Electric motor, power plant and aircraft

Abstract

The application relates to an electric motor, a power device and an aircraft, and belongs to the technical field of aircraft power equipment, wherein the electric motor comprises a power motor and a liquid cooling flow path arranged in the power motor, and comprises a stator support; a heat dissipation system comprising a fan, a radiator and a heat dissipation motor, the outlet of the radiator is connected with the inlet of the liquid cooling flow path, the inlet of the radiator is connected with the outlet of the liquid cooling flow path, and the fan is used for cooling the radiator and / or the power motor; a motor rear cover is fixedly connected with the stator support; two direct current converters are both installed on the motor rear cover and are electrically connected with the heat dissipation motor. The direct current converters convert high-voltage direct current connected with the electric motor into low-voltage direct current that can be used by the heat dissipation motor, that is, the power demand of the heat dissipation motor is met. The redundant design of the two direct current converters can still supply low-voltage power to the heat dissipation motor when one low-voltage power supply fails, and can provide sufficient fault response time for the whole power supply system.

Description

[0001] This application is a divisional application of application number 202511988576.8, filed on December 26, 2025, entitled "Electric Engine, Power Unit and Aircraft". Technical Field

[0002] This application relates to the field of aircraft power equipment technology, and in particular to an electric engine, power unit and aircraft. Background Technology

[0003] 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.

[0004] 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. Currently, the power motor is cooled by a cooling system within the electric motor. However, the power components, such as the cooling motor, are primarily powered by a separate low-voltage power network for the aircraft. This requires a dedicated connection to the low-voltage network, necessitating additional low-voltage connectors and cables, further complicating the entire electric motor system. Summary of the Invention

[0005] The main objective of this application is to provide an electric motor, power unit, and aircraft to solve the technical problem that the electric motor is more complex due to the need for a separate low-voltage power supply network to power the cooling motor.

[0006] To achieve the above objectives, this application provides an electric motor, comprising: Power motor, including stator support; A cooling system, at least for cooling a power motor, the cooling system including a cooling motor; The motor rear cover is fixedly connected to the stator bracket; A DC-DC converter is installed on the rear cover of the motor and is connected to at least the cooling motor to supply low-voltage power to the cooling motor; A cover is installed on the side of the motor rear cover opposite to the power motor; The DC-DC converter is located within the space enclosed by the motor rear cover and the cover.

[0007] In one embodiment, the cover and the motor rear cover are fixedly connected as a single piece; or, the cover and the motor rear cover are separate pieces arranged separately.

[0008] In one embodiment, the cover and / or the motor rear cover is a shielding cover for shielding electromagnetic fields.

[0009] In one embodiment, the power motor is provided with a liquid cooling flow path, and the heat dissipation system further includes a fan, a radiator and the heat dissipation motor. The heat dissipation motor is drivenly connected to the fan. The outlet of the radiator is connected to the inlet of the liquid cooling flow path, and the inlet of the radiator is connected to the outlet of the liquid cooling flow path. The fan is used to cool the radiator and / or the power motor, and the DC-DC converter is electrically connected to the heat dissipation motor.

[0010] In one embodiment, a cooling flow path is provided inside the motor rear cover, and the outlet of the radiator is connected to the inlet of the liquid cooling flow path through the cooling flow path, the cooling flow path being used to cool the DC converter.

[0011] In one embodiment, the heat dissipation system further includes a fluid pump, the radiator being connected to the cooling flow path via the fluid pump, and there are two DC-DC converters located radially along the rear cover of the motor, with the fluid pump positioned between the two DC-DC converters.

[0012] In one embodiment, the cooling motor is configured as the pump motor of the fluid pump, and the two DC-DC converters are distributed on the outer periphery of the cooling motor and are both electrically connected to the cooling motor.

[0013] In one embodiment, there are two DC-DC converters, the cooling flow path includes two cooling channels arranged in parallel, there are two liquid cooling flow paths, the two cooling channels correspond one-to-one with the two liquid cooling flow paths and are connected, and each cooling channel is correspondingly set to one DC-DC converter for cooling the corresponding DC-DC converter.

[0014] In one embodiment, both cooling channels include a cooling area, and the side of the motor rear cover facing away from the power motor is defined as a wall panel. Each wall panel has a mounting position for installing the DC-DC converter at a position corresponding to the cooling area. A heat sink is provided in the cooling area, and the heat sink is located on the flow path of the fluid in the cooling area.

[0015] In one embodiment, the cooling motor is arranged at or near the center of the motor rear cover, and the cooling motor is located between the two cooling zones.

[0016] In one embodiment, the radiator is located on the side of the cover away from the power motor, and the radiator is connected to the cover via a bracket; There are at least two brackets, and the at least two brackets are arranged at circumferential intervals along the cooling motor, with the fan located within the space enclosed by each bracket.

[0017] In one embodiment, the electric motor further includes a controller, the controller including a heat dissipation power device, the DC-DC converter being electrically connected to the heat dissipation power device to supply power to the heat dissipation power device, and being electrically connected to the heat dissipation motor through the heat dissipation power device, the heat dissipation power device being used to convert DC power into AC power used by the heat dissipation motor.

[0018] In one embodiment, the heat dissipation system further includes a fluid channel, through which the cooling flow path is connected to the liquid cooling flow path. The fluid channel is correspondingly arranged with the heat dissipation power device for cooling the heat dissipation power device.

[0019] In one embodiment, along the axial direction of the power motor, the motor rear cover is located between the power motor and the cooling motor; the controller is located within the space enclosed between the motor rear cover and the stator support. There are two DC converters and two controllers. Each controller includes a control component. Both control components are electrically connected to the power motor. Each DC converter corresponds to and is electrically connected to one of the two control components to supply power to the two control components.

[0020] In addition, this application also provides a power device, including a power distribution device, an electric motor and a propeller. The electric motor is the electric motor described in any of the above embodiments, and the electric motor is driven and connected to the propeller. The motor rear cover is located on the side of the power motor away from the propeller. The high-voltage output terminal of the power distribution device is electrically connected to the DC converter. The DC converter is used to receive high-voltage DC power and output low-voltage DC power.

[0021] In addition, this application also provides an aircraft, including an aircraft body and the aforementioned power unit, wherein the power unit is disposed on the aircraft body; Alternatively, the aircraft may include an aircraft body and an electric motor as described in any embodiment, wherein the electric motor is located on the aircraft body.

[0022] In one embodiment, the aircraft is an electric vertical takeoff and landing (EVTOL) aircraft.

