the two DC converters 33 can be cooled without the need for an additional cooling system 2, thus overcoming the problem of poor heat dissipation when air cooling fails and extending the service life of the two DC converters 33.

[0081] like Figures 1-6 Combination Figure 16 As shown, cooling flow path 23a is disposed on the rear cover 5 of the motor, and cooling flow path 23a includes two parallel cooling channels 232. The two cooling channels 232 are arranged one-to-one with the two DC-DC converters 33, and are used to cool the corresponding DC-DC converters 33. Specifically, as Figures 3-6As shown, the two DC converters 33 are the first DC converter 33a and the second DC converter 33b, respectively, and the two cooling channels 232 are the first cooling channel 232a and the second cooling channel 232b, respectively. The first cooling channel 232a is used to cool the first DC converter 33a, and the second cooling channel 232b is used to cool the second DC converter 33b.

[0082] It is understandable that the parallel arrangement of the first cooling channel 232a and the second cooling channel 232b allows the coolant flowing out of the radiator 24 to be diverted and enter the first cooling channel 232a and the second cooling channel 232b respectively, so as to independently cool the first DC converter 33a and the second DC converter 33b. This employs a redundant design; when the first cooling channel 232a fails, the second cooling channel 232b can still operate normally, ensuring heat dissipation performance while providing sufficient fault response time for the entire equipment. Furthermore, the coolant in the two cooling channels 232 can converge within the liquid cooling path 11, ensuring sufficient coolant flow for cooling the power motor 1. Moreover, the convergence of the two fluid paths also helps reduce local temperature differences and control the overall flow of the electric motor 100 for balanced cooling.

[0083] It should be noted that the motor rear cover 5 may directly or indirectly integrate the cooling channel 232 and the DC-DC converter 33. In one embodiment, illustratively, the cooling channel 232 is located inside the motor rear cover 5, and the DC-DC converter 33 is directly mounted on the motor rear cover 5. In this case, when the coolant enters the cooling channel 232, it carries away the heat from the DC-DC converter 33, preventing the DC-DC converter 33 from maintaining a high temperature, thus achieving reliable cooling of the DC-DC converter 33. Alternatively, the DC-DC converter 33 can be attached to the motor rear cover 5 via a thermally conductive layer. This thermally conductive layer can be a thermally conductive silicone grease layer, positioned between the motor rear cover 5 and the DC-DC converter 33. This significantly reduces the contact thermal resistance between the DC-DC converter 33 and the motor rear cover 5, allowing the heat on the DC-DC converter 33 to be more smoothly carried away by the coolant in the corresponding cooling channel 232, improving the cooling effect on the DC-DC converter 33.

[0084] In another embodiment, such as Figures 1-4 As shown, a power motor 1 is mounted on one side of the motor rear cover 5, and a cold plate 23 is attached to the other side of the motor rear cover 5. A cooling channel 232 is located on the cold plate 23; specifically, the cooling channel 232 is located between the cold plate 23 and the motor rear cover 5. Figure 4 Combination Figure 5 As shown, the side of the cold plate 23 facing away from the motor rear cover 5 is the first plate surface 2311, and the DC-DC converter 33 is mounted on the first plate surface 2311. In addition, the cooling channel 232 can also be directly set in the cold plate 23.

[0085] Understandably, when the cooling channel 232 is located on the motor rear cover 5 via the cold plate 23, the motor rear cover 5 and the cold plate 23 can be designed and manufactured separately, greatly reducing the manufacturing difficulty and cost of individual parts. Furthermore, when the cooling channel 232 experiences problems such as blockage or leakage, the cold plate 23 can be repaired or replaced separately, and the motor rear cover 5 can continue to be used. Conversely, if the motor rear cover 5 is damaged, the cold plate 23 can be recycled, significantly reducing maintenance costs and time.

[0086] Furthermore, such as Figure 1 , Figure 2 , Figure 4 and Figure 5 As shown, the DC-DC converter 33 is attached to the first surface 2311 of the cold plate 23 via a thermally conductive layer 34. The thermally conductive layer 34, positioned between the cold plate 23 and the DC-DC converter 33, significantly reduces the contact thermal resistance between them, allowing heat from the DC-DC converter 33 to be more effectively carried away by the coolant in the corresponding cooling channel 232, thus improving the cooling effect on the DC-DC converter 33. Schematic, the thermally conductive layer 34 can be a high thermal conductivity interface layer, such as a thermally conductive silicone grease layer.

[0087] In one embodiment, the two cooling channels 232 can be disposed on the same cold plate 23, or they can be disposed separately. In this embodiment, as shown... Figures 3-6 As shown, the cold plate 23 includes two separately arranged cold plates 231. Therefore, the first surface 2311 of the cold plate 23 is also the first surface 2311 of the two cold plates 231. Each cold plate 231 is provided with a cooling channel 232, and each cooling channel 232 corresponds to a DC-DC converter 33. That is, the two cooling channels 232 correspond one-to-one with the two cold plates 231, and the two cooling channels 232 correspond one-to-one with the two DC-DC converters 33. In this embodiment, the two cold plates 231 are a first cold plate 231a and a second cold plate 231b. The first DC-DC converter 33a is attached to the first surface 2311 of the first cold plate 231a through a heat-conducting layer 34, and the second DC-DC converter 33b is attached to the first surface 2311 of the second cold plate 231b through another heat-conducting layer 34.

[0088] It should be noted that the redundant design of the dual cooling plates 231 means that if the DC-DC converter 33 on one of the cooling plates 231 (such as the first cooling plate 231a) is damaged or the cooling channel 232 is blocked, only the corresponding cooling plate 231 needs to be disassembled or replaced individually, without replacing all the cooling plates 231, thus simplifying the maintenance process. Furthermore, the design of two cooling plates 231, compared to the entire cooling plate, reduces the design size and weight, making installation easier.

[0089] like Figure 16As shown, the radiator 24 has an inlet and an outlet. Coolant enters through the inlet, is cooled, and then flows out through the outlet. Further, the outlet of the radiator 24 is connected to the inlet of the liquid cooling flow path 11 via a first flow path 21 and a second flow path 22, respectively. The first flow path 21 includes a first cooling channel 232a, and the second flow path 22 includes a second cooling channel 232b. Figures 3-6 As shown, both cold plates 23 are provided with temperature and pressure sensors 31 on their first plate surfaces 2311. The two temperature and pressure sensors 31 are a first temperature and pressure sensor 31a and a second temperature and pressure sensor 31b, respectively. The first temperature and pressure sensor 31a is used to obtain the temperature and pressure of the fluid in the first cooling channel 232a; the first temperature and pressure sensor 31b is used to obtain the temperature and pressure of the fluid in the second cooling channel 232b.

[0090] Understandably, the setup of the first temperature and pressure sensor 31a and the second temperature and pressure sensor 31b can quickly provide feedback on the working status of the first flow path 21 and the second flow path 22, achieving precise temperature control and good economy, and can also monitor system pressure and promptly identify leakage in the entire cooling circuit.

