Hybrid cooling aviation motor and aircraft

Abstract

The invention relates to the technical field of aviation motors, in particular to a hybrid cooling aviation motor and an aircraft. The aviation motor comprises a motor body, a cooling pump, a radiator and a cooling fan. The motor body comprises a rotating shaft, a stator assembly and a rotor assembly, the rotating shaft is in transmission connection with the rotor assembly; the cooling pump, the cooling fan and the radiator are arranged at the lower end of the rotating shaft; the air outlet direction of the cooling fan faces the radiator; a refrigerant flow channel is arranged in the stator assembly, the refrigerant flow channel, the cooling pump and the radiator are communicated, and the cooling pump is used for enabling a refrigerant to circulate in the refrigerant flow channel and the radiator. And the liquid cooling system and the air cooling radiator are integrated on the motor main body, so that the inherent limitation of a traditional single cooling mode is effectively overcome. Meanwhile, forced heat dissipation is carried out on the refrigerant after heat exchange through the integrated air cooling unit, a synergistically reinforced heat dissipation link is formed, and the overall heat dissipation efficiency and the power density of the aviation motor are remarkably improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aviation electric machines, in particular to a hybrid cooling aviation electric machine and an aircraft. BACKGROUND

[0002] With the development of low-altitude economy, electric machine driven propellers become an important choice for aviation power due to their simple structure and reliability. To improve the performance of aviation electric machines, efficient heat dissipation methods are crucial. The current mainstream cooling methods are mainly single cooling modes, specifically air cooling or oil cooling. The air cooling structure is the simplest, but its heat dissipation capacity is limited, which seriously restricts performance improvement. Oil cooling removes heat through external flow channels, and its cooling efficiency is better than air cooling, but the heat conduction path is long and the thermal resistance is large, so the heat dissipation capacity still faces a bottleneck. Therefore, the existing single cooling mode has inherent limitations in heat dissipation efficiency, system complexity or integration feasibility, and it is difficult to meet the dual demands of extreme heat dissipation performance and compact integration for the next generation of high-power density aviation electric machines. SUMMARY

[0003] (I) The problem to be solved by the present application is that the existing aviation electric machines use single cooling methods, which have poor cooling effect.

[0004] (II) Technical solution In order to solve the above technical problems, the present application provides a hybrid cooling aviation electric machine, comprising: an electric machine body, a cooling pump, a heat sink and a cooling fan. The electric machine body comprises a rotating shaft, a stator assembly and a rotor assembly which cooperate with each other; the rotating shaft is in transmission connection with the rotor assembly. The cooling pump, the cooling fan and the heat sink are arranged at the lower end of the rotating shaft; the outflow direction of the cooling fan is arranged towards the heat sink. The stator assembly is internally provided with a refrigerant flow channel, the refrigerant flow channel, the cooling pump and the heat sink are in communication, and the cooling pump is used to circulate the refrigerant in the refrigerant flow channel and the heat sink.

[0005] Optionally, the lower end of the rotating shaft is in transmission connection with the cooling pump, and the rotating shaft drives the cooling pump to operate to circulate the refrigerant in the refrigerant flow channel and the heat sink.

[0006] Optionally, the cooling fan is an axial fan, and the heat sink is arranged below the cooling fan; or the cooling fan is a centrifugal fan, and the heat sink is arranged around the periphery of the cooling fan.

[0007] Optionally, the hybrid cooling aviation electric machine further comprises a control module. The rotating shaft is arranged in the stator assembly, and the rotor assembly is arranged outside the stator assembly; the control module is arranged in the stator assembly and surrounds the rotating shaft; The control module is electrically connected with the motor body and the cooling fan; the control module is used for providing driving power for the motor body and the cooling fan and controlling the operating state of the motor body and the cooling fan.

[0008] Optionally, the hybrid cooling aviation motor comprises a mechanical mounting interface, a high-voltage electrical interface and a low-voltage signal interface. The mechanical mounting interface is used for connecting with an aircraft. The high-voltage electrical interface is used for electrically connecting with an external direct-current power supply and electrically connecting with an input end of the control module. The low-voltage signal interface is used for controlling and signal communication with an external device and electrically connecting with a signal end of the control module.

[0009] Optionally, the hybrid cooling aviation motor further comprises a pressure maintaining module. The pressure maintaining module is arranged between the radiator and the refrigerant flow channel and surrounds the cooling pump; the pressure maintaining module is used for controlling the pressure of the refrigerant.

[0010] Optionally, the pressure maintaining module comprises a shell, a refrigerant bag arranged in the shell and an air bag; the shell surrounds the cooling pump. The refrigerant bag is in communication with the refrigerant flow channel, and the air bag is in communication with an air source; the refrigerant bag is extruded by inflating the air bag with air from the air source, so that the refrigerant in the refrigerant bag has a preset pressure.

[0011] Optionally, the stator assembly comprises a stator shell, an iron core, a winding and a sealing barrel. The iron core is fixedly sleeved on the stator shell, the winding is wound on the iron core, and the sealing barrel is sleeved outside the iron core and the winding and is fixedly connected with the stator shell. The refrigerant flow channel comprises a first inlet and a first outlet formed on the stator shell, a refrigerant passage arranged in the stator shell, a first cavity formed between the upper end of the iron core and the sealing barrel, a gap of the winding, a gap between the iron core, the winding and the sealing barrel, and a second cavity formed between the lower end of the iron core and the sealing barrel. Both the first inlet and the first outlet are connected to the radiator; the first inlet is connected to the lower end of the refrigerant channel, the upper end of the refrigerant channel is connected to the first cavity, the first cavity and the second cavity are connected through the gap of the winding and the gap between the core and the winding and the sealing barrel, and the second cavity is connected to the first outlet.

