Aircraft rotor drive heat dissipation assembly

Abstract

The application discloses an aircraft rotor transmission heat dissipation assembly, and relates to the technical field of aircraft rotor transmission heat dissipation.The aircraft rotor transmission heat dissipation assembly comprises a machine body, a turboshaft engine fixedly installed in the machine body, an installation shaft rotatably installed on the machine body, a rotor installed on the top of the installation shaft, a transmission sleeve fixedly installed in the machine body and in sealing and rotating connection with the installation shaft, an output shaft rotatably installed on the turboshaft engine, and a transmission assembly installed between the output shaft and the installation shaft and used for driving the rotor to rotate when the turboshaft engine operates, wherein a cooling cavity is formed in the turboshaft engine, and a transfer sleeve is fixedly installed on one end of the turboshaft engine close to the installation shaft.The aircraft rotor transmission heat dissipation assembly has the advantages that the transfer assembly is matched with the annular cavity structure to synchronously operate two cooling circuits by a single driving source, the heat absorption of the engine shell, the immersion cooling of the transmission gear and the convection heat dissipation of the cooling liquid are simultaneously completed, and the long-term stability of the heat exchange efficiency is effectively ensured.

Description

Technical Field

[0001] This invention relates to the field of aircraft rotor drive heat dissipation technology, and in particular to an aircraft rotor drive heat dissipation component. Background Technology

[0002] Aircraft rotorcraft rely on turboshaft engines to drive the rotor to rotate at high speed and generate lift. The turboshaft engine transmits power to the transmission system through the output shaft. After deceleration and torque amplification, it drives the mounting shaft and rotor to rotate, thereby enabling the aircraft to take off, hover, and maneuver. The rotor transmission system operates continuously under high speed and high load conditions, and its reliability directly determines flight safety.

[0003] Existing rotor drive cooling methods mostly adopt air cooling or independent oil cooling schemes, which involve installing heat sinks on the outside of the transmission components or adding coolers to the lubrication oil circuit to remove the heat generated by the meshing of the transmission gears. Some models use the introduced external airflow for forced convection cooling to maintain the normal operating temperature range of the transmission system.

[0004] However, existing solutions mainly focus on cooling the transmission components themselves, neglecting the large amount of heat accumulated in the turboshaft engine casing during high power output. The engine casing lacks an effective liquid cooling heat absorption channel, resulting in a high overall heat load. At the same time, the coolant lacks a dedicated heat dissipation process after absorbing heat, and the heat cannot be discharged from the system in time, causing the coolant temperature to rise continuously and the cooling effect to gradually decrease, making it difficult to meet the heat dissipation requirements under long-term high-load conditions.

[0005] Therefore, it is necessary to design a heat dissipation component for aircraft rotor transmission. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides an aircraft rotor drive heat dissipation assembly, which solves the problems mentioned in the background section.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: An aircraft rotor drive cooling assembly includes a fuselage, in which a turboshaft engine is fixedly mounted. A mounting shaft is rotatably mounted on the fuselage, and a rotor is mounted on the top of the mounting shaft. A transmission sleeve is fixedly mounted on the fuselage and is rotatably and sealed to the mounting shaft. An output shaft is rotatably mounted on the turboshaft engine. A transmission assembly is installed between the output shaft and the mounting shaft. The transmission assembly is used to drive the rotor to rotate when the turboshaft engine is running. A cooling chamber is provided on the turboshaft engine. A transfer sleeve is fixedly mounted on one end of the turboshaft engine near the mounting shaft. An annular cavity is provided inside the transfer sleeve. A one-way liquid inlet is fixedly connected between the bottom of the annular cavity and the cooling chamber, and a one-way liquid outlet is fixedly connected between the top of the annular cavity and the cooling chamber. The transfer sleeve is equipped with a conveying assembly, which is used to allow the coolant to circulate between the transfer sleeve and the cooling chamber. A one-way liquid inlet pipe is fixedly connected between the bottom of the annular cavity and the bottom of the transmission sleeve. The transfer sleeve is equipped with a heat dissipation component for cooling the coolant. The heat dissipation component includes a heat dissipation seat fixedly installed on the top of the transfer sleeve. A one-way liquid outlet pipe is fixedly connected between the top of the transmission sleeve and the heat dissipation seat. A second one-way liquid outlet pipe is fixedly connected between the heat dissipation seat and the top of the annular cavity.