[0023] One or more technical solutions proposed in this application have at least the following technical effects: The DC-DC converter installed on the rear cover of the motor in this application can convert the high-voltage DC power supplied to the electric motor into low-voltage DC power usable by the cooling motor, thus meeting the power requirements of the cooling motor without the need for multiple additional low-voltage connectors and connecting cables. This simplifies the structure of the electric motor and reduces its weight, even to aircraft-grade levels, achieving the requirements of lightweight electric motor design. It avoids the technical problems of complex structure, insufficient space, and heavy weight associated with the additional configuration of multiple low-voltage power distribution devices. Simultaneously, coolant enters the cooling path to dissipate heat from the cooling motor. The cooling path utilizes the electric motor's cooling system, eliminating the need for additional cooling systems and piping, achieving the goal of lightweight electric motor design and allowing for a more compact overall structure. The redundant design of the two DC-DC converters ensures that if one low-voltage power supply fails, the other can still supply low-voltage power to the cooling motor, providing sufficient fault response time for the entire power supply system. Attached Figure Description

[0024] 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.

[0025] Figure 1 This is a schematic structural block diagram of an electric motor according to an embodiment of this application; Figure 2 This is a cross-sectional schematic diagram of the electric motor portion structure according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a motor rear cover after a DC converter and a fluid pump are installed, according to an embodiment of this application. Figure 4 for Figure 3 A cross-sectional view of the rear cover of the motor. Figure 5 This is a schematic exploded view of the structure of an electric motor component according to an embodiment of this application; Figure 6 This is a schematic diagram of a DC-DC converter mounted on the rear cover of a motor according to an embodiment of this application. Figure 7 This is a schematic structural block diagram of an electric motor according to another embodiment of this application; Figure 8 This is a structural schematic diagram of an aircraft according to one or more embodiments.

[0026] Reference numerals: 100, electric motor; 1, power motor; 10, stator support; 11, liquid cooling flow path; 2, heat dissipation system; 20, cooling motor; 211, fluid channel; 211a, first fluid channel; 211b, second fluid channel; 22, fan; 23, cooling flow path; 231, cooling channel; 2310, first channel surface; 2311, liquid inlet channel; 2312, cooling area; 2313, liquid outlet channel; 231a, first cooling channel; 231b, second cooling channel; 2311a, first liquid inlet channel; 2312a, first cooling area; 2313a, first liquid outlet channel; 2311b, second liquid inlet channel; 2312b, second cooling area; 2313b, second liquid outlet channel; 2324, liquid inlet; 2326, side wall plate; 2327, first cooling channel; 232 8. Second cooling channel; 24. Radiator; 241. Bracket; 25. Fluid pump; 26. First return channel; 27. Second return channel; 30. Second drive board; 31. DC-DC converter; 31a. First DC-DC converter; 31b. Second DC-DC converter; 32. First drive board; 33. Controller; 33a. First controller; 33b. Second controller; 330. Control assembly; 330a. First control assembly; 330b. Second control assembly; 331. Heat dissipation power device; 331a. First heat dissipation power device; 331b. Second heat dissipation power device; 4. Heat dissipation fin assembly; 41. Heat dissipation fin; 41a. First heat dissipation fin; 41b. Second heat dissipation fin; 42. Gap; 5. Motor rear cover; 51. Wall panel surface; 6. Cover; 7. Electric propulsion system; 71. Propeller; 8. Aircraft body. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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 be at an angle to the axial direction.

[0032] 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.

[0033] like Figure 8As shown, this application provides an aircraft that can be an electric vertical take-off and landing (eVTOL) aircraft, or other types of aircraft.

[0034] Please continue to refer to this. Figure 8 The aircraft provided in this embodiment includes an aircraft body 8, and a power unit is located on the aircraft body 8. The aircraft body 8 can be a fuselage, wings connected to both sides of the fuselage, or a tail fin connected to the rear of the fuselage. The power unit provides power to the aircraft. Specifically, the power unit includes electrical distribution equipment, an electric motor 100, and a propeller 71. Figure 1 and Figure 8 As shown, the electric motor 100 is driven and connected to the propeller 71. The electric motor 100 is located on the main body 8 of the aircraft. The propeller 71 includes a hub and blades disposed on the outer peripheral wall of the hub. The rotor of the electric motor 100 is driven and connected to the hub to drive the propeller 71 to rotate, thereby generating lift and thrust for the aircraft, and thus 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 8 Limited by this, the attitude of the electric propulsion system 7 is also not limited by Figure 8 Limited to.

[0035] When the electric motor 100 operates at high power, for extended periods, or when the ambient temperature rises, 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 a decline in their performance. The current design uses a cooling system 2 within the electric motor 100 to cool the power motor 1. However, the power components, such as the cooling motor 20 within the cooling system 2, are primarily powered by the aircraft's low-voltage power supply network. This requires a separate connection to the low-voltage power supply network, which necessitates additional low-voltage connectors and cables, further complicating the overall design of the electric motor 100.

[0036] Therefore, such as Figures 1-3 and Figure 5As shown, this application installs a DC-DC converter 31 on the side of the motor rear cover 5 away from the power motor 1. The power distribution equipment includes a power battery, and the DC-DC converter 31 is electrically connected to the power distribution equipment to receive high-voltage DC power from it. In other words, the DC-DC converter 31 converts the high-voltage DC power supplied to the electric motor 100 into low-voltage DC power usable by the cooling motor 20, thus meeting the power requirements of low-voltage electrical components (such as cooling motors, cooling power devices, etc.) and saving layout space. This avoids the technical problems of complex structure, insufficient space, and heavy weight of the electric motor 100 and even the aircraft-level power distribution system, which would require additional low-voltage connectors and connecting cables. Furthermore, the installation space for current electric motors is limited. Therefore, to meet weight and layout space requirements, current electric vertical takeoff and landing aircraft typically require designs that are small and compact while ensuring performance.

[0037] like Figures 1-3 and Figure 7 As shown, this application provides an electric motor 100, which includes a power motor 1, a cooling system 2, a motor rear cover 5, and two DC-DC converters 31. The power motor 1 includes a stator bracket 10 and a liquid cooling flow path 11 is provided within it. The cooling system 2 is used at least to cool the power motor 1, and includes a radiator 24, a fan 22, and a cooling motor 20 drivenly connected to the fan 22.