[0012] Optionally, the sealed barrel includes a first barrel body, a second barrel body, and a sealing head; The second barrel is fixedly disposed at the lower end of the first barrel, and the end cap is fixedly disposed at the upper end of the first barrel. The thermal expansion coefficient of the first barrel is less than that of the second barrel and the end cap. The end cap is fixedly connected to the stator shell, and the second barrel and the stator shell can slide relative to each other. A static sealing strip is provided between the end cap and the stator shell, and a dynamic sealing strip is provided between the second barrel and the stator shell.

[0013] Another embodiment of the present invention provides an aircraft including the above-described hybrid-cooled aircraft motor.

[0014] The beneficial effects of this invention are: This invention provides a hybrid-cooled aircraft motor, comprising: a motor body, a cooling pump, a radiator, and a cooling fan; the motor body includes a rotating shaft and a stator assembly and a rotor assembly that cooperate with each other; the rotating shaft is drivingly connected to the rotor assembly; the cooling pump, the cooling fan, and the radiator are disposed at the lower end of the rotating shaft; the air outlet direction of the cooling fan is directed towards the radiator; a refrigerant flow channel is provided inside the stator assembly, the refrigerant flow channel, the cooling pump, and the radiator are connected, and the cooling pump is used to enable the refrigerant to circulate between the refrigerant flow channel and the radiator.

[0015] By integrating the liquid cooling system with the air-cooled radiator into the motor body, the inherent limitations of traditional single cooling modes are effectively overcome. Liquid cooling enables direct and efficient heat exchange with high-heat components such as motor windings, significantly shortening the heat conduction path and reducing thermal resistance, thus solving the problems of insufficient air cooling capacity and long external oil cooling heat exchange paths. At the same time, by integrating the air-cooling unit to force heat dissipation of the refrigerant after heat exchange, a synergistic and enhanced heat dissipation link is formed, significantly improving the overall heat dissipation efficiency and power density of the aircraft motor. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 The structural block diagram of the aircraft motor provided in the embodiment of the present invention is shown in the figure. Figure 1 In this configuration, the cooling fan is an axial fan; Figure 2 The structural block diagram of the aircraft motor provided in the embodiment of the present invention is shown in the figure. Figure 1 In the middle, the cooling fan is a centrifugal fan; Figure 3 This is a schematic diagram of the structure of an aircraft motor provided in an embodiment of the present invention; Figure 4 This is a diagram showing the positional relationship between the magnets and the rotor housing; Figure 5 This is a diagram showing the positional relationship between the magnet and the rotor housing from another perspective. Figure 6 for Figure 5 A magnified view of a portion at point A; Figure 7 This is a schematic diagram of the iron core structure; Figure 8 for Figure 7 A magnified view of a portion at point B; Figure 9 This is a schematic diagram of the winding copper busbar structure; Figure 10 This is a schematic diagram of the cooling fan structure; Figure 11 This is a cross-sectional view of the cooling fan; Figure 12 This is a schematic diagram of the internal structure of the radiator; Figure 13 This is a schematic diagram of the pressure holding module; Figure 14 This is a cross-sectional view of the pressure holding module; Figure 15 This is a structural diagram of the flow equalization valve body; Figure 16 for Figure 15 A magnified view of a portion at point C; Figure 17 This is a schematic diagram of the stator assembly. Figure 18 A structural schematic diagram of the stator assembly from another perspective; Figure 19 for Figure 18 A magnified view of a portion at point D; Figure 20 This is a schematic diagram of the refrigerant flow. Figure 20 In this embodiment, the cooling pump and the pressure holding module are connected in series in the first implementation. Figure 21 This is a schematic diagram of the refrigerant flow. Figure 21 In this embodiment, the cooling pump and the pressure holding module are connected in series in the second implementation mode; Figure 22 This is a schematic diagram of the refrigerant flow. Figure 22 In this configuration, the cooling pump and the pressure holding module represent the first implementation method in parallel operation. Figure 23 This is a schematic diagram of the refrigerant flow. Figure 23 In this embodiment, the cooling pump and the pressure holding module are the second implementation method in parallel mode.

[0018] icon: 100 - Motor body; 110 - Stator assembly; 111 - Stator housing; 1111 - First inlet; 1112 - First outlet; 1113 - Refrigerant passage; 1114 - First cavity; 1115 - Second cavity; 112 - Core; 1121 - Yoke; 1122 - Tooth; 1123 - Pole shoe; 1124 - Carbon fiber sheath; 113 - Winding; 114 - Sealing barrel; 1141 - First barrel; 1142 - Second barrel; 1143 - Head; 120 - Rotor assembly; 121 - Rotor housing; 122 - Magnet; 1221 - Magnet S; 1222 - Magnet N; 1223 - Oblique magnet; 130 - Shaft; 141 - Dynamic sealing strip; 142 - Static sealing strip; 151 - U-phase copper busbar; 152 - V-phase copper busbar; 153 - Neutral point copper busbar; 154 - W-phase copper busbar; 160 - Flow equalization valve body; 161 - Valve core; 162 - Spring; 163 - Gland; 164 - Sealing ring; 200-Cooling pump; 300 - Radiator; 310 - Refrigerant inlet; 320 - Refrigerant outlet; 330 - Refrigerant flow path; 340 - Heat dissipation fins; 400 - Cooling fan; 410 - Drive assembly; 411 - Stator; 412 - Rotor; 420 - Fan body; 430 - Drive board; 500-Control Module; 600-Pressure holding module; 610-Outer shell; 620-Refrigerant bladder; 630-Air bladder; 641-Second inlet; 642-Second outlet; 650-Refrigerant inlet / outlet. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0021] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0022] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention. In addition, the terms "first," "second," "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0023] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0024] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0025] The following detailed description of some embodiments of the present invention is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0026] One embodiment of the present invention provides a hybrid-cooled aircraft motor for driving the propeller rotation of an aircraft. Figures 1 to 23 As shown, the aircraft motor provided in this embodiment includes a motor body 100, a cooling pump 200, a radiator 300, and a cooling fan 400. The motor body 100 includes a rotating shaft 130 and a stator assembly 110 and a rotor assembly 120 that cooperate with each other. The rotating shaft 130 is drivenly connected to the rotor assembly 120. In use, the rotor assembly 120 rotates relative to the stator assembly 110, thereby driving the rotating shaft 130 to rotate. The cooling pump 200, the cooling fan 400, and the radiator 300 are integrated at the lower end of the rotating shaft 130, and the upper end of the rotating shaft 130 is used for drive connection with the propeller of the aircraft. The exhaust direction of the cooling fan 400 is directed towards the radiator 300. The stator assembly 110 has a refrigerant flow channel for refrigerant flow. The refrigerant flow channel, cooling pump 200 and radiator 300 are connected. Under the action of cooling pump 200, the refrigerant with a lower temperature enters the refrigerant flow channel for heat exchange. The refrigerant with a higher temperature enters the radiator 300. Under the synergistic action of radiator 300 and cooling fan 400, the temperature of the refrigerant decreases and it returns to the refrigerant flow channel for heat exchange.