[0008] Furthermore, the transmission assembly consists of a transmission gear, a transmission shaft, a reduction gear, and a synchronization mechanism. The transmission gear is fixedly installed at one end of the output shaft located inside the transmission sleeve. The transmission shaft is rotatably installed inside the transmission sleeve. The reduction gear is fixedly installed on the transmission shaft and meshes with the transmission gear. The synchronization mechanism is installed between the transmission shaft and the mounting shaft.

[0009] Furthermore, the synchronization mechanism consists of a first bevel gear and a second bevel gear. The first bevel gear is fixedly installed at the end of the transmission shaft away from the output shaft, and the second bevel gear is fixedly installed at the bottom of the mounting shaft, and the second bevel gear meshes with the first bevel gear.

[0010] Furthermore, the tooth spacing of the reduction gear and the transmission gear is equal, and the diameter and number of teeth of the reduction gear are both greater than those of the transmission gear.

[0011] Furthermore, the one-way inlet is used to allow coolant in the annular cavity to enter the cooling cavity in one direction, the one-way outlet is used to allow coolant in the cooling cavity to enter the annular cavity in one direction, the one-way inlet pipe is used to allow coolant in the annular cavity to enter the transmission sleeve in one direction, the first one-way outlet pipe is used to allow coolant in the transmission sleeve to enter the heat sink in one direction, and the second one-way outlet pipe is used to allow coolant in the heat sink to enter the annular cavity in one direction.

[0012] Furthermore, the conveying assembly consists of a piston ring, a moving ring, a fixed rod, a reciprocating screw, and a motor. The piston ring is slidably installed in the annular cavity. The fixed rod is fixedly installed on the piston ring and slides with the transfer sleeve. The moving ring is fixedly installed at the end of the fixed rod located outside the transfer sleeve. The motor is fixedly installed on the side wall of the transfer sleeve. The reciprocating screw is fixedly connected to the output end of the motor and is threadedly connected to the moving ring.

[0013] Furthermore, the heat dissipation assembly consists of multiple cooling pipes, all of which are fixedly installed on the heat sink base, and the cooling pipes and the heat sink base are sealed together.

[0014] Furthermore, two air intake sleeves are fixedly installed on the inner wall of the transfer sleeve, and each air intake sleeve is fixedly connected to an air intake pipe. The other end of each of the two air intake pipes is fixedly connected to an air intake seat, and the two air intake seats are respectively fixedly connected to multiple corresponding cooling pipes.

[0015] Furthermore, a filter plate is slidably installed inside the heat sink, and the filter plate has multiple through holes, each of which is respectively matched with a corresponding cooling pipe. A round rod is fixedly installed on the filter plate, and the round rod is slidably connected to the heat sink in a sealed manner. A connecting rod is fixedly installed between the round rod and the moving ring.

[0016] Compared with existing technologies, the advantages of this invention are: 1. Through the cooperation of the conveying component with the annular cavity, cooling cavity and transmission sleeve, the piston ring can drive the circulation of two cooling circuits, "annular cavity-cooling cavity" and "annular cavity-transmission sleeve-heat sink-annular cavity", in a single pull-pull action in the annular cavity. This simultaneously completes the active liquid cooling heat absorption of the turboshaft engine casing and the immersion heat dissipation of the transmission gears, avoiding the problems of pipeline redundancy and drive energy consumption caused by multiple independent cooling systems.

[0017] 2: Through the design of the heat dissipation components, forced convection heat exchange can be carried out on the high-temperature coolant that has completed heat absorption. After cooling down, it returns to the annular cavity to participate in the next round of heat absorption cycle, realizing the directional discharge and continuous cooling of the coolant heat, and avoiding the problem of the heat absorption capacity decreasing due to the continuous rise in coolant temperature.

[0018] 3: Through the cooperation of the filter plate, the round rod and the connecting rod, the moving ring drives the piston ring to reciprocate while driving the filter plate to slide synchronously in the heat sink, realizing the automatic removal of impurities and scale on the surface of the cooling pipe, avoiding the problem of continuous decline in heat exchange efficiency caused by scale deposition on the pipe wall after long-term operation.