[0091] For example, when the coolant temperature is detected to be lower than a set threshold, the cooling pump 25 of the electric motor 100 is controlled to operate at a low speed. When the coolant temperature exceeds the set threshold, the speed of the cooling pump 25 can be increased to increase the delivery of coolant to the first flow path 21 and the second flow path 22, thereby improving cooling performance. When the pressure value measured by a certain temperature and pressure sensor 31 is higher or lower than the corresponding set threshold, it can be determined that there is a malfunction in the cooling pump 25 or a leakage in the flow channel in that cooling circuit. In other words, the temperature and pressure sensor 31 can quickly provide feedback on the working status of the heat dissipation system 2, monitor the temperature of the heat dissipation system 2 to achieve precise temperature control and good economy, and monitor the pressure of the heat dissipation system 2 to identify pump head defects and flow channel leakage.

[0092] It should be noted that the first temperature and pressure sensor 31a and the second temperature and pressure sensor 31b can be products of the same specification or products of different specifications. Reliability can be improved through heterogeneous design of different specifications.

[0093] like Figures 3-5 As shown, the low-voltage electrical device includes a low-voltage drive component, which is electrically connected to the DC-DC converter 33. Each of the first surfaces 2311 of the two cooling plates 231 is provided with a switching element 32, which is used to control the low-voltage drive component. The low-voltage drive component can be a drive board for driving a cooling motor (or a pump motor). Schematic, the switching element 32 can be a semiconductor switch or other types of switches.

[0094] The redundant design of the dual switching elements 32 ensures that when one switching element 32 fails due to aging, damage, or signal abnormality, the other switching element 32 can still drive the low-voltage drive components normally. This redundant architecture effectively avoids system downtime caused by single-point failure and significantly improves the continuity and stability of equipment operation.

[0095] In one embodiment, the DC-DC converter 33, switching element 32, and temperature and pressure sensor 31 can be cooled through the cooling channel 232. However, the heat exchange between the coolant and the wall of the cooling channel 232 mainly relies on heat conduction and limited convection, resulting in limited heat dissipation efficiency. To improve heat dissipation efficiency, a higher flow rate of coolant and a larger area of ​​radiator 24 can be used to meet stringent heat dissipation requirements. However, this directly leads to an increase in the power consumption of the heat dissipation system 2, thereby reducing the overall energy efficiency of the aircraft. At the same time, a higher flow rate also means greater fluid noise and vibration, which adversely affects the comfort and reliability of the aircraft.

[0096] Therefore, the cooling capacity of the DC converter 33, the switching element 32 and the temperature and pressure sensor 31 can be improved by setting a heat dissipation cavity 42, a heat dissipation fin 431 or a guide rib 44 in the cooling channel 232.

[0097] Schematic, the cooling channel 232 is provided with heat dissipation cavity 42 at the positions corresponding to DC converter 33 and switching element 32; or, the cooling channel 232 is provided with heat dissipation fins 431 or guide ribs 44 at the positions corresponding to DC converter 33, switching element 32 and temperature and pressure sensor 31.

[0098] In this embodiment, as Figure 5 and Figure 6 As shown, both cooling plates 231 have a second plate surface 2312, which is the back side of the first plate surface 2311. The second plate surface 2312 of the cooling plate 231 has a heat dissipation cavity 42 at the position of the corresponding switching element 32, and the heat dissipation cavity 42 is connected to the corresponding cooling channel 232.

[0099] Specifically, such as Figure 4 , Figure 5 and Figure 6 As shown, the heat dissipation cavity 42 is formed by recessing a portion of the second plate surface 2312 away from the motor rear cover 5, and a protrusion 2313 is formed on the first plate surface 2311. The switching element 32 is disposed on the protrusion 2313. Alternatively, a groove can be directly formed on the second plate surface 2312 as the heat dissipation cavity 42.

[0100] Understandably, when the coolant entering the cooling channel 232 flows to the corresponding side heat dissipation cavity 42, the coolant passes through the heat dissipation cavity 42, increasing the effective heat exchange area between the switching element 32 and the coolant. More heat is transferred to the coolant through convection heat transfer. At this time, the heat of the switching element 32 can be better carried away by the coolant, improving the cooling effect on the switching element 32.

[0101] Furthermore, specifically, such as Figure 4 Combination Figure 6 As shown, the cooling plate 231 has a mounting position for a temperature and pressure sensor 31. A connecting cavity 41, which communicates with the cooling channel 232, is provided at the mounting position. Thus, the temperature and pressure sensor 31 contacts the coolant in the cooling channel 232 through this connecting cavity 41, reliably detecting the temperature and / or pressure within the cooling channel 232. Furthermore, this connecting cavity 41 can also serve as a heat dissipation cavity, accelerating heat dissipation from the temperature and pressure sensor 31 and protecting it from overheating damage.

[0102] Additionally, it should be noted that "component A and component B are arranged in a corresponding manner" means that component A is set in a position corresponding to component B, such as component A and component B being arranged opposite each other.

[0103] like Figure 4 and Figure 6 As shown, the cooling channel 232 is provided with heat dissipation fin groups 43 at the positions corresponding to the DC-DC converter 33. Specifically, each heat dissipation fin group 43 includes at least two heat dissipation fins 431, and the form of the heat dissipation fin groups 43 in each cooling channel 232 is the same. The following description uses one cooling channel 232 as an example. At least two heat dissipation fins 431 are arranged at intervals along the width direction of their corresponding side cooling area 2322, that is, a gap 432 is formed between two adjacent heat dissipation fins 431.

[0104] Thus, the coolant entering the cooling channel 232 is blocked by the heat dissipation fins 431 and then flows into the gaps, extending the flow path of the coolant. This increases the total residence time of the coolant in the corresponding cooling area 2322, improving the heat transfer efficiency between the coolant and the corresponding DC-DC converter 33, resulting in more thorough heat exchange and thus improving the cooling efficiency of the DC-DC converter 33. Furthermore, the heat dissipation fins 431 in the heat dissipation fin assembly 43 are arranged at intervals along the width direction of the cooling area 2322, which to some extent improves the heat exchange efficiency in the width direction of the cooling area 2322. It should be noted that the width direction of the cooling area 2322 is... Figure 6 In direction A, the length direction of cooling region 2322 is... Figure 6 Direction B in the middle.

[0105] It should be noted that the heat dissipation fin assembly 43 is mounted on the second plate surface 2312. Alternatively, the heat dissipation fin assembly 43 may also be mounted on the surface of the cooling channel 232 that is arranged opposite to the second plate surface 2312.

[0106] Specifically, each cooling zone 2322 contains at least two sets of heat dissipation fins 43. These at least two sets of heat dissipation fins 43 are arranged at intervals along the length direction (direction B) of their corresponding cooling zone 2322, and a first heat dissipation channel 2327 is constructed at the intervals to allow coolant to pass through. That is, a first heat dissipation channel 2327 is formed between two adjacent sets of heat dissipation fins 43. See details... Figure 6 In other words, when the two cooling regions 2322 are the first cooling region 2322a and the second cooling region 2322b, respectively, then there are at least two sets of heat dissipation fins 43 in the first cooling region 2322a, and these at least two sets of heat dissipation fins 43 are arranged at intervals along the length of the first cooling region 2322a. Similarly, there are at least two sets of heat dissipation fins 43 in the second cooling region 2322b, and these at least two sets of heat dissipation fins 43 are also arranged at intervals along the length of the second cooling region 2322b.