[0038] Specifically, such as Figure 1 As shown, the motor rear cover 5 is fixedly connected to the stator bracket 10 and is located on the side of the power motor 1 opposite to the propeller 71. Axially, the motor rear cover 5 is located between the power motor 1 and the cooling motor 20, and the fan 22 is located between the radiator 24 and the motor rear cover 5, serving to cool the radiator 24 and / or the power motor 1. In the illustrative embodiment, the motor rear cover 5 is located below the power motor 1.

[0039] like Figure 1 and Figure 2As shown, both DC-DC converters 31 are located on the rear cover 5 of the motor and are electrically connected to the cooling motor 20. It can be understood that the DC-DC converter 31 is a DC-to-DC converter (DCDC), which converts the high-voltage DC power supplied to the electric motor 100 into low-voltage DC power usable by the cooling motor 20. This satisfies the power requirements of the cooling motor 20 without the need for multiple low-voltage connectors and cables, thus simplifying the structure of the electric motor and reducing its weight, even to aircraft-level specifications, to meet the requirements of lightweight electric motor design. This avoids the technical problems of complex structure, insufficient space, and heavy weight associated with the need for multiple low-voltage power distribution devices in the electric motor 100. Furthermore, the two DC-DC converters 31 provide low-voltage DC power to the cooling motor 20, enabling the cooling motor 20 to operate with higher power.

[0040] 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.

[0041] In addition, the redundant design of the two DC converters 31 ensures that if one low-voltage power supply fails, the other can still supply low-voltage power to the cooling motor 20. This not only ensures the normal operation of the electric motor 100, but also provides sufficient fault response time for the entire DC converter 31.

[0042] like Figures 1-3 As shown in the embodiments of this application, each DC-DC converter 31 integrates a first driving board 32, which is electrically connected to the cooling motor 20 to drive the cooling motor 20. See details below. Figure 2 As shown, the DC-DC converter 31 is integrated with the first drive board 32, eliminating the need for redundant housings and brackets 241 required when the first drive board 32 is arranged separately. This reduces the space occupied by the additional first drive board 32 and the weight of the electric motor 100. Furthermore, the dual first drive board 32 design ensures that if one first drive board 32 fails, the other first drive board 32 can still function normally to cool the motor 20, thus guaranteeing the normal operation of the electric motor.

[0043] Specifically, such as Figure 1 and Figure 2As shown, the side of the motor rear cover 5 facing away from the power motor 1 is defined as the wall panel 51. The DC-DC converter 31 is attached to the wall panel 51 of the motor rear cover 5, and the first drive plate 32 is located on the side of the DC-DC converter 31 facing away from the wall panel 51. In this way, the motor rear cover 5 separates the power motor 1 from the DC-DC converter 31, which to some extent prevents the heat generated by the DC-DC converter 31 and the first drive plate 32 from being transferred to the power motor 1, avoiding thermal interference between the power motor 1 and the DC-DC converter 31, and helping to ensure the performance and lifespan of the power motor 1.

[0044] When the electric motor 100 operates at high power, for extended periods, or when the ambient temperature rises, the DC-DC converter 31 and the first drive board 32 generate a large amount of heat. As this heat accumulates, the excessively high temperature can damage the corresponding components and cause a decrease in their performance. Normally, this heat can be dissipated by air cooling through the fan 22. However, when the fan 22 fails, the system can only rely on natural air exchange for heat, which results in poor heat dissipation.

[0045] Therefore, such as Figure 1 , Figure 3 and Figure 4 As shown, the electric motor 100 includes a cooling flow path 23 through which coolant flows, and the cooling flow path 23 is used to cool two DC-DC converters 31. It can be understood that when the coolant flows through the cooling flow path 23, it can carry away the heat of the DC-DC converters 31, thereby cooling the DC-DC converters 31. Moreover, the heat transfer path between the coolant and the heat source is very short, the thermal resistance is low, and the heat dissipation efficiency is high, which can improve the cooling capacity of the DC-DC converters 31.

[0046] In order to deliver coolant to the cooling flow path 23, additional coolant delivery pipes are required, which will increase the space occupied inside the electric motor 100. Furthermore, the arrangement of additional pipes increases the weight of the electric motor 100, which cannot meet the requirements of the lightweight design of the electric motor 100.

[0047] Therefore, such as Figure 1 , Figure 2 and Figure 7 As shown, the outlet of the radiator 24 is connected to the inlet of the liquid cooling flow path 11 through the cooling flow path 23, and the outlet of the liquid cooling flow path 11 is connected to the inlet of the radiator 24.

[0048] Understandably, the coolant flowing out of radiator 24 enters cooling flow path 23 to dissipate heat from the DC-DC converter 31, and the coolant flowing out of cooling flow path 23 returns to radiator 24 via liquid cooling flow path 11. In other words, cooling flow path 23 utilizes the cooling system 2 of the electric motor 100, eliminating the need for a new cooling system 2 and piping, thus achieving the goal of lightweight design for the electric motor 100 and making the overall structure of the electric motor 100 more compact. Furthermore, when the coolant flowing out of radiator 24 enters cooling flow path 23, it can carry away the heat from the DC-DC converter 31, preventing the DC-DC converter 31 from continuously overheating.

[0049] Furthermore, such as Figure 1 , Figure 2 , Figure 4 and Figure 6 As shown, the cooling flow path 23 is located inside the motor rear cover 5. The side of the motor rear cover 5 facing away from the power motor 1 is defined as the wall panel 51. The two DC-DC converters 31 are located on the wall panel 51, and the cooling flow path 23 is located inside the motor rear cover 5. In this way, the cooling flow path 23 is integrated into the motor rear cover 5, which can replace the traditional independent heat dissipation device, reducing space occupation and reducing the weight of the electric motor 100.

[0050] Specifically, such as Figure 3 , Figure 4 and Figure 6 As shown, the two DC-DC converters 31 are a first DC-DC converter 31a and a second DC-DC converter 31b, respectively. The cooling flow path 23 includes two cooling channels 231 arranged in parallel. One cooling channel 231 is used to cool the first DC-DC converter 31a, and the other cooling channel 231 is used to cool the second DC-DC converter 31b.

[0051] It is understandable that the cooling channels 231 are arranged in parallel, so that they can independently cool the corresponding DC converters 31. When a single cooling channel 231 fails, the other cooling channel 231 can still work, ensuring heat dissipation performance while providing sufficient fault response time for the entire equipment.