[0019] In summary, this invention, through the cooperation of the conveying component and the annular cavity structure, enables the simultaneous operation of two cooling circuits with a single drive source, thereby simultaneously completing the heat absorption of the engine casing, the immersion cooling of the transmission gears, and the convection cooling of the coolant, effectively ensuring the long-term stability of heat exchange efficiency. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of an aircraft rotor drive heat dissipation assembly proposed in this invention; Figure 2 for Figure 1 A schematic diagram of the structure after the body has been removed; Figure 3 for Figure 2 A structural diagram from another perspective; Figure 4 For example Figure 3 Enlarged schematic diagram of the structure at the intermediate transmission sleeve; Figure 5 for Figure 4 A structural diagram from another perspective; Figure 6 for Figure 4 The left view; Figure 7 for Figure 6 Schematic diagram of the structure of surface AA; Figure 8 for Figure 5 Enlarged schematic diagram of the structure after removing the turboshaft engine; Figure 9 for Figure 8 A schematic diagram of the internal structure.

[0021] In the diagram: 1. Airframe, 2. Turboshaft engine, 3. Rotor, 4. Mounting shaft, 5. Transmission sleeve, 6. Output shaft, 7. Transmission gear, 8. Transmission shaft, 9. Reduction gear, 10. Bevel gear one, 11. Bevel gear two, 12. Cooling chamber, 13. Transmission sleeve, 14. One-way liquid inlet, 15. One-way liquid outlet, 16. Piston ring, 17. Moving ring, 18. Fixed rod, 19. Reciprocating screw, 20. One-way liquid inlet pipe, 21. One-way liquid outlet pipe one, 22. Heat sink, 23. One-way liquid outlet pipe two, 24. Filter plate, 25. Cooling pipe, 26. Air inlet pipe, 27. Air inlet seat. Detailed Implementation

[0022] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. The described embodiments are only some embodiments of the present invention, and not all embodiments.

[0023] Reference Figures 1 to 9 An aircraft rotor drive and heat dissipation assembly includes a fuselage 1, a turboshaft engine 2 fixedly installed inside the fuselage 1, a mounting shaft 4 rotatably installed on the fuselage 1, a rotor 3 mounted on the top of the mounting shaft 4, a transmission sleeve 5 fixedly installed inside the fuselage 1, and a sealed rotatable connection between the transmission sleeve 5 and the mounting shaft 4 via a rotary seal. An output shaft 6 rotatably installed on the turboshaft engine 2, and a transmission assembly is installed between the output shaft 6 and the mounting shaft 4. The transmission assembly is used to transmit power to the mounting shaft 4 during the operation of the turboshaft engine 2, driving the rotor 3 to rotate.

[0024] The transmission assembly consists of a transmission gear 7, a transmission shaft 8, a reduction gear 9, and a synchronization mechanism. The transmission gear 7 is fixedly installed at one end of the output shaft 6 located inside the transmission sleeve 5 and rotates synchronously with the output shaft 6. The transmission shaft 8 is rotatably installed inside the transmission sleeve 5 through bearings, and its axis is parallel to the axis of the output shaft 6. The reduction gear 9 is fixedly installed on the transmission shaft 8 and meshes with the transmission gear 7. The diameter and number of teeth of the reduction gear 9 are larger than those of the transmission gear 7, and the tooth spacing of the two is equal. Thus, during meshing transmission, speed reduction and torque increase are achieved, reducing the high speed output of the turboshaft engine 2 and increasing the torque.

[0025] The synchronization mechanism is installed between the drive shaft 8 and the mounting shaft 4. It consists of bevel gear 10 and bevel gear 21. Bevel gear 10 is fixedly installed at the end of the drive shaft 8 away from the output shaft 6, and bevel gear 21 is fixedly installed at the bottom of the mounting shaft 4. Bevel gear 21 meshes with bevel gear 10. The meshing effect of the two converts the horizontal rotational motion of the drive shaft 8 into the vertical rotational motion of the mounting shaft 4, thereby driving the rotor 3 to rotate. In the entire transmission assembly, the drive gear 7, reduction gear 9, bevel gear 10 and bevel gear 21 are all enclosed inside the transmission sleeve 5. The transmission sleeve 5 is filled with coolant, so the gears are always in a wetted state when they are running, achieving simultaneous lubrication and heat dissipation without the need for an independent lubrication oil circuit.

[0026] The turboshaft engine 2 has a cooling chamber 12 on its casing. The cooling chamber 12 is opened around the circumference of the engine casing and covers the main heat-generating areas corresponding to the engine cylinder and combustion chamber. A transfer sleeve 13 is fixedly installed at one end of the turboshaft engine 2 near the mounting shaft 4. An annular cavity is opened inside the transfer sleeve 13. The annular cavity is arranged around the circumference of the transfer sleeve 13 and its cross-section is annular columnar.