[0107] Here, increasing the number of gaps 432 directly expands the effective flow area of ​​the coolant, allowing for a more uniform flow velocity distribution as the coolant flows through the DC-DC converter 33. This optimized flow velocity distribution effectively avoids the generation of local eddies, ensuring more thorough contact between the coolant and the surface of the DC-DC converter 33. Furthermore, it extends the total residence time of the coolant in the corresponding cooling area 2322 and the heat transfer efficiency between the coolant and the corresponding DC-DC converter 33, allowing the heat generated by the DC-DC converter 33 to be more fully absorbed and carried away by the coolant, resulting in more efficient heat exchange and thus improving the cooling efficiency of each DC-DC converter 33. Illustratively, the heat dissipation fin group 43 can have 2 to 4 groups, or even more than 4 groups.

[0108] like Figure 6 As shown, the two sidewalls of the cooling region 2322, which are arranged at intervals along its width direction (i.e., direction A), are both defined as sidewall plates 2326. At least one sidewall plate 2326 has a second heat dissipation channel 2328 formed between it and its corresponding heat dissipation fin group 43. In this embodiment, a second heat dissipation channel 2328 is formed between both sidewall plates 2326 and their corresponding heat dissipation fin groups 43; that is, each cooling region 2322 corresponds to two second heat dissipation channels 2328.

[0109] Taking the first cooling channel 232a as an example, the heat dissipation fin group 43 in the first cooling channel 232a is the first heat dissipation fin group, and the above-mentioned second heat dissipation channel 2328 is formed between the two side wall plates 2326 of the first cooling channel 232a and the first heat dissipation fin group.

[0110] like Figure 6 As shown, the coolant entering the cooling channel 232 is split. A portion of the coolant flows along the second heat dissipation channel 2328, while the other portion enters the gap 432 between two adjacent heat dissipation fins 431. The flow direction of the coolant is shown in the diagram. Figure 6 The direction indicated by the solid arrow. This increases the total cross-sectional area of ​​the coolant entering the cooling channel 232, as well as the overall flow path of the coolant and the heat exchange time with the DC-DC converter 33, improving the coolant's heat transfer efficiency and consequently enhancing the cooling efficiency of the DC-DC converter 33. Furthermore, the gap 432 and the second heat dissipation channel 2328 increase redundancy. When the gap 432 is blocked, the fluid automatically flows to the second heat dissipation channel 2328, which has lower resistance, allowing the entire cooling channel 232 to continue operating. Conversely, when the second heat dissipation channel 2328 is blocked, the fluid automatically flows to the gap 432, which has lower resistance, allowing the entire cooling channel 232 to continue operating.

[0111] It should be noted that the second heat dissipation channel 2328 is connected to the first heat dissipation channel 2327 on its corresponding side, further extending the flow path of the coolant within the cooling channel 232.

[0112] In each cooling zone 2322, the heat dissipation fins 431 in one set of heat dissipation fins 43 are staggered or interleaved with the heat dissipation fins 431 in another adjacent set of heat dissipation fins 43. For example... Figure 6 As shown, taking two adjacent heat dissipation fin groups 43 of the first cooling channel 232a as an example: In one of the two adjacent heat dissipation fin groups 43, the heat dissipation fin 431 of one group is the first heat dissipation fin 431a, and the heat dissipation fin 431 of the other group of heat dissipation fin groups 43 is the second heat dissipation fin 431b. Then, the first heat dissipation fin 431a and the second heat dissipation fin 431b are arranged in a staggered or interleaved manner.

[0113] This configuration will add multiple branches within each cooling channel 232. At this time, the coolant will constantly change its flow direction, increasing the probability of the coolant colliding with and changing direction of the heat dissipation fins 431. This causes strong disturbance and mixing of the coolant, effectively breaking the thermal boundary layer within the entire cooling channel 232, thereby avoiding the accumulation of heat and making the temperature of all heat dissipation fins 431 more uniform, ensuring the heat dissipation efficiency of the DC converter 33.

[0114] It should be noted that protrusions and recesses can also be provided on the heat dissipation fins 431 to further increase the contact area with the coolant, thereby improving the cooling capacity of the DC-DC converter 33. The heat dissipation fins are elliptical or teardrop-shaped.

[0115] like Figure 5 and Figure 7 As shown, guide ribs 44 are provided within the cooling channel 232 at the location corresponding to the DC-DC converter 33. The guide ribs 44 can be curved (e.g., S-shaped), wavy, forked, or tree-shaped. When the coolant entering the cooling channel 232 flows to the location of the guide ribs 44, the guide ribs 44 guide the coolant to flow along their own length, reducing dead zones, improving the heat transfer efficiency of the coolant, and ensuring more thorough heat exchange, thereby improving the cooling efficiency of the DC-DC converter 33.

[0116] To ensure that the coolant flows quickly and reliably from the radiator 24 into the two cooling channels 232, such as Figure 3 and Figure 16 As shown, the radiator 24 is connected to two cooling channels 232 via a cooling pump 25. The cooling pump 25 is mounted on the motor rear cover 5, meaning it is fixedly connected to the motor rear cover 5. The cooling pump 25 is used to transport fluid from the radiator 24 to the cooling channels 232.

[0117] like Figures 3-5 and Figure 16 As shown, along the radial direction of the motor rear cover 5, the cooling pump 25 is located between the first DC converter 33a and the second DC converter 33b. The cooling pump 25 makes full use of the installation space between the first DC converter 33a and the second DC converter 33b, making the layout of the three more compact. Furthermore, the heat dissipation system 2 formed by the cooling pump 25 and the radiator 24, when integrated with the power motor 1, better meets the requirements of a small and sophisticated integrated design.

[0118] It should be noted that, as Figure 5 and Figure 6 As shown, along the flow direction of the coolant within the cooling channel 232, the cooling channel 232 sequentially includes an inlet channel 2321, a cooling region 2322, and an outlet channel 2323. The inlet of the inlet channel 2321 is the inlet port 2324 of the cooling channel 232, and the outlet of the outlet channel 2323 is the outlet port 2325 of the cooling channel 232. The inlet channel 2321 of the first cooling channel 232a is defined as the first inlet channel 2321a, the cooling region 2322 as the first cooling region 2322a, and the outlet channel 2323 as the first outlet channel 2323a. The inlet channel 2321 of the second cooling channel 232b is defined as the second inlet channel 2321b, the cooling region 2322 as the second cooling region 2322b, and the outlet channel 2323 as the second outlet channel 2323b. In other words, the first liquid inlet channel 2321a is connected to the first liquid outlet channel 2323a through the first cooling region 2322a, and the second liquid inlet channel 2321b is connected to the second liquid outlet channel 2323b through the second cooling region 2322b.

[0119] In this embodiment, as Figure 3 Combination Figure 6 As shown, the first DC-DC converter 33a and the second DC-DC converter 33b are respectively arranged and installed corresponding to the first cooling region 2322a and the second cooling region 2322b. The two switching elements 32 are the first switching element 32a and the second switching element 32b.

[0120] Schematic illustration: The first switching element 32a is arranged and installed correspondingly to the first liquid inlet channel 2321a, and the first temperature and pressure sensor 31a is arranged and installed correspondingly to the first liquid outlet channel 2323a. The boundary line between the first liquid inlet channel 2321a and the first cooling region 2322a is located between the first DC converter 33a and the first switching element 32a, and the boundary line between the first cooling region 2322a and the first liquid outlet channel 2323a is located between the first DC converter 33a and the first temperature and pressure sensor 31a. Schematic illustration: The second switching element 32b is arranged and installed correspondingly to the second liquid outlet channel 2323b, and the second temperature and pressure sensor 31b is arranged and installed correspondingly to the second liquid inlet channel 2321b. Therefore, the boundary line between the second liquid inlet channel 2321b and the second cooling region 2322b is located between the second DC converter 33b and the second temperature and pressure sensor 31b, and the boundary line between the second cooling region 2322b and the second liquid outlet channel 2323b is located between the second DC converter 33b and the second switching element 32b.