[0052] In one embodiment, the DC-DC converter 31 can be cooled via the cooling channel 231. However, the heat exchange between the coolant and the wall of the cooling channel 231 relies mainly 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 surface area of ​​the radiator 24 can be used to meet stringent heat dissipation requirements. However, this directly leads to an increase in the power consumption of the cooling system 2, thereby reducing the overall energy efficiency of the aircraft. Furthermore, a higher flow rate also means greater fluid noise and vibration, which adversely affects the comfort and reliability of the aircraft.

[0053] Therefore, such as Figure 3 , Figure 4 and Figure 7 As shown, both cooling channels 231 include cooling regions 2312, and heat dissipation components are disposed within the cooling regions 2312. The two cooling regions 2312 are a first cooling region 2312a and a second cooling region 2312b, respectively. One cooling region 2312 (such as the first cooling region 2312a) is arranged corresponding to the first DC-DC converter 31a on its corresponding side, and the other cooling region 2312 (such as the second cooling region 2312b) is arranged corresponding to the second DC-DC converter 31b on its corresponding side.

[0054] In this way, when the coolant flows within the two cooling channels 231, the heat dissipation components obstruct the flow of coolant on their respective sides, increasing the residence time of the coolant at the corresponding DC-DC converter 31, thus prolonging the heat exchange time and carrying away more heat from the DC-DC converter 31, thereby improving the cooling effect on the DC-DC converter 31. Thus, without increasing the coolant flow rate, the required heat dissipation efficiency can be achieved while ensuring the comfort of the aircraft.

[0055] Schematic illustration: The heat sink can be a heat dissipation cavity, such as to improve the cooling efficiency of the DC-DC converter 31. Other forms of heat sinks can also be used. Specifically, each cooling region 2312 has a first flow channel surface 2310 and a second flow channel surface (not shown). The first flow channel surface 2310 is the back side of the wall panel 51, and the second flow channel surface is arranged opposite to the first flow channel surface 2310, with the second flow channel surface located on the side closer to the power motor 1. The heat sink is mounted on the first flow channel surface 2310 or the second flow channel surface. This embodiment uses the example of the heat sink being mounted on the first flow channel surface 2310 for illustration.

[0056] Schematic illustration: The heat sink can be a flow guide rib, which can be curved, wavy, forked, or tree-shaped, etc. In this embodiment, for example... Figure 4 As shown, the heat sink is a heat sink fin assembly 4, which includes at least two heat sink fins 41. The at least two heat sink fins 41 are arranged at intervals along the width direction of their corresponding side cooling area 2312, that is, a gap 42 is formed between two adjacent heat sink fins 41.

[0057] Thus, the coolant entering the cooling channel 231 is blocked by the heat dissipation fins 41 and then flows into the gap 42, extending the flow path of the coolant and improving the heat transfer efficiency between the coolant and the corresponding DC-DC converter 31. This results in more thorough heat exchange and consequently improves the cooling efficiency of the DC-DC converter 31. Furthermore, the heat dissipation fins 41 in the heat dissipation fin assembly 4 are arranged at intervals along the width direction of the cooling region 2312, which to some extent improves the heat exchange efficiency in the width direction of the cooling region 2312. It should be noted that the width direction of the cooling region 2312 is... Figure 4In direction A, the length direction of cooling region 2312 is... Figure 4 Direction B in the middle.

[0058] Specifically, each cooling zone 2312 contains at least two sets of heat dissipation fins 4. These at least two sets of heat dissipation fins 4 are arranged at intervals along the length direction (direction B) of their corresponding cooling zone 2312, and a first cooling channel 2327 for coolant passage is formed at the intervals. That is, a first cooling channel 2327 is formed between the two sets of heat dissipation fins 4. See details... Figure 4 In other words, there are at least two sets of heat dissipation fins 4 in the first cooling region 2312a, and the at least two sets of heat dissipation fins 4 are arranged at intervals along the length of the first cooling region 2312a. There are also at least two sets of heat dissipation fins 4 in the second cooling region 2312b, and the at least two sets of heat dissipation fins 4 are arranged at intervals along the length of the second cooling region 2312b.

[0059] Here, increasing the number of gaps 42 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 31. 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 31. Furthermore, it extends the residence time of the coolant in the corresponding cooling area 2312 and the heat transfer efficiency between the coolant and the corresponding DC-DC converter 31, allowing the heat generated by the DC-DC converter 31 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 31. Illustratively, the heat dissipation fin group 4 can have 2 to 4 groups, or even more than 4 groups.

[0060] like Figure 4 As shown, the two sidewalls of the cooling region 2312, 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 cooling channel 2328 formed between it and its corresponding heat dissipation fin group 4. In this embodiment, a second cooling channel 2328 is formed between both sidewall plates 2326 and their corresponding heat dissipation fin groups 4; that is, each cooling region 2312 corresponds to two second cooling channels 2328.

[0061] Taking the first cooling channel 231a as an example, the heat dissipation fin group 4 in the first cooling channel 231a is the first heat dissipation fin group, and the second cooling channel 2328 is formed between the two side wall plates 2326 of the first cooling channel 231a and the first heat dissipation fin group.

[0062] like Figure 4As shown, the coolant entering the cooling channel 231 is split. A portion of the coolant can flow along the second cooling channel 2328, while the other portion enters the gap 42 between two adjacent heat dissipation fins 41. The flow direction of the coolant is shown in the figure. Figure 4 The direction indicated by the dashed arrow. This inevitably increases the total cross-sectional area of ​​the coolant entering the cooling channel 231, as well as the overall flow path of the coolant and the heat exchange time with the DC-DC converter 31, thus improving the heat transfer efficiency of the coolant and consequently the cooling efficiency of the DC-DC converter 31. Furthermore, the gap 42 and the second cooling channel 2328 increase redundancy. When the gap 42 is blocked, the fluid will automatically flow to the second cooling channel 2328, which has lower resistance, allowing the entire cooling channel 231 to continue operating. Similarly, when the second cooling channel 2328 is blocked, the fluid will automatically flow to the gap 42, which has lower resistance, allowing the entire cooling channel 231 to continue operating.

[0063] It should be noted that the second cooling channel 2328 is connected to the first cooling channel 2327 on its corresponding side, which further extends the flow path of the coolant in the cooling channel 231.

[0064] In each cooling zone 2312, the heat dissipation fins 41 in one set of heat dissipation fins 4 are staggered or interleaved with the heat dissipation fins 41 in another adjacent set of heat dissipation fins 4. For example... Figure 4 As shown, taking two adjacent heat dissipation fin groups 4 of the first cooling channel 231a as an example: In one of the two adjacent heat dissipation fin groups 4, the heat dissipation fin 41 of one group is the first heat dissipation fin 41a, and the heat dissipation fin 41 of the other group of heat dissipation fin groups 4 is the second heat dissipation fin 41b. Then, the first heat dissipation fin 41a and the second heat dissipation fin 41b are arranged in a staggered or interleaved manner.