[0027] The aviation motor provided in this embodiment effectively overcomes the inherent limitations of traditional single cooling modes by integrating a liquid cooling system and an air-cooled radiator 300 into the motor body 100. Liquid cooling enables direct and efficient heat exchange with high-heat components such as the motor windings 113, significantly shortening the heat conduction path and reducing thermal resistance, thus solving the problems of insufficient air cooling capacity and long external oil cooling heat exchange paths. At the same time, by integrating an air-cooling unit to force heat dissipation of the refrigerant after heat exchange, a synergistically enhanced heat dissipation link is formed, significantly improving the overall heat dissipation efficiency and power density of the aviation motor.

[0028] In the optional implementation of this embodiment, such as Figures 1 to 3 As shown, the lower end of the rotating shaft 130 is connected to the cooling pump 200. When the rotating shaft 130 rotates, it drives the cooling pump 200, allowing the refrigerant to circulate between the refrigerant channel and the radiator 300. During operation, when the aircraft motor's speed is low, a smaller refrigerant flow rate is required; when the aircraft motor's speed is high, a larger refrigerant flow rate is required. By directly connecting the cooling pump 200 to the rotating shaft 130 of the motor assembly, the aircraft motor's speed and refrigerant flow rate can be matched. Furthermore, there is no need for an additional motor to drive the cooling pump 200, resulting in a simple structure and high integration.

[0029] In an optional embodiment of this invention, the cooling pump 200 includes a pump housing and a gear disposed within the pump housing, the gear being fitted onto the lower end of the rotating shaft 130. The direct engagement of the gear with the rotating shaft 130 ensures transmission stability and prevents gear jumps or displacement during high-speed operation.

[0030] In an optional embodiment of this invention, the gear is either a cycloidal gear or an involute gear. Cycloidal gears are characterized by smooth meshing, low noise, and uniform flow, making them suitable for aviation scenarios with high noise requirements and reducing noise pollution during motor operation. Involute gears have advantages such as high load-bearing capacity and mature manufacturing processes, adapting to high-pressure, high-flow-rate cooling circulation requirements and expanding the applicability of the cooling pump 200.

[0031] In an optional embodiment of this invention, the gear and the rotating shaft 130 are interference-fitted. The interference fit ensures backlash-free transmission between the gear and the rotating shaft 130, avoids relative slippage at high speeds, and improves transmission efficiency and reliability.

[0032] In other alternative embodiments, the gear and the shaft 130 can also be connected by a spline joint.

[0033] In an optional embodiment of this invention, the aircraft motor further includes a control module 500. The rotating shaft 130 is rotatably mounted within the stator assembly 110 via bearings, and the rotor assembly 120 is located outside the stator assembly 110. A felt seal and a labyrinth seal are provided between the stator assembly 110 and the rotor assembly 120 to improve sealing performance. The control module 500 is located within the stator assembly 110 and surrounds the rotating shaft 130. The control module 500 is electrically connected to the motor body 100 and the cooling fan 400. The control module 500 provides drive power to the motor body 100 and the cooling fan 400, and controls the operating status of the motor body 100 and the cooling fan 400.

[0034] In this embodiment, the integrated design of the control module 500 reduces the number of components, and the arrangement around the rotating shaft 130 makes full use of the internal space, improving the integration level and lightweighting of the motor. The control module 500 includes a high-voltage filter board, a support capacitor, a power module, a drive control board, and a low-voltage board; the high-voltage filter board is electrically connected to the support capacitor and is used to filter and store the input DC power; the power module is electrically connected to the support capacitor and the motor body 100 and is used to convert DC power into AC power to drive the motor; the drive control board is electrically connected to the power module and is used to control its operation; the low-voltage board is electrically connected to the cooling fan 400 and is used to control its speed according to the temperature signal.

[0035] In the optional implementation of this embodiment, such as Figure 3 , Figure 10 and Figure 11As shown, the cooling fan 400 includes a drive assembly 410, a fan body 420, a drive board 430, and a temperature monitoring element. The drive assembly 410 is connected to the fan body 420 and drives the fan body 420 to rotate. The temperature monitoring element is located at the heat sink 300 and is used to monitor the temperature information at the heat sink 300. The drive board 430 is electrically connected to the drive assembly 410 and the temperature monitoring element. The temperature information at the heat sink 300 monitored by the temperature monitoring element can be fed back to the drive board 430. The drive board 430 controls the rotation speed of the drive assembly 410 based on the temperature information at the heat sink 300 monitored by the temperature monitoring element, thereby adjusting the heat dissipation efficiency of the heat sink 300.