[0121] Alternatively, the following configuration can be adopted: the first switching element 32a is arranged and installed correspondingly to the first liquid inlet channel 2321a, and the first temperature and pressure sensor 31a is arranged and installed correspondingly to the first liquid outlet channel 2323a. The second switching element 32b is arranged and installed correspondingly to the second liquid outlet channel 2323b, and the second temperature and pressure sensor 31b is arranged and installed correspondingly to the second liquid inlet channel 2321b.

[0122] In this embodiment, as Figure 6 As shown, the first switching element 32a is arranged and installed correspondingly to the first liquid outlet channel 2323a, and the first temperature and pressure sensor 31a is arranged and installed correspondingly to the first liquid inlet channel 2321a. The second switching element 32b is arranged and installed correspondingly to the second liquid inlet channel 2321b, and the second temperature and pressure sensor 31b is arranged and installed correspondingly to the second liquid outlet channel 2323b.

[0123] It should be noted that, schematically, both cooling channels 232 are basically S-shaped (not shown in the figure). For example... Figure 3 and Figure 6As shown, in this embodiment, each cooling channel 232 is C-shaped, including but not limited to a standard C-shape. The openings of two C-shaped cooling channels 232 are arranged opposite to each other, forming an enclosing space in which the cooling pump 25 is located. Specifically, the first cooling region 2322a and the second cooling region 2322b are arranged at intervals relative to each other. The first liquid inlet channel 2321a and the second liquid inlet channel 2321b are both located between the first cooling region 2322a and the second cooling region 2322b, and are respectively connected to the cooling pump 25. In other words, the first liquid inlet channel 2321a extends toward the second cooling region 2322b, while the second liquid inlet channel 2321b extends toward the first cooling region 2322a.

[0124] like Figures 3-6 As shown, along the length of the cooling region 2322, i.e., in direction B, the inlet 2324 of the first liquid inlet channel 2321a and the inlet 2324 of the second liquid inlet channel 2321b are both located within the interval between the first liquid outlet channel 2323a and the second liquid outlet channel 2323b. That is, portions of both the first liquid inlet channel 2321a and the second liquid inlet channel 2321b are located within the interval between the first liquid outlet channel 2323a and the second liquid outlet channel 2323b. Therefore, the first liquid outlet channel 2323a extends towards the second cooling channel 232b, and the second liquid outlet channel 2323b extends towards the first cooling channel 232a, with the first and second liquid outlet channels 2323a and 2323b arranged in a staggered manner.

[0125] Specifically, since the two outlets of the cooling pump 25 are connected to the two inlets 2324 respectively, the cooling pump 25 must be located between the first cooling zone 2322a and the second cooling zone 2322b. In this way, the space between the first cooling channel 232a and the second cooling channel 232b can be fully utilized, making the layout of the cooling channel 232 and the cooling pump 25 more compact. This compact design significantly reduces the space occupied by the electric motor 100, leaving more usable space for other functional modules.

[0126] Combination Figures 2-4 and Figure 6The cooling pump 25 is located between the first cooling zone 2322a and the second cooling zone 2322b. This not only shortens the length of the connecting pipe between the outlet of the cooling pump 25 and the first cooling channel 232a and the second cooling channel 232b, but also ensures that the connection path between the outlet of the cooling pump 25 and the first cooling channel 232a and the second cooling channel 232b is basically consistent. This ensures that the parallel-arranged first cooling channel 232a and the second cooling channel 232b obtain approximately equal cooling flow rates, so as to provide similar static pressure for the first cooling channel 232a and the second cooling channel 232b. To avoid a situation where the connection path between the outlet of the cooling pump 25 and the first cooling channel 232a is long while the connection path with the second cooling channel 232b is short, otherwise, the first cooling channel 232a with a short connection path and low flow resistance will "steal" most of the flow; while the second cooling channel 232b with a long connection path and high flow resistance will have insufficient flow, which will not be able to meet the cooling requirements of the heat-generating components (such as the DC converter 33, the switching element 32, the temperature and pressure sensor 31, etc.) in the second cooling channel 232b with a long connection path.

[0127] And, as Figures 3-5 As shown, the DC-DC converter 33 can be flat, and the two DC-DC converters 33 are distributed on the outer periphery of the cooling pump 25, which realizes the utilization of the space around the cooling pump 25 and helps to reduce the size and weight of the entire electric motor 100.

[0128] In addition, such as Figures 3-6 As shown, the cooling pump 25 is located in the area between the first cooling region 2322a and the second cooling region 2322b. The pump motor 252 of the cooling pump 25 is also located between the first cooling region 2322a and the second cooling region 2322b. This compact integrated design means that the pump motor 252 (i.e., the cooling motor) is physically surrounded by the first cooling channel 232a and the second cooling channel 232b.

[0129] During operation, the coolant flowing through the first cooling channel 232a and the second cooling channel 232b not only removes heat from the DC-DC converter 33, but its low-temperature fluid itself and the heat sink connected to it also indirectly provide a relatively low-temperature environment for the pump motor 252 of the cooling pump 25 located in the center. This effectively slows down the rate of heat accumulation inside the pump motor 252.

[0130] In particular, such as Figure 1 , Figure 2 Combination Figure 18As shown, the cooling pump 25 is located on the side of the motor rear cover 5 away from the propeller 61, near the center. Since the cooling pump 25 is relatively heavy, its placement in the center or near the center of the motor rear cover 5 ensures that the center of the motor rear cover 5 is at its geometric center, which helps to suppress vibrations caused by high-speed rotation and ensures the smooth operation of the electric motor 100.

[0131] In related technologies, the cooling pump 25 employs a dual-pump design. In this embodiment, the cooling pump 25 adopts a dual-pump head cooling pump 25a, such as... Figures 8-16 As shown, the dual-pump head cooling pump 25a includes two cooling channels 250 arranged in parallel, each corresponding to and connected to one of the two cooling flow channels 232. Specifically, the two cooling channels 250 are the first cooling channel 250a (see details...). Figure 8 The solid arrow indicates the fluid flow path through the first pump chamber 2510a, and the second cooling channel 250b (see details). Figure 8 The solid arrow indicates the fluid flow path through the second pump chamber 2510b. The first cooling channel 250a is connected to the first cooling flow channel 232a, and the second cooling channel 250b is connected to the second cooling flow channel 232b. Thus, the cooling pump 25 integrates two parallel cooling channels 250. If one cooling channel 250 fails, the other cooling channel 250 can continue to operate, receiving sufficient heat dissipation and ensuring operational efficiency.

[0132] In addition, in other embodiments, both cooling channels 250 can be connected to the cooling channel 232. In this way, when one of the cooling channels 250 fails, the coolant can flow into the cooling channel 232 through the other cooling channel 250 without affecting the cooling of the power motor 1.