[0065] This configuration will add multiple branches within each cooling channel 231. 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 41. This causes strong disturbance and mixing of the coolant, effectively breaking the thermal boundary layer within the entire cooling channel 231, thereby avoiding the accumulation of heat and making the temperature of all heat dissipation fins 41 more uniform, ensuring the heat dissipation efficiency of the DC converter 31.

[0066] It should be noted that protrusions and recesses can also be provided on the heat dissipation fins 41 to further increase the contact area with the coolant, thereby improving the cooling capacity of the DC converter 31.

[0067] To ensure that the coolant flows quickly and reliably from the radiator 24 into the two cooling channels 231, such as Figure 3 and Figure 7 As shown, the heat dissipation system 2 also includes a fluid pump 25. The radiator 24 is connected to two cooling channels 231 respectively through the fluid pump 25. The fluid pump 25 is used to transport the fluid in the radiator 24 to the cooling channels 231.

[0068] like Figure 1 , Figure 3 and Figure 7 As shown, along the radial direction of the power motor 1 (i.e., the motor rear cover 5), the fluid pump 25 is located between the first DC-DC converter 31a and the second DC-DC converter 31b. The fluid pump 25 makes full use of the space between the first DC-DC converter 31a and the second DC-DC converter 31b, resulting in a more compact layout.

[0069] It should be noted that, as Figure 4 As shown, along the flow direction of the coolant within the cooling channel 231, the cooling channel 231 sequentially includes an inlet channel 2311, a cooling region 2312, and an outlet channel 2313. The inlet channel 2311 of the first cooling channel 231a is the first inlet channel 2311a, the cooling region 2312 is the first cooling region 2312a, and the outlet channel 2313 is the first outlet channel 2313a. The inlet channel 2311 of the second cooling channel 231b is the second inlet channel 2311b, the cooling region 2312 is the second cooling region 2312b, and the outlet channel 2313 is the second outlet channel 2313b. In other words, the first liquid inlet channel 2311a is connected to the first liquid outlet channel 2313a through the first cooling region 2312a, and the second liquid inlet channel 2311b is connected to the second liquid outlet channel 2313b through the second cooling region 2312b.

[0070] It should be noted that, taking the first cooling channel 231a as an example, the boundary line between the first liquid inlet channel 2311a and the first cooling region 2312a is located on the side of the first DC converter 31a away from the first liquid outlet channel 2313a, and the boundary line between the first cooling region 2312a and the first liquid outlet channel 2313a is located on the side of the first DC converter 31a away from the first liquid inlet channel 2311a.

[0071] Schematic, the two cooling channels 231 are basically S-shaped (not shown). In this embodiment, each cooling channel 231 is C-shaped, including but not limited to a standard C-shape. The openings of the two C-shaped cooling channels 231 are arranged opposite to each other and enclose a receiving space, within which the fluid pump 25 is located. Specifically, the first cooling region 2312a and the second cooling region 2312b are arranged at intervals relative to each other. The first liquid inlet channel 2311a and the second liquid inlet channel 2311b are both located between the first cooling region 2312a and the second cooling region 2312b, and are respectively connected to the fluid pump 25. In other words, the first liquid inlet channel 2311a extends toward the second cooling region 2312b, while the second liquid inlet channel 2311b extends toward the first cooling region 2312a.

[0072] like Figure 3 , Figure 4 and Figure 6 As shown, along the length of the cooling region 2312, i.e., in direction B, the inlet 2324 of the first liquid inlet channel 2311a and the inlet 2324 of the second liquid inlet channel 2311b are both located between the first liquid outlet channel 2313a and the second liquid outlet channel 2313b. That is, portions of both the first liquid inlet channel 2311a and the second liquid inlet channel 2311b are located between the first liquid outlet channel 2313a and the second liquid outlet channel 2313b. Therefore, the first liquid outlet channel 2313a extends towards the second cooling channel 231b, and the second liquid outlet channel 2313b extends towards the first cooling channel 231a, with the first and second liquid outlet channels 2313a and 2313b arranged in a staggered manner. It should be noted that... Figure 4 The inlet 2324 of the first liquid inlet channel 2311a and the inlet 2324 of the second liquid inlet channel 2311b are hidden and not shown.

[0073] Specifically, such as Figure 3 , Figure 4 and Figure 6 As shown, since the two outlets of the fluid pump 25 are connected to the two inlets 2324 respectively, the fluid pump 25 must be located between the first cooling region 2312a and the second cooling region 2312b. In this way, the space between the first cooling channel 231a and the second cooling channel 231b can be fully utilized, making the layout of the cooling channel 231 and the fluid pump 25 more compact. This compact design significantly reduces the space occupied by the electric motor, leaving more usable space for other functional modules.

[0074] Combination Figures 2-4The fluid pump 25 is located between the first cooling region 2312a and the second cooling region 2312b. This not only shortens the length of the connecting pipe between the outlet of the fluid pump 25 and the first cooling channel 231a and the second cooling channel 231b, but also ensures that the connection path between the outlet of the fluid pump 25 and the first cooling channel 231a and the second cooling channel 231b is basically consistent. This ensures that the parallel-arranged first cooling channel 231a and the second cooling channel 231b obtain approximately equal cooling flow rates, so as to provide similar static pressure for the first cooling channel 231a and the second cooling channel 231b. To avoid a situation where the connection path between the outlet of the fluid pump 25 and the first cooling channel 231a is long while the connection path with the second cooling channel 231b is short, otherwise, the first cooling channel 231a with a short connection path and low flow resistance will "steal" most of the flow; while the flow of the second cooling channel 231b with a long connection path and high flow resistance will be insufficient, failing to meet the cooling requirements of the heat-generating components in the second cooling channel 231b corresponding to the longer connection path.

[0075] In particular, such as Figure 1 and Figure 2 As shown, the cooling motor 20 is attached to the side of the motor rear cover 5 away from the propeller 71, near the center. Since the cooling motor 20 is relatively heavy, placing it 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.

[0076] It should be noted that the fluid pump 25 can be a dual-pump design or a dual-pump head cooling pump, as long as it can deliver the coolant to the two cooling channels 231 respectively. This embodiment will not elaborate further.