[0036] Optionally, the temperature monitoring element is a temperature sensor located at the heat sink 300.

[0037] In this embodiment, closed-loop control of temperature monitoring and speed regulation enables autonomous, real-time response to temperature changes in the radiator 300. This solves the problems of high energy consumption under low load and insufficient heat dissipation under high load associated with traditional fixed-speed fans, as well as the drawbacks of indirect speed regulation schemes, such as system complexity and significant delay. When the aircraft motor is under low load and the radiator 300 temperature is low, the cooling fan 400 operates at a low speed to reduce energy consumption and noise. When the aircraft motor is under high load and the radiator 300 temperature is high, the cooling fan 400 automatically increases its speed and airflow to ensure effective heat dissipation, achieving a balance between efficient heat dissipation and energy saving and noise reduction. Furthermore, it greatly simplifies the top-level architecture of the aircraft thermal management system, shortens the control response chain, and improves the real-time performance and reliability of heat dissipation regulation, providing a core guarantee for the efficient and stable operation of the aircraft motor.

[0038] In other alternative embodiments, the drive assembly 410 can also be an independently set motor, which can also achieve the purpose of driving the fan body 420 to rotate in this embodiment.

[0039] In the optional implementation of this embodiment, such as Figure 11 As shown, the aforementioned drive assembly 410 includes a stator 411 and a rotor 412. The rotor 412 is rotatably mounted on the outside of the stator 411, and the fan body 420 is connected to the outer edge of the rotor 412. The drive assembly 410 with the outer rotor 412 structure has the characteristics of low rotational inertia and fast start-up response, and can quickly follow the speed adjustment command of the drive board 430 to realize rapid switching of fan speed, thereby improving the real-time performance and accuracy of intelligent temperature control.

[0040] In an optional embodiment of this example, the cooling fan 400 is an axial fan, such as... Figure 1 and Figure 3 As shown, the heatsink 300 is positioned below the cooling fan 400. Alternatively, as... Figure 2As shown, the cooling fan 400 is a centrifugal fan, and the radiator 300 is arranged around the cooling fan 400. The axial fan implementation generates a large airflow, has low wind resistance, and high heat dissipation efficiency, making it suitable for aerospace motors with high heat dissipation requirements and sufficient installation space. It can quickly reduce the temperature of the radiator 300, ensuring the overall heat dissipation effect of the cooling system. The centrifugal fan implementation adapts to space-constrained installation scenarios. Radial airflow can flow evenly through the annular radiator 300, ensuring uniform heat dissipation, while also making the cooling system structure more compact, meeting the lightweight and compact requirements of aerospace motors. The two optional fan types enhance the adaptability and market competitiveness of the cooling fan 400, meeting the installation needs and heat dissipation requirements of different aerospace motors.

[0041] In an optional embodiment of this invention, the drive plate 430 is disposed inside the rotor 412 and above the stator 411. The mounting position of the drive plate 430 makes full use of the internal space of the cooling fan 400, making the cooling fan 400 structure more compact, smaller in size, and lighter in weight. At the same time, this position is far away from the high-speed rotation area of ​​the fan body 420 and the main air duct, reducing obstruction to airflow and reducing the direct impact of dust and moisture on the drive plate 430.

[0042] In an optional embodiment of this invention, when the cooling fan 400 is an axial fan, the cooling fan 400 is fitted close to the heat sink 300. This reduces airflow leakage, ensures that most of the airflow can flow through the heat dissipation fins 340 of the heat sink 300, improves airflow utilization efficiency, and significantly enhances the heat dissipation effect.

[0043] In the optional implementation of this embodiment, such as Figure 10 and Figure 11 As shown, the cooling fan 400 also includes a fan housing. The aforementioned drive assembly 410, fan body 420, and drive board 430 are all housed within the fan housing. The fan housing is provided with a power supply interface and a control interface, and the cooling fan 400 is electrically connected to the aforementioned control module 500 through the power supply interface and the control interface.

[0044] In the optional implementation of this embodiment, such as Figure 12 As shown, the radiator 300 includes a refrigerant inlet 310, a refrigerant outlet 320, and several refrigerant flow paths 330 arranged in parallel; one end of the refrigerant flow path 330 is connected to the refrigerant inlet 310, and the other end is connected to the refrigerant outlet 320.

[0045] Furthermore, in this embodiment, the radiator 300 also includes heat dissipation fins 340, which separate two adjacent refrigerant flow paths 330, thereby improving heat dissipation efficiency.

[0046] In an optional embodiment, the aircraft motor further includes a mechanical mounting interface, a high-voltage electrical interface, and a low-voltage signal interface. The mechanical mounting structure is used for connection to the aircraft. The high-voltage electrical interface is used for electrical connection to an external DC power supply and is also electrically connected to the input terminal of the control module 500. The low-voltage signal interface is used for control and signal communication with external devices and is also electrically connected to the signal terminal of the control module 500. The three interfaces of the aircraft motor respectively meet the mechanical fixing, power supply, and signal communication requirements of the aircraft motor and the aircraft, improving the integration flexibility and reliability of the aircraft motor and the aircraft. The scattered power lines, control lines, sensor lines, cooling pipe interfaces, etc. of the traditional motor system are simplified to a very few standard connectors with clearly defined functions. Aircraft manufacturers only need to perform simple mechanical docking and connect the high-voltage DC power supply and low-voltage signal harness to complete the installation of the entire propulsion module, which greatly simplifies the final assembly process, reduces the risk of installation errors, and allows the motor module to be replaced and maintained as a truly black-box independent unit, significantly improving the maintainability and logistical support efficiency of the aircraft.

[0047] In the optional implementation of this embodiment, such as Figures 1 to 3 and such Figure 13 and Figure 14 As shown, the hybrid cooling motor also includes a pressure holding module 600. The pressure holding module 600 is disposed between the radiator 300 and the refrigerant flow channel, and is arranged around the periphery of the cooling pump 200. The pressure holding module 600 is used to control the pressure of the refrigerant in the refrigerant flow channel and the radiator 300.