[0133] like Figures 8-15 As shown, the dual-head cooling pump 25a includes a pump housing 251, a pump motor 252, and two gear pumps 253. The pump housing 251 contains a pump chamber 2510, and both DC-DC converters 33 are electrically connected to the pump motor 252. The output shaft 2521 of the pump motor 252 and the two gear pumps 253 are located within the pump chamber 2510, and the two gear pumps 253 are arranged sequentially along the axial direction of the output shaft 2521. One gear pump 253 is installed in each cooling channel 250, and the gear pumps 253 drive the movement of the coolant within the corresponding cooling channel 250. Specifically, the two gear pumps 253 are a first gear pump 253a and a second gear pump 253b. The first gear pump 253a is located in the first cooling channel 250a and drives the movement of the coolant within the first cooling channel 250a. The second gear pump 253b is located in the second cooling channel 250b and drives the movement of the coolant within the second cooling channel 250b.

[0134] like Figure 1 and Figure 8 As shown, pump motor 252 can drive the first gear pump 253a and the second gear pump 253b to work simultaneously. Thus, by having a single pump motor 252 drive two gear pumps 253 simultaneously, the number of pump motors 252 can be reduced, thereby reducing the number of control modules and wiring associated with them. This allows for a reduction in the overall size and weight of the cooling pump 25, and consequently, a reduction in the weight of the electric motor 100, achieving the requirements of lightweight and refined design for the electric motor 100. Furthermore, the two gear pumps 253 are independent and do not affect each other. When one gear pump 253 fails, the other gear pump 253 can continue to operate normally, ensuring the normal operation of the cooling system 2.

[0135] Furthermore, such as Figure 8 As shown, a partition 2511 is provided inside the pump chamber 2510, dividing the pump chamber 2510 into two independent pump chambers 25101. The two pump chambers 25101 are arranged sequentially along the axial direction of the output shaft 2521, and each pump chamber 25101 is equipped with a gear pump 253. Based on the fluid flow path of each cooling channel 250, both cooling channels 250 sequentially include an inlet channel 2501, a pump chamber 25101, and a drain channel 2502.

[0136] Here, the compact design of the two pump chambers 25101 arranged axially reduces the overall size of the cooling pump 25 in the radial direction. When the cooling pump 25 is installed with the motor rear cover 5, the cooling pump 25 avoids occupying too much space in the motor rear cover 5. That is, the motor rear cover 5 leaves more assembly space, which makes the installation of subsequent components more flexible and is conducive to the overall miniaturization and high integration of the electric motor 100.

[0137] Specifically, such as Figure 1 , Figure 8 and Figure 9As shown, the pump housing 251 includes a first housing 2512 and a second housing 2513 arranged sequentially along the axial direction of the output shaft 2521, forming a pump chamber 2510. Along the axial direction of the output shaft 2521, the first housing 2512 is located between the motor rear cover 5 and the second housing 2513, i.e., the first housing 2512 is arranged closer to the motor rear cover 5. The two pump chambers 25101 are respectively the first pump chamber 2510a and the second pump chamber 2510b. The second housing 2513 and the partition 2511 define the first pump chamber 2510a, and the first housing 2512 and the partition 2511 define the second pump chamber 2510b. Therefore, along the axial direction of the output shaft 2521, the first pump chamber 2510a is located between the pump motor 252 and the second pump chamber 2510b, with the first pump chamber 2510a arranged closer to the pump motor 252 and the second pump chamber 2510b arranged closer to the motor rear cover 5. In this embodiment, the motor rear cover 5 is located above the pump motor 252, and the first pump chamber 2510a is located below the second pump chamber 2510b.

[0138] like Figure 8 and Figure 9 As shown, both the first housing 2512 and the second housing 2513 include wall panels arranged opposite to the partition 2511, namely the first wall panel 25121 and the second wall panel 25131. Specifically, the first housing 2512 includes the first wall panel 25121, and the second housing 2513 includes the second wall panel 25131; the first wall panel 25121 and the second wall panel 25131 are arranged axially spaced along the output shaft 2521. Figure 1 and Figure 4 As shown, along the axial direction of the output shaft 2521, the side of the motor rear cover 5 facing away from the power motor 1 is a wall panel 51, and is combined with... Figure 8 and Figure 9 It can be seen that the first wall plate 25121 is located between the motor rear cover 5 and the second wall plate 25131, and the first wall plate 25121 is arranged opposite to the wall plate surface 51 of the motor rear cover 5 and is fixedly connected. The liquid inlet channel 2501 and the liquid outlet channel 2502 are both located on the first wall plate 25121. Here, the cooling channel 232 is located on the wall plate surface 51, and the first wall plate 25121 is close to the wall plate surface 51 and arranged opposite to the wall plate surface 51, which can shorten the connection path between the liquid outlet channel 2502 and the cooling channel 232, facilitate the connection between the liquid outlet channel 2502 and the cooling channel 232, and make the layout of the cooling pump 25 and the motor rear cover 5 more compact and easier to seal the first plate surface 2311 and the first wall plate 25121.

[0139] It should be noted that the first wall panel 25121 and the motor rear cover 5 can be fixedly connected together by pins or fasteners (such as screws or bolts).

[0140] Specifically, such as Figure 8As shown, the liquid inlet channel 2501 and the liquid outlet channel 2502, which are connected to the first pump chamber 2510a, are defined as the first liquid inlet channel 2501a and the first liquid outlet channel 2502a, respectively. The partition 2511 has a first connecting port 25111 and a second connecting port 25112. The first liquid inlet channel 2501a, the first connecting port 25111, the second connecting port 25112, and the first liquid outlet channel 2502a are all located on the outer periphery of the second pump chamber 2510b. The first liquid inlet channel 2501a connects to the first liquid outlet channel 2502a after passing through the first connecting port 25111, the first pump chamber 2510a, and the second connecting port 25112 in sequence.

[0141] like Figure 8 As shown, the liquid inlet channel 2501 and the liquid outlet channel 2502 connected to the second pump chamber 2510b are defined as the second liquid inlet channel 2501b and the second liquid outlet channel 2502b, respectively. Since the first liquid inlet channel 2501a, the second liquid inlet channel 2501b, the first liquid outlet channel 2502a and the second liquid outlet channel 2502b are all located on the first wall plate 25121, when the first liquid inlet channel 2501a and the first liquid outlet channel 2502a are located on the outer periphery of the second pump chamber 2510b, the first liquid inlet channel 2501a and the first liquid outlet channel 2502a must also be located on the outer periphery of the second liquid inlet channel 2501b and the second liquid outlet channel 2502b.

[0142] Understandably, the physical and functional isolation of the first liquid inlet channel 2501a, the second liquid inlet channel 2501b, the first liquid outlet channel 2502a, and the second liquid outlet channel 2502b fundamentally avoids coupling interference caused by pressure pulsation or flow-induced vibration, ensuring the independence and stability of the fluid state within each channel. Simultaneously, it simplifies the structural wiring and manufacturing process, improving the overall reliability and economy of the design.

[0143] It should be noted that, as Figure 8 As shown, each of the two pump chambers 25101 is provided with an inlet chamber 2514 and an outlet chamber 2515, which are arranged circumferentially along the output shaft 2521. The inlet of the inlet chamber 2514 is connected to its corresponding inlet channel 2501, and the outlet of the outlet chamber 2515 is connected to its corresponding drain channel 2502. The gear pump 253 is used to transport fluid from the inlet chamber 2514 to the corresponding outlet chamber 2515.