[0077] To be located close to the central fluid pump 25, the cooling motor 20 is configured as the pump motor for the fluid pump 25. Therefore, the cooling motor 20 is situated between the first cooling region 2312a and the second cooling region 2312b. In this embodiment, by using a single cooling motor 20 to simultaneously drive both the fan 22 and the pump rotor of the fluid pump 25, the number of drive motors can be reduced, thereby reducing the number of control modules and wiring associated with the drive motors. This results in a reduction in the size and weight of the electric motor 100, achieving the lightweight design requirements of the electric motor 100.

[0078] And, as Figure 1 , Figure 2 and Figure 3 As shown, the DC converter 31 can be flat, and the two DC converters 31 are distributed on the outer periphery of the cooling motor 20, which realizes the utilization of the space around the cooling motor 20, and helps to reduce the size and weight of the entire electric motor 100.

[0079] In addition, such as Figures 2-4 As shown, the fluid pump 25 is positioned between the first cooling region 2312a and the second cooling region 2312b. Similarly, the cooling motor 20 is also located between these two regions. This compact, integrated design physically surrounds the cooling motor 20 with the first cooling channels 231a and 231b. During operation, the coolant flowing through these channels not only removes heat from the DC-DC converter 31, but its low-temperature fluid and the connected heat sink also indirectly provide a relatively low-temperature environment for the cooling motor 20, which is centrally located. This effectively slows down the rate of heat accumulation inside the cooling motor 20.

[0080] Furthermore, the heat generated during the operation of the cooling motor 20 can be more efficiently transferred to the walls of the adjacent first cooling channel 231a and second cooling channel 231b via the fluid pump 25, where it is carried away by the continuously flowing coolant. This improves the passive heat dissipation efficiency of the cooling motor 20. Therefore, while achieving a compact structure, the operating temperature of the cooling motor 20 is also effectively reduced, which helps to improve the operational reliability, efficiency, and service life of the cooling motor 20.

[0081] Since the first drive board 32 and the heat dissipation motor 20 also generate electromagnetic noise during operation, this noise will be conducted to the DC converter 31, which may lead to voltage instability or even interruption.

[0082] Therefore, such as Figure 1 and Figure 2 As shown, in this embodiment, a cover 6 is installed on the side of the motor rear cover 5 away from the power motor 1. The DC-DC converter 31 is located within the space enclosed by the motor rear cover 5 and the cover 6. The cover 6 is a shielding cover for electromagnetic interference, specifically an aluminum cover. Electromagnetic interference signals are shielded to a certain extent by the cover 6, reducing electromagnetic interference to the DC-DC converter 31, thereby reducing the impact on voltage and ensuring the reliable operation of the DC-DC converter 31. In addition, the DC-DC converter 31 is hidden within the space enclosed by the motor rear cover 5 and the cover 6, which can protect the DC-DC converter 31 and reduce the failure rate and damage risk of the DC-DC converter 31 caused by external factors.

[0083] In one embodiment, such as Figure 1 , Figure 2 and Figure 5As shown, there is one cover 6, which is fitted around the cooling motor 20. In this case, the two DC-DC converters 31 are located within the space enclosed by the cover 6 and the motor rear cover 5. In another embodiment, there are two covers 6, each corresponding to one of the two DC-DC converters 31, with each cover 6 covering the periphery of its corresponding DC-DC converter 31. In other words, there are two spaces enclosed by the two covers and the motor rear cover 5, with one DC-DC converter 31 in each space.

[0084] In addition, such as Figure 5 As shown, a drive unit for driving the DC-DC converter 31 is also provided within the space enclosed by the cover 6 and the motor rear cover 5. The drive unit is electrically connected to the DC-DC converter 31 to control its operation. In one embodiment (not shown), there are two DC-DC converters 31, and the drive unit includes two second drive boards 30. Each DC-DC converter 31 can correspond to one second drive board 30, meaning the two DC-DC converters 31 are driven by their respective second drive boards 30. This means the two second drive boards 30 employ a dual-redundancy design; when one second drive board 30 fails, the other second drive board 30 can still normally drive the corresponding DC-DC converter 31 to provide low-voltage power to the cooling motor 20. In another embodiment, as... Figure 5 As shown, there are also two DC converters 31, but the driving unit includes a second driving board 30. The second driving board 30 is electrically connected to the two DC converters 31, that is, the same second driving board 30 is used to control the operation of the two DC converters 31.

[0085] It should be noted that the cover 6 and the motor rear cover 5 can be fixedly connected as a single unit. In this embodiment, the cover 6 and the motor rear cover 5 are separately arranged components. When either the cover 6 or the motor rear cover 5 is damaged, only the faulty component can be replaced, while the other component, which is still usable, can be retained, significantly reducing spare parts inventory costs and maintenance expenses. Furthermore, it allows for the separate processing of the cover 6 or the motor rear cover 5, improving production economy and product performance.

[0086] In this embodiment, as Figure 1 and Figure 2 As shown, along the axial direction of the motor 1, the fan 22 is located between the radiator 24 and the cover 6, with the radiator 24 located on the side of the cover 6 facing away from the motor 1. Wherein, as Figure 1 As shown, the radiator 24 is connected to the cover 6 via a bracket 241. Specifically, the bracket 241 extends along the axial direction of the power motor 1, and one end of the bracket 241 is fixedly connected to the cover 6, while the other end of the bracket 241 is fixedly connected to the radiator 24.

[0087] It should be noted that there are at least two brackets 241, and at least two brackets 241 are arranged at intervals along the circumference of the cooling motor 20, with the fan 22 located within the space enclosed by the brackets 241. The brackets 241 not only securely mount the radiator 24, but also protect the fan 22. During aircraft operation, maintenance, or handling, they prevent tools, cables, or even the hands of maintenance personnel from accidentally touching the high-speed rotating fan blades, thus avoiding injury to personnel or damage to the blades.

[0088] In illustrative purposes, the number of supports 241 can be two, three, four, or even more. Specifically, the exact number of supports 241 can be set according to actual needs, which will not be elaborated in this embodiment.

[0089] Please continue to refer to this. Figure 1 and Figure 7 Two controllers 33 are installed within the space enclosed by the motor rear cover 5 and the stator bracket 10. Each controller 33 includes a control component 330, and both control components 330 are electrically connected to the power motor 1 to control its operation. This redundant design of the dual controllers ensures that each controller 33 can control the operation of the power motor 1. If one control component 330 fails, the other control component 330 can continue to operate normally, thus achieving control safety redundancy.