[0048] In this embodiment, the pressure-holding module 600 effectively solves the pressure fluctuation problem caused by the expansion and contraction of the refrigerant, maintaining the pressure stability of the entire cooling system, ensuring normal refrigerant circulation and heat dissipation, avoiding damage to pipes and components due to excessive pressure, or cavitation caused by excessively low pressure, thus improving the reliability and safety of the cooling system. The arrangement around the cooling pump 200 makes full use of space, resulting in a more compact motor structure, improved integration level and lightweight design, meeting the design requirements of aerospace motors.

[0049] Furthermore, such as Figure 13 and Figure 14 As shown, the pressure-holding module 600 includes a housing 610, a refrigerant bladder 620, and an air bladder 630 disposed within the housing 610. The housing 610 has an annular structure and surrounds the periphery of the cooling pump 200. Inside the housing 610, the refrigerant bladder 620 and the air bladder 630 are fitted together. The refrigerant bladder 620 is connected to a refrigerant flow channel, and the air bladder 630 is connected to an air source. Circulating refrigerant can enter the refrigerant bladder 620, and the air source can fill the air bladder 630 with gas, which can compress the refrigerant bladder 620, thereby giving the refrigerant in the refrigerant bladder 620 a preset pressure.

[0050] In this embodiment, the gas source can be a nitrogen source or other inert gas sources such as helium; the structure of the refrigerant bladder 620 being compressed by a pre-filled gas bladder 630 utilizes the passive pressure compensation oil pressure due to the compressibility of the gas to maintain stable refrigerant pressure. Its working principle is reliable and has no moving parts, effectively solving the problem of pressure fluctuation caused by the expansion and contraction of the refrigerant.

[0051] In the optional implementation of this embodiment, such as Figure 20 and Figure 21 As shown, the refrigerant flow channel is connected in series with the radiator 300, and the cooling pump 200 and the pressure holding module 600 are also connected in series. In this series configuration, the refrigerant can flow through all components along a single path, ensuring that each component can perform its intended function. Furthermore, the series configuration makes the pressure drop and flow rate of the cooling system easier to predict and control, and also simplifies piping connections.

[0052] In one embodiment where the pressure holding module 600 and the cooling pump 200 are connected in series, such as Figure 20 As shown, the refrigerant channel has a first inlet 1111 and a first outlet 1112. The pressure holding module 600 has a second inlet 641 and a second outlet 642. The radiator 300 has a refrigerant inlet 310 and a refrigerant outlet 320. The first outlet 1112 is connected to the refrigerant inlet 310. The cooling pump 200 is connected between the first outlet 1112 and the refrigerant inlet 310. The refrigerant outlet 320 is connected to the second inlet 641, and the second outlet 642 is connected to the first inlet 1111. That is, the cooling pump 200 is connected in series between the refrigerant channel and the radiator 300, and the pressure holding module 600 is connected in series between the refrigerant channel and the radiator 300. The refrigerant in the refrigerant channel enters the radiator 300 for heat exchange via the cooling pump 200, and the refrigerant after heat exchange returns to the refrigerant channel after passing through the pressure holding module 600. In this way, the high-temperature refrigerant flowing out of the refrigerant channel can be quickly pumped into the radiator 300 by the cooling pump 200, reducing the heat retention in the motor body 100. At the same time, the refrigerant cooled by the radiator 300 first enters the pressure holder for pressure stabilization and compensation, and then enters the refrigerant channel of the motor body 100, which can provide the motor body with a more stable refrigerant in terms of temperature and pressure, which is conducive to the uniform cooling of the motor body 100.

[0053] In the second embodiment, where the pressure holding module 600 and the cooling pump 200 are connected in series, such as Figure 21As shown, the refrigerant channel has a first inlet 1111 and a first outlet 1112. The pressure holding module 600 has a second inlet 641 and a second outlet 642. The radiator 300 has a refrigerant inlet 310 and a refrigerant outlet 320. The refrigerant outlet 320 is connected to the second inlet 641, the second outlet 642 is connected to the first inlet 1111, and the first outlet 1112 is connected to the refrigerant inlet 310. The cooling pump 200 is connected between the refrigerant outlet 320 and the second inlet 641. That is, the cooling pump 200 and the pressure holding module 600 are connected in series between the radiator 300 and the refrigerant channel. The refrigerant in the refrigerant channel exchanges heat with the radiator 300, and the refrigerant after heat exchange returns to the refrigerant channel via the cooling pump 200 and the pressure holding module 600. In this way, the cooling pump 200 draws in low-temperature refrigerant that has been cooled by the radiator 300, which is more favorable for the sealing and materials of the cooling pump 200 and can extend the service life of the cooling pump 200. After being pressurized by the cooling pump 200, the cryogenic refrigerant first passes through the pressure holding module 600 to stabilize its pressure before entering the motor body 100 for cooling. This cryogenic pumping method is more beneficial to the reliability of the cooling pump 200.

[0054] In the optional implementation of this embodiment, such as Figure 22 and Figure 23 As shown, the refrigerant channel and radiator 300 are connected in series. The cooling pump 200 and pressure holding module 600 are connected in parallel between the refrigerant channel and radiator 300. In this embodiment, the pressure holding module 600 is connected in parallel in the circulation loop and is connected to the main circuit through the refrigerant inlet / outlet 650 of the pressure holding module 600, absorbing or replenishing the volume change of the refrigerant in the main circuit, thereby stabilizing the main circuit pressure. The parallel implementation can reduce the impact of the pressure holding module 600 on the flow resistance of the main circuit.