[0027] A one-way inlet 14 is fixedly connected between the bottom of the annular cavity and the cooling cavity 12, and a one-way outlet 15 is fixedly connected between the top of the annular cavity and the cooling cavity 12. The one-way inlet 14 is used to allow the coolant in the annular cavity to enter the cooling cavity 12 in one direction, and the one-way outlet 15 is used to allow the coolant in the cooling cavity 12 to enter the annular cavity in one direction. The two work together to form a directional flow path of the coolant from bottom to top in the cooling cavity 12, ensuring that the coolant enters from the bottom area of ​​the turboshaft engine 2 casing, absorbs heat in the high-temperature area, and is discharged from the top, thus fully removing the heat from the casing of the turboshaft engine 2.

[0028] A conveying assembly is installed on the transfer sleeve 13. The conveying assembly is used to circulate the coolant between the transfer sleeve 13 and the cooling chamber 12. The conveying assembly consists of a piston ring 16, a moving ring 17, a fixed rod 18, a reciprocating screw 19 and a motor. The piston ring 16 is sealed and slidably installed in the annular cavity. Its inner and outer ring surfaces are respectively in contact with the inner wall of the annular cavity to form a sealed piston structure that can slide axially. One end of the fixed rod 18 is fixedly installed on the piston ring 16, and the other end passes through the housing of the transfer sleeve 13 and slides in cooperation with the transfer sleeve 13. The moving ring 17 is fixedly installed on the end of the fixed rod 18 located outside the transfer sleeve 13. The motor is fixedly installed on the side wall of the transfer sleeve 13. The reciprocating screw 19 is fixedly connected to the output end of the motor. The reciprocating screw 19 is screwed into the moving ring 17 and threadedly connected to it. When the motor rotates, it drives the reciprocating screw 19 to rotate, which in turn drives the moving ring 17 to reciprocate linearly along the axial direction via the threaded engagement. Then, the fixed rod 18 drives the piston ring 16 to reciprocate within the annular cavity. When the piston ring 16 moves towards the end closer to the mounting shaft 4, the pressure at the end of the annular cavity closer to the turboshaft engine 2 decreases, creating a suction effect. Conversely, when the piston ring 16 moves away from the mounting shaft 4, the pressure at the end of the annular cavity closer to the turboshaft engine 2 increases, creating a squeezing effect. This volume change of suction and squeezing drives the coolant to flow in a directional manner in the pipeline.

[0029] The transfer sleeve 13 has a circular hole at the end away from the turboshaft engine 2, which is slidably fitted with the fixed rod 18. The diameter of the circular hole is larger than the diameter of the fixed rod 18. The presence of the circular hole can keep the pressure in the space between the piston ring 16 and the annular cavity away from the turboshaft engine 2 constant.

[0030] A one-way inlet pipe 20 is fixedly connected between the bottom of the annular cavity and the bottom of the transmission sleeve 5. The one-way inlet pipe 20 is used to allow the coolant in the annular cavity to enter the transmission sleeve 5 in one direction. A heat dissipation assembly is installed on the intermediate sleeve 13. The heat dissipation assembly is used to cool the coolant after it has absorbed heat. The heat dissipation assembly includes a heat dissipation seat 22 fixedly installed on the top of the intermediate sleeve 13. A one-way outlet pipe 21 is fixedly connected between the top of the transmission sleeve 5 and the heat dissipation seat 22. The one-way outlet pipe 21 is used to allow the coolant in the transmission sleeve 5 to enter the heat dissipation seat 22 in one direction. A one-way outlet pipe 23 is fixedly connected between the heat dissipation seat 22 and the top of the annular cavity. The one-way outlet pipe 23 is used to allow the coolant in the heat dissipation seat 22 to enter the annular cavity in one direction.