[0090] like Figure 1 , Figure 2 and Figure 7 As shown, the two controllers 33 are the first controller 33a and the second controller 33b, respectively. The control component 330 of the first controller 33a is the first control component 330a, and the control component 330 of the second controller 33b is the second control component 330b. Besides being electrically connected to the power motor 1, the first control component 330a and the second control component 330b can also control the cooling motor 20, or control the cooling motor 20 and the variable-pitch motor of the propeller 71 (not shown). For example, both the first control component 330a and the second control component 330b may include a first control board (not shown), a second control board (not shown), and a third control board (not shown). The first control boards of both controllers 33 are electrically connected to the power motor 1, such as by being electrically connected to the stator winding of the power motor 1 to control the power motor 1. The second control board is electrically connected to the cooling motor 20 to control the cooling motor 20. The third control board is electrically connected to the variable-pitch motor to control the operation of the variable-pitch motor. Alternatively, the first control board, the second control board, and the third control board can be integrated together.

[0091] And, as Figure 1 and Figure 7As shown, the first control component 330a is electrically connected to the first DC converter 31a, and the second control component 330b is electrically connected to the second DC converter 31b. That is, the two DC converters 31 correspond one-to-one with the two controllers 33 and are electrically connected to supply low-voltage DC power to the two controllers 33 respectively.

[0092] In addition, such as Figure 1 and Figure 7 As shown, both controllers 33 also include heat dissipation power devices 331, which convert DC power into AC power for the cooling motor 20. Two DC-DC converters 31 correspond one-to-one with and are electrically connected to the two heat dissipation power devices 331 to supply power to them. Specifically, as... Figure 1 Combination Figure 7 As shown, the two heat dissipation power devices 331 are a first heat dissipation power device 331a and a second heat dissipation power device 331b, respectively. The first DC-DC converter 31a is electrically connected to the first heat dissipation power device 331a, and the second DC-DC converter 31b is electrically connected to the second heat dissipation power device 331b. Therefore, the first DC-DC converter 31a provides low-voltage DC power to the first heat dissipation power device 331a, and the second DC-DC converter 31b provides low-voltage DC power to the second heat dissipation power device 331b.

[0093] like Figure 1 , Figure 2 and Figure 7 As shown, two first drive boards 32 correspond one-to-one with two heat dissipation power devices 331 and are electrically connected. The two first drive boards 32 are also electrically connected to the cooling motor 20 through their respective heat dissipation power devices 331. That is, both the first heat dissipation power device 331a and the second heat dissipation power device 331b are electrically connected to the cooling motor 20. Both the first heat dissipation power device 331a and the second heat dissipation power device 331b are used to convert DC power into AC power usable by the cooling motor 20, thus providing three-phase current to the cooling motor 20. The redundant design of the first heat dissipation power device 331a and the second heat dissipation power device 331b ensures that if one heat dissipation power device 331 fails, the other heat dissipation power device 331 can still normally convert DC power into AC power, thus ensuring the normal operation of the cooling motor 20.

[0094] In addition, both controllers 33 also include power devices (not shown in the figure). The power distribution equipment is electrically connected to the two power devices to provide high-voltage electricity to them. Both power devices are electrically connected to the motor 1, and they are used to convert DC power into AC power for the motor 1, i.e., to provide three-phase current to the motor 1. The redundant design of the two power devices ensures that if one power device fails, the other power device can still convert DC power into AC power normally, thus guaranteeing the normal operation of the motor 1.

[0095] Furthermore, both the first heat dissipation power device 331a and the second heat dissipation power device 331b are heat-generating devices that are prone to generating heat. This means that when the first heat dissipation power device 331a and the second heat dissipation power device 331b operate for extended periods, they will generate a large amount of heat. When the first heat dissipation power device 331a and the second heat dissipation power device 331b are exposed to high temperatures for extended periods, their on-resistance and switching losses will increase with rising temperatures. To ensure that each heat dissipation power device 331 maintains a relatively constant output power, each heat dissipation power device 331 itself will consume more electrical energy, which will be converted into more heat, leading to more severe power loss and heat generation.

[0096] Therefore, such as Figure 7 As shown, the heat dissipation system 2 also includes two fluid channels 211, each fluid channel 211 corresponding to a cooling channel 231. The two cooling channels 231 are respectively connected to the liquid cooling path 11 through the corresponding fluid channels 211. Each fluid channel 211 is correspondingly arranged with a heat dissipation power device 331 for cooling the corresponding heat dissipation power device 331. Specifically, the two fluid channels 211 are a first fluid channel 211a and a second fluid channel 211b, wherein the first fluid channel 211a is coupled to the first heat dissipation power device 331a, and the second fluid channel 211b is coupled to the second heat dissipation power device 331b. The first cooling channel 231a and the second cooling channel 231b are respectively connected to the corresponding liquid cooling path 11 through the first fluid channel 211a and the second cooling channel 211b. When the coolant passes through the first fluid channel 211a and the second fluid channel 211b, it can carry away the heat from the first heat dissipation power device 331a and the second heat dissipation power device 331b, respectively, thereby achieving the purpose of cooling the first heat dissipation power device 331a and the second heat dissipation power device 331b. In addition, the coolant in the first fluid channel 211a and the second fluid channel 211b flows into the corresponding liquid cooling flow path 11, which can ensure the heat dissipation of the power motor 1 with sufficient flow of coolant. Furthermore, the two liquid cooling flow paths 11 also help to reduce local temperature differences and control the overall flow of the electric motor for balanced cooling.

[0097] It should be noted that the first cooling channel 231a and the second cooling channel 231b mentioned above also pass through two power devices to remove the heat from the power devices.

[0098] Specifically, such as Figure 7 As shown, two liquid cooling flow paths 11 are connected to the inlet of the radiator 24 through the first return channel 26 and the second return channel 27, respectively. Thus, the outlet of the radiator 24, the first cooling flow path 231a, the first fluid channel 211a, one of the liquid cooling flow paths 11 and the first return channel 26 form a first liquid cooling circulation loop; the outlet of the radiator 24, the second cooling flow path 231b, the second fluid channel 211b, the other liquid cooling flow path 11 and the second return channel 27 form a second liquid cooling circulation loop.

[0099] The redundant design of the dual liquid cooling circulation loop ensures that the second liquid cooling circulation loop can still work normally when the first liquid cooling circulation loop fails, thus guaranteeing the normal operation of the electric motor 100.