[0055] In one embodiment where the pressure holding module 600 and the cooling pump 200 are connected in parallel, such as Figure 22 As shown, the pressure-holding module 600 is equipped with a refrigerant inlet / outlet 650, through which refrigerant enters the refrigerant tank 620. The refrigerant flow channel has a first inlet 1111 and a first outlet 1112. The radiator 300 includes a refrigerant inlet 310 and a refrigerant outlet 320. The first inlet 1111 is connected to the refrigerant outlet 320, and the first outlet 1112 is connected to the refrigerant inlet 310. The refrigerant inlet / outlet 650 is connected to the refrigerant outlet 320 and the first inlet 1111 via a branch pipe. The cooling pump 200 is directly connected to the first outlet 1112 and the refrigerant inlet 310, that is, the cooling pump 200 is connected to the main loop of the refrigerant circulation. The refrigerant inlet / outlet 650 of the pressure-holding module 600 is connected to the main pipe between the refrigerant outlet 320 of the radiator 300 and the first inlet 1111 of the refrigerant flow channel via a branch pipe, forming a parallel connection with the cooling pump 200.

[0056] In this embodiment, the pressure-holding module 600 can directly regulate the pressure of the refrigerant about to enter the motor body 100, ensuring that the refrigerant state entering the refrigerant flow channel of the motor body 100 is highly stable. At the same time, the cooling pump 200 independently undertakes the purpose of driving the main circulation, realizing partial decoupling control between pressure stabilization and flow drive.

[0057] In the second embodiment where the pressure holding module 600 and the cooling pump 200 are connected in parallel, such as Figure 23 As shown, the pressure holding module 600 has a refrigerant inlet / outlet 650; the refrigerant flow channel has a first inlet 1111 and a first outlet 1112, and the radiator 300 includes a refrigerant inlet 310 and a refrigerant outlet 320; the first outlet 1112 is connected to the refrigerant inlet 310, and the first inlet 1111 is connected to the refrigerant outlet 320; the cooling pump 200 is directly connected between the refrigerant outlet 320 and the first inlet 1111, and the refrigerant inlet / outlet 650 is connected between the cooling pump 200 and the first inlet 1111 through a branch pipe, thereby realizing the parallel connection with the cooling pump 200.

[0058] In this embodiment, by connecting the pressure holding module 600 between the outlet of the cooling pump 200 and the first inlet 1111 of the refrigerant channel, the pressure of the refrigerant entering the refrigerant channel can be directly controlled. The pressure adjustment can be more precise and faster, thereby ensuring the flow stability and heat exchange uniformity of the refrigerant in the refrigerant channel and improving the heat dissipation effect.

[0059] In the optional implementation of this embodiment, such as Figure 3 , Figure 7 , Figure 8 , Figure 9 , Figure 17 , Figure 18 and Figure 19As shown, the stator assembly 110 includes a stator housing 111, a core 112, a winding 113, and a sealing barrel 114. The core 112 is fixed to the stator housing 111 by a dovetail groove, the winding 113 is wound around the core 112, and the sealing barrel 114 is fitted over the core 112 and the winding 113 and fixedly connected to the stator housing 111. The refrigerant flow channel includes a first inlet 1111 and a first outlet 1112 opened on the stator housing 111, a refrigerant channel 1113 disposed in the stator housing 111, a first cavity 1114 formed between the upper end of the core 112 and the sealing barrel 114, a gap in the winding 113, a gap between the core 112 and the winding 113 and the sealing barrel 114, and a second cavity 1115 formed between the lower end of the core 112 and the sealing barrel 114. Both the first inlet 1111 and the first outlet 1112 are connected to the radiator 300. The first inlet 1111 is connected to the lower end of the refrigerant channel 1113, and the upper end of the refrigerant channel 1113 is connected to the first cavity 1114. The first cavity 1114 and the second cavity 1115 are connected through the gap in the winding 113 and the gap between the core 112, the winding 113, and the sealing barrel 114. The second cavity 1115 is connected to the first outlet 1112. In use, the refrigerant enters the refrigerant channel 1113 through the first inlet 1111. The refrigerant channel 1113 extends axially along the stator housing 111. The refrigerant enters the first cavity 1114 through the refrigerant channel 1113, and then enters the second cavity 1115 through the gap in the winding 113 and the gap between the core 112, the winding 113, and the sealing barrel 114. Finally, it is discharged from the first outlet 1112. The refrigerant flow channel is mainly used to cool the winding 113 and the power module.

[0060] Optionally, in this embodiment, multiple refrigerant channels 1113 are provided along the circumference of the stator housing 111, and each refrigerant channel 1113 extends along the axial direction of the stator housing 111. The first cavity 1114 and the second cavity 1115 are both annular cavities. Preferably, each refrigerant channel 1113 is provided with fins to increase the area for heat conduction and convection heat transfer, thereby improving the cooling effect on the winding 113 and the power module.

[0061] Optional, such as Figure 7 and Figure 8As shown, the core 112 is formed by stacking multiple silicon steel sheets. The core 112 mainly includes a yoke 1121, teeth 1122, pole shoes 1123, and a carbon fiber sheath 1124. The teeth 1122 are made of oriented silicon steel sheets because the magnetic field lines of the teeth 1122 are concentrated and parallel, and oriented silicon steel sheets have extremely high saturation magnetic flux density and low iron loss in this direction; while the yoke 1121 and pole shoes 1123 are made of non-oriented silicon steel sheets to cope with their multi-directional magnetic flux paths. In this embodiment, a combination of mechanical interlocking and interference fit is used: a groove is designed at the end of the teeth 1122, and a boss is designed at the corresponding position of the yoke 1121 and pole shoes 1123. During assembly, the bosses are pressed into the grooves to form an interference fit. To further enhance overall integrity and prevent loosening under high-speed rotation and electromagnetic forces, a carbon fiber sheath 1124 is tightly wound around the outer surface of the assembled core 112. After curing, the carbon fiber sheath 1124 provides strong radial binding force. In this embodiment, the core 112 uses high-performance oriented silicon steel in the high-flux-density teeth 1122, significantly improving the overall magnetic load capacity of the core 112 and allowing the motor to generate greater electromagnetic torque. The interference fit between the groove and the boss achieves initial positioning and foundation connection, while the external carbon fiber sheath 1124 provides redundant reinforcement and preload, ensuring the structural integrity of the core 112 under high-stress conditions and solving the connection problem of dissimilar silicon steel sheet combinations.