[0144] It is understandable that the coolant flows into the inlet chamber 2514 through the inlet channel 2501 and can stay in the inlet chamber 2514 and the outlet chamber 2515. Therefore, even if there is a brief interruption in the coolant supply or a fluctuation in the flow rate, the coolant stored in the inlet chamber 2514 and the outlet chamber 2515 can be transported into the cooling channel 232, providing valuable response time for the heat dissipation system 2.

[0145] like Figures 8-13 As shown, the pump chamber 25101 has two walls 2516 arranged opposite each other along the axial direction of the output shaft 2521, each having an independent recessed area 2517 and a groove 2518; wherein, the recessed area 2517 and groove 2518 on each first wall 25122 are arranged circumferentially along the output shaft 2521, and the recessed areas 2517 on the two first walls 25122 are arranged opposite each other, and the two define an inlet chamber 2514; the grooves 2518 on the two first walls 25122 are arranged opposite each other, and the two define an outlet chamber 2515.

[0146] The area between the recessed area 2517 and the groove 2518 on each wall surface 2516 is defined as the limiting area 2519. The coolant inlet of the gear pump 253 is located in the inlet chamber 2514, and the coolant outlet of the gear pump 253 is located in the outlet chamber 2515. The limiting area 2519 realizes the separation of the corresponding inlet chamber 2514 and outlet chamber 2515.

[0147] The specific structures of the inlet chamber 2514 and outlet chamber 2515 in the first pump chamber 2510a and the second pump chamber 2510b of this embodiment will be described below.

[0148] like Figures 8-12 As shown, the inlet chamber 2514 and outlet chamber 2515 of the second pump chamber 2510b are defined as the second inlet chamber 2514b and the second outlet chamber 2515b, respectively. The two wall surfaces 2516 of the second pump chamber 2510b are defined as the first wall surface 25122 and the second wall surface 25113, respectively. The first wall surface 25122 is located on the first wall plate 25121, and the second wall surface 25113 is located on the partition plate 2511. Figure 10 As shown, the recessed area 2517 and the groove 2518 on the first wall surface 25122 are defined as the first recessed area 25171 and the first groove 25181, respectively. Specifically, the first wall surface 25122 is recessed in a direction away from the second wall surface 25113 to form the first recessed area 25171 and the first groove 25181. The limiting area 2519 between the first recessed area 25171 and the first groove 25181 is defined as the first limiting area 25191.

[0149] like Figure 8 , Figure 10 and Figure 11 As shown, the recessed area 2517 and groove 2518 on the second wall surface 25113 are defined as the second recessed area 25172 and the second groove 25182, respectively. Specifically, the second wall surface 25113 is recessed in a direction away from the first wall surface 25122 to form the second recessed area 25172 and the second groove 25182, and the limiting area 2519 between the second recessed area 25172 and the second groove 25182 is defined as the second limiting area 25192. The first recessed area 25171 and the second recessed area 25172 are arranged opposite to each other, and a second liquid inlet chamber 2514b is defined between the first recessed area 25171 and the second recessed area 25172. The first groove 25181 and the second groove 25182 are arranged opposite to each other, and a second liquid outlet chamber 2515b is defined between the first groove 25181 and the second groove 25182. The first limiting area 25191 and the second limiting area 25192 are arranged opposite to each other and separate the second liquid inlet chamber 2514b and the second liquid outlet chamber 2515b.

[0150] Combination Figure 15 As shown, the coolant inlet of the second gear pump 253b is defined as the second coolant inlet 25311, and the coolant outlet is defined as the second coolant outlet 25312.

[0151] Understandably, the coolant entering the second inlet chamber 2514b is divided into two paths: one path passes through the upper side of the second gear pump 253b and enters the second coolant inlet 25311, and the other path passes through the lower side of the second gear pump 253b and enters the second coolant inlet 25311. The coolant flowing out through the second coolant outlet 25312 is then divided into two paths and enters the second outlet chamber 2515b from the upper and lower sides of the second gear pump 253b, respectively. Subsequently, it is transported to the second cooling channel 232b through the second drain channel 2502b.

[0152] Here, the redundant design of dual-path entry into the second coolant inlet 25311 ensures reliable coolant intake and better suppresses pressure pulsation, providing a smoother intake condition for the gear pump 253; dual-path entry into the second outlet chamber 2515b increases the coolant supply to the second cooling channel 232b.

[0153] like Figure 8 , Figure 12 and Figure 13As shown, the inlet chamber 2514 and outlet chamber 2515 of the first pump chamber 2510a are defined as the first inlet chamber 2514a and the first outlet chamber 2515a, respectively. The two wall surfaces 2516 of the first pump chamber 2510a are defined as the first surface 25114 and the second surface 25132, respectively. The first surface 25114 is located on the partition plate 2511, and the second surface 25132 is located on the second wall plate 25131. The recessed area 2517 and the groove 2518 on the first surface 25114 are defined as the third recessed area 25173 and the third groove 25183, respectively. Specifically, the first surface 25114 is recessed in a direction away from the second surface 25132 to form the third recessed area 25173 and the third groove 25183. The limiting area 2519 between the third recessed area 25173 and the third groove 25183 is defined as the third limiting area 25193.

[0154] like Figure 8 , Figure 12 and Figure 13 As shown, the recessed area 2517 and groove 2518 on the second surface 25132 are defined as the fourth recessed area 25174 and the fourth groove 25184, respectively. Specifically, the second surface 25132 is recessed in a direction away from the first surface 25114 to form the fourth recessed area 25174 and the fourth groove 25184, and the limiting area 2519 between the fourth recessed area 25174 and the fourth groove 25184 is defined as the fourth limiting area 25194. The third recessed area 25173 and the fourth recessed area 25174 are arranged opposite to each other, and a first liquid inlet chamber 2514a is defined between the third recessed area 25173 and the fourth recessed area 25174. The third groove 25183 and the fourth groove 25184 are arranged opposite to each other, and a first liquid outlet chamber 2515a is defined between the third groove 25183 and the fourth groove 25184. The third limiting region 25193 and the fourth limiting region 25194 are arranged opposite to each other and separate the first liquid inlet chamber 2514a and the first liquid outlet chamber 2515a.

[0155] Combination Figure 14 As shown, the coolant inlet of the first gear pump 253a is defined as the first coolant inlet 25301, and the coolant outlet is defined as the first coolant outlet 25302.

[0156] Understandably, the coolant entering the first inlet chamber 2514a through the first connecting port 25111 is divided into two paths. One path passes through the upper side of the first gear pump 253a and enters the first coolant inlet 25301, while the other path passes through the lower side of the first gear pump 253a and enters the first coolant inlet 25301. The coolant flowing out through the first coolant outlet 25302 is then divided into two paths and enters the first outlet chamber 2515a from the upper and lower sides of the first gear pump 253a, respectively. Subsequently, it is transported to the first cooling channel 232a through the first drain channel 2502a.

[0157] Here, the redundant design of dual-path entry into the first coolant inlet 25301 ensures reliable coolant intake and better suppresses pressure pulsation, providing a more stable intake condition for the gear pump 253; dual-path entry into the first outlet chamber 2515a increases the amount of coolant supplied to the first cooling channel 232a.