[0100] The control component 330 generates strong electromagnetic noise during operation. This noise can interfere with the DC-DC converter 31 mounted on the motor rear cover 5 through spatial radiation or conduction via wires, potentially leading to voltage instability or even power outages.

[0101] Therefore, the motor rear cover 5 provided in this application is a shielding cover for electromagnetic shielding. Schematic, the motor rear cover 5 is an aluminum cover. The aluminum cover prevents internal electromagnetic interference from leaking out, avoiding electromagnetic interference to the DC-DC converter 31, thereby ensuring the reliable operation of the DC-DC converter 31. Furthermore, the motor rear cover 5 and the cover 6 together form an electromagnetic shielding protective cover to protect the DC-DC converter 31, preventing electromagnetic interference to the DC-DC converter 31, thereby ensuring the reliable operation of the DC-DC converter 31.

[0102] It should be noted that the coolant used in the electric motor 100 can be an oil-based substance, which can adapt to different operating conditions.

[0103] 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.

[0104] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the 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 (10); A heat dissipation system (2) is used to cool at least the power motor (1), the heat dissipation system (2) includes a heat dissipation motor (20); The motor rear cover (5) is fixedly connected to the stator bracket (10); A DC-DC converter (31) is installed on the motor rear cover (5) and is connected to at least the cooling motor (20) to supply low-voltage power to the cooling motor (20); Cover (6) is installed on the side of the motor rear cover (5) away from the power motor (1); The DC converter (31) is located in the space enclosed by the motor rear cover (5) and the cover (6).

2. The electric motor according to claim 1, characterized in that, The cover (6) and the motor rear cover (5) are fixedly connected as a single unit; or the cover (6) and the motor rear cover (5) are separate components arranged separately.

3. The electric motor according to claim 1, characterized in that, The cover (6) and / or the motor rear cover (5) are shielding covers for electromagnetic shielding.

4. The electric motor according to any one of claims 1 to 3, characterized in that, The power motor (1) is provided with a liquid cooling flow path (11). The heat dissipation system (2) also includes a fan (22) and a radiator (24). The heat dissipation motor (20) is connected to the fan (22) in a drive connection. The outlet of the radiator (24) is connected to the inlet of the liquid cooling flow path (11). The inlet of the radiator (24) is connected to the outlet of the liquid cooling flow path (11). The fan (22) is used to cool the radiator (24) and / or the power motor (1). The DC converter (31) is electrically connected to the heat dissipation motor (20).

5. The electric motor according to claim 4, characterized in that, The motor rear cover (5) is provided with a cooling flow path (23). The outlet of the radiator (24) is connected to the inlet of the liquid cooling flow path (11) through the cooling flow path (23). The cooling flow path (23) is used to cool the DC converter (31).

6. The electric motor according to claim 5, characterized in that, The heat dissipation system (2) also includes a fluid pump (25), the radiator (24) is connected to the cooling flow path (23) through the fluid pump (25), there are two DC converters (31), and the fluid pump (25) is located between the two DC converters (31) along the radial direction of the motor rear cover (5).

7. The electric motor according to claim 6, characterized in that, The cooling motor (20) is configured as the pump motor of the fluid pump (25), and the two DC converters (31) are distributed on the outer periphery of the cooling motor (20) and are both electrically connected to the cooling motor (20).

8. The electric motor according to claim 6, characterized in that, The cooling flow path (23) includes two cooling channels (231) arranged in parallel. There are two liquid cooling flow paths (11). The two cooling channels (231) correspond one-to-one with the two liquid cooling flow paths (11) and are connected. Each cooling channel (231) is corresponding to one DC converter (31) for cooling the corresponding DC converter (31).

9. The electric motor according to claim 8, characterized in that, Both cooling channels (231) include a cooling area (2312). The side of the motor rear cover (5) facing away from the power motor (1) is defined as a wall panel (51). Each wall panel (51) is provided with a mounting position for installing the DC converter (31) at the position corresponding to the cooling area (2312). A heat sink is provided in the cooling area (2312), and the heat sink is located on the flow path of the fluid in the cooling area (2312).

10. The electric motor according to claim 9, characterized in that, The cooling motor (20) is arranged in the center or near the center of the motor rear cover (5), and the cooling motor (20) is located between the two cooling zones (2312).

11. The electric motor according to claim 4, characterized in that, The radiator (24) is located on the side of the cover (6) away from the power motor (1), and the radiator (24) is connected to the cover (6) through a bracket (241); There are at least two brackets (241), and at least two brackets (241) are arranged at circumferential intervals along the heat dissipation motor (20), and the fan (22) is located within the space enclosed by each bracket (241).

12. The electric motor according to claim 5, characterized in that, The electric motor also includes a controller (33), which includes a heat dissipation power device (331). The DC converter (31) is electrically connected to the heat dissipation power device (331) to supply power to the heat dissipation power device (331). The heat dissipation power device (331) is electrically connected to the heat dissipation motor (20). The heat dissipation power device (331) is used to convert DC power into AC power used by the heat dissipation motor (20).

13. The electric motor according to claim 12, characterized in that, The heat dissipation system (2) further includes a fluid channel (211), and the cooling flow path (23) is connected to the liquid cooling flow path (11) through the fluid channel (211). The fluid channel (211) is correspondingly arranged with the heat dissipation power device (331) for cooling the heat dissipation power device (331).

14. The electric motor according to claim 12, characterized in that, Along the axial direction of the power motor (1), the motor rear cover (5) is located between the power motor (1) and the cooling motor (20); the controller (33) is located in the space enclosed between the motor rear cover (5) and the stator bracket (10); There are two DC converters (31) and two controllers (33). Each controller (33) includes a control component (330). Both control components (330) are electrically connected to the power motor (1). The two DC converters (31) correspond one-to-one with the two control components (330) and are electrically connected to supply power to the two control components (330).

15. A power unit comprising power distribution equipment, an electric motor (100), and a propeller (71), characterized in that, The electric motor (100) is the electric motor according to any one of claims 1 to 14, and the electric motor (100) is driven and connected to the propeller (71). The motor rear cover (5) is located on the side of the power motor (1) away from the propeller (71). The DC converter (31) is electrically connected to the power distribution equipment and is used to receive high voltage DC power from the power distribution equipment.

16. An aircraft, characterized in that, It includes the aircraft body (8) and the power unit as described in claim 15, wherein the power unit is disposed on the aircraft body (8). Alternatively, the aircraft may include an aircraft body (8) and an electric motor as described in any one of claims 1 to 14, the electric motor being disposed in the aircraft body (8).

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

Images