[0062] Optional, such as Figure 9 As shown, this embodiment uses flat copper wire windings 113 and specific winding copper busbars for phase-to-phase connection. The winding copper busbars mainly consist of U-phase copper busbars 151, V-phase copper busbars 152, W-phase copper busbars 154, and a neutral point copper busbar 153. These copper busbars are made of highly conductive copper or copper alloys and are in specific sheet or block shapes. Each copper busbar is stacked layer by layer along the axial direction of the motor body 100, isolated by an insulating film or air gap, and connected to the ends of the flat copper wire windings 113 drawn from the slots of the core 112 by welding or bolting, completing the star or delta connection of the three-phase windings 113. The entire winding copper busbar assembly exhibits a strictly axially symmetrical or centrosymmetrical structure in space. The flat copper busbar structure significantly reduces the height of the traditional round copper wire binding ends, making the motor axially more compact. The well-organized copper busbar structure, along with the ends of winding 113, is immersed in cooling oil. Its symmetrical design ensures uniform flow distribution of the cooling oil in this area, eliminating dead zones and achieving uniform and efficient heat dissipation from the heat-generating points at the ends of winding 113. The centralized copper busbar connection method avoids numerous scattered wire solderings, improving the reliability and consistency of electrical connections.

[0063] Preferably, in this embodiment, such as Figure 15 and Figure 16As shown, a flow equalization module is also provided between the first inlet 1111 and each refrigerant channel 1113. The flow equalization module is used to ensure that the refrigerant flow rate entering each refrigerant channel 1113 is uniform. The flow equalization module includes an annular flow channel and a flow equalization valve body disposed on the flow channel. The flow channel has one inlet and multiple outlets. The flow equalization valve body 160 includes a valve core 161, a spring 162, a gland 163, and a sealing ring 164. By tightening the valve core 161 near each outlet, the proportion of the flow channel cross-section occupied by the valve core 161 can be adjusted, creating a throttling effect on the oil. When all valve cores 161 are in the appropriate positions, the flow resistance and flow rate at each outlet are equal.

[0064] In the optional implementation of this embodiment, such as Figure 17 As shown, the sealed container 114 includes a first container body 1141, a second container body 1142, and an end cap 1143. The second container body 1142 is fixedly disposed at the lower end of the first container body 1141, specifically through a threaded connection and adhesive bonding. The end cap 1143 is fixedly disposed at the upper end of the first container body 1141, specifically through a threaded connection and adhesive bonding. The coefficient of thermal expansion of the first container body 1141 is less than that of the second container body 1142 and the end cap 1143. The end cap 1143 is fixedly connected to the stator housing 111, while the second container body 1142 can slide relative to the stator housing 111. A static sealing strip 142 is provided between the end cap 1143 and the stator housing 111, and a dynamic sealing strip 141 is provided between the second container body 1142 and the stator housing 111. When high-temperature refrigerant flows through the sealed container 114, a significant difference in thermal deformation will occur between the metal stator housing 111 and the first container body 1141 with its low coefficient of thermal expansion. The floating seal design allows this deformation difference to be safely released in the form of relative displacement, avoiding the damage to the seal barrel 114 or the seal ring 164 caused by the huge thermal stress generated under rigid constraints. This structure ensures that the refrigerant flow channel maintains structural integrity and reliable sealing even under extreme thermal cycling conditions, thereby guaranteeing the power of the aircraft motor.

[0065] Optionally, in this embodiment, multiple dynamic sealing strips 141 are configured, and these multiple dynamic sealing strips 141 are spaced apart along the axial direction of the stator housing 111 to improve sealing performance. The stator housing 111 is provided with a first receiving groove corresponding to the dynamic sealing strip 141, and the end cap 1143 is provided with a second receiving groove corresponding to the static sealing strip 142. The dynamic sealing strip 141 is disposed in the corresponding first receiving groove, and the static sealing strip 142 is disposed in the corresponding second receiving groove, thereby ensuring the installation stability of the dynamic sealing strip 141 and the static sealing strip 142.

[0066] In the optional implementation of this embodiment, such as Figures 4 to 6As shown, the rotor assembly 120 consists of a rotor housing 121 and magnets 122. The rotor housing 121 is typically a cup-shaped or cylindrical structure, cast or forged from lightweight, high-strength aluminum alloy, with its inner cylindrical surface used to fix the magnets 122. Multiple magnets 122 are tightly attached to the inner wall of the rotor housing 121 along the circumferential direction. The motor shaft is fixed to the center or end cover of the rotor housing 121 by means of interference fit, key connection, or welding, thereby outputting the rotational torque of the rotor 412. In this embodiment, the magnets 122 consist of three types of magnets 122 blocks: radially magnetized magnets S1221, radially magnetized magnets N1222, and obliquely magnetized magnets 1223. The magnets 122 blocks are arranged alternately and closely to form a ring. The magnetization directions of adjacent magnets 122 are at a specific angle, so that the magnetic field is maximized and directed to the air gap side (i.e., the side facing the stator 411). The magnets 122 using this array significantly enhance the magnetic flux density on the air gap side, while greatly reducing the leakage flux on the back of the rotor housing 121. This characteristic eliminates the need for magnetically conductive materials (such as silicon steel sheets) to construct the magnetic circuit in the rotor housing 121. Therefore, the rotor housing 121 can be manufactured using non-magnetically conductive materials with lower density (such as aluminum alloys), significantly reducing the weight of the rotor 412 and the entire machine while maintaining mechanical strength.