[0158] It should be noted that O-rings are provided at the first liquid inlet channel 2501a, the first liquid outlet channel 2502a, the second liquid inlet channel 2501b, the second liquid outlet channel 2502b, the first connecting port 25111, and the second connecting port 25112 to prevent leakage in the first cooling channel 250a and the second cooling channel 250b due to poor sealing.

[0159] like Figure 8 , Figure 14 and Figure 15 As shown, the gear pump 253 includes an inner rotor 2531 and an outer rotor 2532. The inner rotor 2531 is coaxially arranged with the output shaft 2521 and is fitted around the output shaft 2521. The outer rotor 2532 is fitted around the inner rotor 2531 and meshes with it. The rotation center of the outer rotor 2532 is offset from the center of the inner rotor 2531. When the inner and outer rotors 2532 rotate, the volume within the inlet chamber 2514 between the inner and outer rotors 2531 opens, generating suction to draw coolant from the inlet chamber 2514 into the gear pump 253. As the outer rotor 2532 continues to rotate, the volume within the inlet chamber 2514 between the inner and outer rotors 2531 decreases, while the volume within the outlet chamber 2515 increases, forcing the coolant to flow out through the gear pump 253.

[0160] It should be noted that, as Figure 6 and Figure 14 As shown, the inner rotor 2531 of the first gear pump 253a is the first inner rotor 2531a, and the outer rotor 2532 is the first outer rotor 2532a. When the first gear pump 253a is working, the coolant flows through the first inlet channel 2321a into the first outlet channel 2323a and flows downstream. Figure 6 and Figure 15 As shown, the inner rotor 2531 of the second gear pump 253b is the second inner rotor 2531b, and the outer rotor 2532 is the second outer rotor 2532b. When the first gear pump 253a is working, the coolant flows into the second outlet channel 2323b through the second inlet channel 2321b and flows downstream.

[0161] In this embodiment, the number of teeth on the gears of the inner rotor 2531 can be the same as that on the outer rotor 2532. Alternatively, the number of teeth on the inner rotor 2531 can be less than the number of teeth on the outer rotor 2532.

[0162] Currently, in addition to ensuring the reliable operation of the electric motor, it is also desirable for the cooling system 2 itself to operate stably. For example, it is desirable to mitigate the vibration of the cooling pump 25. If there is prolonged and significant vibration at the location of the electric motor, it may affect the operation of itself and nearby components, which may adversely affect the stable flight of the aircraft and even flight safety. Furthermore, the comparative proportion of a single gear pump 253 will cause directional vibration during operation. Stacking two gear pumps 253 may also cause excessive enhancement of mechanical vibration, which is not conducive to ensuring the stable operation of the overall system.

[0163] Therefore, such as Figure 17 As shown, along the axial direction of the output shaft 2521 and at any rotational position, the projection of the meshing point of one gear pump 253 is misaligned with the projection of the meshing point of the other gear pump 253. For example, the meshing point of the first gear pump 253a is P1, and the meshing point of the second gear pump 253b is P2.

[0164] By setting the output shaft 2521 to drive two gear pumps 253, it is beneficial to improve integration, facilitate weight reduction and miniaturization, and help meet more demanding installation environments. Although more gear pumps 253 are set, by setting the projection misalignment of the two meshing points of the two gear pumps 253 (i.e., the first gear pump 253a and the second gear pump 253b), the mechanical vibration caused by the stacking of the two gear pumps 253 is not excessively enhanced, and the mechanical vibration caused by each can even at least partially cancel each other out.

[0165] It should be noted that as the output shaft 2521 rotates, the meshing point of the two gear pumps 253 can change, but the projection of the meshing point of the two gear pumps 253 can still be misaligned. Furthermore, the meshing state of the gear pumps 253 can change periodically when rotating, which can force the fluid from the inflow area (such as the first coolant inlet 25301) to the outflow area (such as the first coolant outlet 25302).

[0166] In related technologies, in order to ensure the reliable operation of the electric motor, the electric motor 100 includes a power device 35, which is disposed on the side of the motor rear cover 5 facing the power motor 1, for converting direct current into alternating current to provide three-phase current to the power motor 1 and the pump motor 252.

[0167] like Figure 1 and Figure 16 As shown, there are two power devices 35. The redundant design of the two power devices 35 means that when one power device 35 fails, the other power device 35 can still convert DC power to AC power to ensure the normal operation of the electric motor 100.

[0168] It should be understood that power device 35 is a heat-generating device, meaning that it will generate a large amount of heat when operating for extended periods. When power device 35 is exposed to high temperatures for a prolonged period, its on-resistance and switching losses will increase with rising temperature. To maintain a consistently high output power, power device 35 will consume more electrical energy, which will be converted into more heat, leading to more severe power loss and heat generation. Power device 35 may include at least one of a heat dissipation power device and a power supply power device. The heat dissipation power device is electrically connected to pump motor 252, providing AC power to pump motor 252. The power supply power device is electrically connected to power motor 1, providing AC power to power motor 1.

[0169] Therefore, such as Figure 16 As shown, the electric motor 100 also includes fluid channels passing through the power devices 35. There are two fluid channels, each corresponding to one of the two power devices 35. When the coolant passes through the fluid channels, it carries away the heat from the corresponding power device 35, preventing the power device 35 from maintaining a high temperature and reducing the power loss of the power device 35 itself.

[0170] It should be noted that, as Figure 16 As shown, the outlet of the radiator 24 is connected to the inlet of the liquid cooling flow path 11 through the first flow path 21 and the second flow path 22, respectively. Figure 3 As shown, the first flow path 21 further includes a first connecting channel 2121, and the second flow path 22 further includes a second connecting channel 2122. Both the first connecting channel 2121 and the second connecting channel 2122 are located on the motor rear cover 5. Figure 3 , Figure 8 Combination Figure 16 As shown, the outlet of the radiator 24 is connected to the inlet of the two liquid inlet channels 2501 through the first connecting channel 2121 and the second connecting channel 2122 respectively, and the outlet of the two liquid outlet channels 2502 is connected to the two cooling channels 232.

[0171] Specifically, the two fluid channels are defined as a first fluid channel 211a and a second fluid channel 211b, respectively. For example... Figure 3 , Figure 8 Combination Figure 16 As shown, the coolant flows into the liquid cooling path 11 after passing through the outlet of the radiator 24, the first connecting channel 2121, the first cooling channel 250a, the first cooling flow channel 232a, and the first fluid channel 211a of the cooling pump 25. Then, it flows back into the radiator 24 after passing through the outlet of the liquid cooling path 11 and the first return channel 201. Thus, the radiator 24, the first connecting channel 2121, the cooling pump 25, the first cooling flow channel 232a, the first fluid channel 211a, the liquid cooling path 11, the first return channel 201, and the radiator 24 form a first liquid cooling circulation loop. The coolant flows into the liquid cooling path 11 after passing through the outlet of the radiator 24, the second connecting channel 2122, the second cooling channel 250b, the second cooling flow channel 232b, and the second fluid channel 211b of the cooling pump 25. Then, it flows back into the radiator 24 after passing through the outlet of the liquid cooling path 11 and the second return channel 202. Therefore, the radiator 24, the second connecting channel 2122, the second cooling channel 232b, the second fluid channel 211b, the liquid cooling channel 11, and the second return channel 202 form the second liquid cooling circulation loop.

[0172] It should be noted that there may be one or two liquid cooling flow paths 11. When there are two liquid cooling flow paths 11, the two liquid cooling flow paths 11 correspond to and are connected to the first fluid channel 211a and the second fluid channel 211b, respectively.

[0173] 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.

[0174] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. An electric motor, characterized in that, include: The power motor (1) includes a stator support and a liquid cooling flow path (11). The motor rear cover (5) is connected to the stator bracket; Low-voltage electrical components are installed in the power motor (1). A DC converter (33) is installed on the rear cover (5) of the motor and is electrically connected to the low-voltage electrical components. There are two DC converters (33). The radiator (24) has its outlet connected to the inlet of the liquid cooling path (11) via a cooling flow path (23a). The cooling flow path (23a) includes at least a cooling channel (232) for cooling the DC converter (33). The outlet of the liquid cooling path (11) is connected to the liquid inlet (2324) of the radiator (24). Cooling pump (25) is installed on the motor rear cover (5). The radiator (24) is connected to the cooling channel (232) through the cooling pump (25). Along the radial direction of the motor rear cover (5), the cooling pump (25) is located between the two DC converters (33).

2. The electric motor according to claim 1, characterized in that, The cooling flow path (23a) is provided on the motor rear cover (5). There are two cooling channels (232) arranged in parallel. The two cooling channels (232) are arranged one-to-one with the two DC converters (33) and cool the corresponding DC converters (33) respectively.

3. The electric motor according to claim 2, characterized in that, A cold plate (23) is attached to the side of the motor rear cover (5) away from the power motor (1), and the cooling channel (232) is located between the motor rear cover (5) and the cold plate (23); or, the cooling channel (232) is located inside the cold plate (23); The side of the cold plate (23) facing away from the motor rear cover (5) is defined as the first plate surface (2311), and the DC converter (33) is disposed on the first plate surface (2311).

4. The electric motor according to claim 3, characterized in that, The cold plate (23) includes two separate cold plates (231) arranged separately. Each cold plate (231) is provided with a cooling channel (232). Each DC-DC converter (33) corresponds to one cold plate (231).

5. The electric motor according to claim 4, characterized in that, The first plate surface (2311) of both of the cooling plates (231) is provided with a temperature and pressure sensor (31); or, the motor rear cover (5) is provided with two temperature and pressure sensors (31). The two temperature and pressure sensors (31) are used to sense the temperature and pressure in the cooling channel (232) on the corresponding side, respectively.

6. The electric motor according to claim 4, characterized in that, The two DC converters (33) are respectively attached to the first plate surface (2311) of the corresponding cooling plate (231) through the heat-conducting layer (34).

7. The electric motor according to claim 4, characterized in that, The low-voltage electrical device includes a low-voltage drive component. The first plate surface (2311) of the two cooling plates (231) is provided with a switching element (32). The switching element (32) is used to control the low-voltage drive component. The low-voltage drive component is electrically connected to the DC converter (33).

8. The electric motor according to claim 7, characterized in that, Both of the aforementioned cooling plates (231) have a second plate surface (2312), which is the back side of the first plate surface (2311); The second plate (2312) has a heat dissipation cavity (42) at the position corresponding to the switch element (32). The heat dissipation cavity (42) is connected to the cooling channel (232) on its corresponding side to cool the switch element (32).

9. The electric motor according to claim 2, characterized in that, Both cooling channels (232) are equipped with heat dissipation structures, and the heat dissipation structures are arranged in correspondence with the DC converter (33) on their respective sides.

10. The electric motor according to claim 9, characterized in that, The heat dissipation structure includes heat dissipation fin groups (43). In each of the cooling channels (232), there are at least two heat dissipation fin groups (43). The heat dissipation fins (431) in one heat dissipation fin group (43) are staggered or interleaved with the heat dissipation fins (431) in the other heat dissipation fin group (43) arranged adjacent to it. The heat dissipation fins (431) are elliptical or teardrop-shaped. Alternatively, the heat dissipation structure may include flow guide ribs (44).

11. The electric motor according to any one of claims 2 to 10, characterized in that, The radiator (24) is connected to the two cooling channels (232) via the cooling pump (25).

12. The electric motor according to claim 11, characterized in that, Each of the cooling channels (232) is arranged in a C-shape, and the openings of the two C-shaped cooling channels (232) are arranged opposite each other and enclosed to form an accommodating space, and the cooling pump (25) is located in the accommodating space.

13. The electric motor according to claim 11, characterized in that, The cooling pump (25) is a dual-head cooling pump (25a), which includes two cooling channels (250) arranged in parallel. The two cooling channels (250) correspond one-to-one with the two cooling channels (232) and are connected; or, both cooling channels (250) are connected to the cooling channels (232).

14. The electric motor according to claim 13, characterized in that, The dual-head cooling pump (25a) includes: The pump housing (251) has a pump chamber (2510) inside, and the two cooling channels (250) are both located inside the pump chamber (2510); Pump motor (252), the pump motor (252) is connected to the pump housing (251), the output shaft (2521) of the pump motor (252) is located in the pump cavity (2510), and the two DC converters (33) are electrically connected to the pump motor (252); Two gear pumps (253) are provided in the pump chamber (2510) and arranged sequentially along the axial direction of the output shaft (2521). Each cooling channel (250) is provided with one gear pump (253), and the gear pump (253) is used to drive the coolant in the corresponding cooling channel (250) to move.

15. The electric motor according to claim 14, characterized in that, A partition (2511) is provided inside the pump chamber (2510), which divides the pump chamber (2510) into two independent pump chambers (25101). The two pump chambers (25101) are arranged sequentially along the axial direction of the output shaft (2521), and each pump chamber (25101) is provided with a gear pump (253). Based on the fluid flow path of each of the cooling channels (250), both cooling channels (250) sequentially include an inlet channel (2501), a pump chamber (25101), and a drain channel (2502). The outlet of the radiator (24) is connected to the inlet of the two liquid inlet channels (2501), and the outlet of the drain channel (2502) is connected to the two cooling channels (232).

16. The electric motor according to claim 14, characterized in that, The gear pump (253) includes: An inner rotor (2531) is arranged coaxially with the output shaft (2521) and is sleeved around the output shaft (2521). An outer rotor (2532) is sleeved around the inner rotor (2531) and meshes with the inner rotor (2531). The rotation center of the outer rotor (2532) is offset from the center of the inner rotor (2531).

17. The electric motor according to claim 14, characterized in that, Along the axial direction of the output shaft (2521) and at any rotational position, the projection of the engagement point of one of the gear pumps (253) is misaligned with the projection of the engagement point of the other gear pump (253).

18. An electric propulsion system comprising an electric motor (100) and a propeller (61), characterized in that, The electric motor (100) is the electric motor according to any one of claims 1 to 17, the propeller (61) includes a hub, and the power motor (1) is driven connected to the hub.

19. An aircraft, characterized in that, It includes a main body of the aircraft (7) and the electric propulsion system as described in claim 18, wherein the electric propulsion system is disposed on the main body of the aircraft (7). Alternatively, the aircraft may include an aircraft body (7) and an electric motor as described in any one of claims 1 to 17, the electric motor being disposed on the aircraft body (7).

20. The aircraft according to claim 19, characterized in that, The aircraft is a vertical takeoff and landing (VTOL) aircraft.

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