[0067] Another embodiment of this application provides an aircraft including the hybrid-cooled aircraft motor described in any of the above embodiments.

[0068] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A hybrid-cooled aircraft motor, characterized in that, include: Motor body (100), cooling pump (200), radiator (300) and cooling fan (400); The motor body (100) includes a rotating shaft (130) and a stator assembly (110) and a rotor assembly (120) that cooperate with each other; the rotating shaft (130) is connected to the rotor assembly (120) in a driving connection; The cooling pump (200), the cooling fan (400), and the radiator (300) are located at the lower end of the rotating shaft (130); the air outlet direction of the cooling fan (400) is directed toward the radiator (300); The stator assembly (110) has a refrigerant flow channel inside, the refrigerant flow channel, the cooling pump (200) and the radiator (300) are connected, and the cooling pump (200) is used to enable the refrigerant to circulate in the refrigerant flow channel and the radiator (300).

2. The hybrid-cooled aircraft motor according to claim 1, characterized in that, The lower end of the rotating shaft (130) is connected to the cooling pump (200) for transmission. The rotating shaft (130) drives the cooling pump (200) to run so that the refrigerant can circulate in the refrigerant channel and the radiator (300).

3. The hybrid-cooled aircraft motor according to claim 1, characterized in that, The cooling fan (400) is an axial fan, and the radiator (300) is disposed below the cooling fan (400); or, the cooling fan (400) is a centrifugal fan, and the radiator (300) is disposed around the cooling fan (400).

4. The hybrid-cooled aircraft motor according to claim 1, characterized in that, The hybrid-cooled aircraft motor also includes a control module (500). The rotating shaft (130) is rotatably disposed within the stator assembly (110), and the rotor assembly (120) is disposed outside the stator assembly (110); the control module (500) is disposed within the stator assembly (110) and surrounds the circumference of the rotating shaft (130); The control module (500) is electrically connected to the motor body (100) and the cooling fan (400); the control module (500) is used to provide drive power to the motor body (100) and the cooling fan (400), and to control the operating status of the motor body (100) and the cooling fan (400).

5. The hybrid-cooled aircraft motor according to claim 1, characterized in that, The hybrid-cooled aircraft motor includes a mechanical mounting interface, a high-voltage electrical interface, and a low-voltage signal interface; The mechanical mounting interface is used for connection with the aircraft; The high-voltage interface is used for electrical connection to an external DC power supply and for electrical connection to the input terminal of the control module (500); The low-voltage signal interface is used for control and signal communication with external devices and is electrically connected to the signal terminal of the control module (500).

6. The hybrid-cooled aircraft motor according to claim 1 or 3, characterized in that, The hybrid cooling aircraft motor also includes a pressure holding module (600). The pressure holding module (600) is disposed between the radiator (300) and the refrigerant channel, and surrounds the periphery of the cooling pump (200). The pressure holding module (600) is used to control the pressure of the refrigerant.

7. The hybrid-cooled aircraft motor according to claim 6, characterized in that, The pressure holding module (600) includes a housing (610), a refrigerant bladder (620) disposed within the housing (610), and an air bladder (630); the housing (610) surrounds the periphery of the cooling pump (200); The refrigerant bladder (620) is connected to the refrigerant flow channel, and the air bladder (630) is connected to the air source. By filling the air bladder (630) with gas through the air source, the refrigerant bladder (620) can be squeezed so that the refrigerant in the refrigerant bladder (620) has a preset pressure.

8. The hybrid-cooled aircraft motor according to claim 1, characterized in that, The stator assembly (110) includes a stator housing (111), an iron core (112), a winding (113), and a sealing barrel (114). The iron core (112) is fixedly fitted onto the stator shell (111), the winding (113) is wound around the iron core (112), and the sealing barrel (114) is fitted onto the iron core (112) and the winding (113) and fixedly connected to the stator shell (111). The refrigerant flow channel includes a first inlet (1111) and a first outlet (1112) opened on the stator housing (111), a refrigerant channel (1113) disposed in the stator housing (111), a first cavity (1114) formed between the upper end of the core (112) and the sealing barrel (114), the gap of the winding (113), the gap between the core (112) and the winding (113) and the sealing barrel (114), and a second cavity (1115) formed between the lower end of the core (112) and the sealing barrel (114). The first inlet (1111) and the first outlet (1112) are both connected to the radiator (300); the first inlet (1111) is connected to the lower end of the refrigerant channel (1113), the upper end of the refrigerant channel (1113) is connected to the first cavity (1114), the first cavity (1114) and the second cavity (1115) are connected through the gap of the winding (113) and the gap between the core (112) and the winding (113) and the sealing barrel (114), and the second cavity (1115) is connected to the first outlet (1112).

9. The hybrid-cooled aircraft motor according to claim 8, characterized in that, The sealed barrel (114) includes a first barrel body (1141), a second barrel body (1142), and a cap (1143). The second barrel (1142) is fixedly disposed at the lower end of the first barrel (1141), and the end cap (1143) is fixedly disposed at the upper end of the first barrel (1141). The coefficient of thermal expansion of the first barrel (1141) is less than that of the second barrel (1142) and the end cap (1143). The end cap (1143) is fixedly connected to the stator shell (111), and the second barrel (1142) and the stator shell (111) can slide relative to each other. A static sealing strip (142) is provided between the end cap (1143) and the stator shell (111), and a dynamic sealing strip (141) is provided between the second barrel (1142) and the stator shell (111).

10. An aircraft, characterized in that, Including the hybrid-cooled aircraft motor as described in any one of claims 1 to 9.

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