[0031] The overall flow direction of the above-mentioned unidirectional components is set as follows: coolant can enter the cooling chamber 12 from the annular cavity through the unidirectional inlet 14, and return to the top of the annular cavity from the cooling chamber 12 through the unidirectional outlet 15; at the same time, coolant can enter the bottom of the transmission sleeve 5 from the annular cavity through the unidirectional inlet pipe 20, enter the heat sink 22 from the top of the transmission sleeve 5 through the unidirectional outlet pipe 21, and then return to the top of the annular cavity from the heat sink 22 through the unidirectional outlet pipe 23, connecting the two cooling circulation loops in series, one of which is the engine housing cooling loop, circulating between the annular cavity and the cooling chamber 12; The other is the transmission component cooling circuit, which circulates between the annular cavity, transmission sleeve 5 and heat sink 22. One reciprocating motion of piston ring 16 can simultaneously drive the coolant in both circuits to flow in a specified direction, so as to realize the synchronous cooling of engine casing and transmission gear.

[0032] The heat dissipation assembly consists of multiple cooling pipes 25, which are fixedly installed along the longitudinal direction of the heat sink 22. The cooling pipes 25 and the heat sink 22 housing are sealed by welding to prevent coolant from leaking from the pipe wall gaps. The interior of the cooling pipes 25 is an airflow channel with open ends for cooling air circulation. The cooling pipe 25 is located inside the heat sink 22 and is in direct contact with the coolant flowing through the heat sink 22 for heat exchange. Two air intake sleeves are fixedly installed on the inner wall of the transfer sleeve 13. Each air intake sleeve is fixedly connected to an air intake pipe 26. The other end of each air intake pipe 26 is fixedly connected to an air intake seat 27. The two air intake seats 27 are respectively fixedly connected to the corresponding multiple cooling pipes 25. The air intake port of the air intake sleeve faces the windward direction of the body 1. When the turboshaft engine 2 is running, the high-speed airflow is introduced from the air intake sleeve, enters the cooling pipe 25 through the air intake pipe 26 and the air intake seat 27, flows quickly inside the pipe, and undergoes forced convection heat exchange with the high-temperature coolant flowing through the heat sink 22 outside the pipe, carrying the heat out and discharging it to the outside of the body 1, thus completing the cooling of the coolant.

[0033] A filter plate 24 is slidably installed inside the heat sink 22. The filter plate 24 is a flat plate structure with multiple through holes. The position and size of each through hole are respectively matched with the opening of the corresponding cooling pipe 25. A round rod is fixedly installed on the filter plate 24. The round rod passes through the shell of the heat sink 22 and is slidably connected to it in a sealed manner. A sealing element is provided at the protrusion position. A connecting rod is fixedly installed between the end of the round rod outside the heat sink 22 and the moving ring 17. When the moving ring 17 moves back and forth along the axial direction, it drives the filter plate 24 to slide back and forth synchronously inside the heat sink 22 through the connecting rod and the round rod. During the sliding process, the through holes on the filter plate 24 are constantly misaligned and aligned with the opening of the cooling pipe 25. When the coolant flows through the pipe opening area, it generates a pulsating flush, which peels away and carries away the impurities and deposits near the pipe opening, preventing scale buildup on the pipe wall after long-term use from affecting the heat exchange efficiency and maintaining the long-term stability of the heat exchange capacity of the heat sink 22.

[0034] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention.

Claims

1. An aircraft rotor transmission heat dissipation assembly, comprising a machine body (1), a turboshaft engine (2) fixedly installed in the machine body (1), an installation shaft (4) rotatably installed on the machine body (1), and a rotor (3) installed on the top of the installation shaft (4), characterized in that, A transmission sleeve (5) is fixedly installed inside the body (1), and the transmission sleeve (5) is rotatably connected to the mounting shaft (4). An output shaft (6) is rotatably installed on the turboshaft engine (2). A transmission assembly is installed between the output shaft (6) and the mounting shaft (4). The transmission assembly is used to drive the rotor (3) to rotate when the turboshaft engine (2) is running. A cooling chamber (12) is provided on the turboshaft engine (2). A transfer sleeve (13) is fixedly installed at one end of the turboshaft engine (2) near the mounting shaft (4), and an annular cavity is provided inside the transfer sleeve (13). A one-way liquid inlet (14) is fixedly connected between the bottom of the annular cavity and the cooling chamber (12), and a one-way liquid outlet (15) is fixedly connected between the top of the annular cavity and the cooling chamber (12). The transfer sleeve (13) is equipped with a conveying assembly, which is used to allow the coolant between the transfer sleeve (13) and the cooling chamber (12) to circulate. A one-way liquid inlet pipe (20) is fixedly connected between the bottom of the annular cavity and the bottom of the transmission sleeve (5). The transfer sleeve (13) is equipped with a heat dissipation component, which is used to cool the coolant. The heat dissipation component includes a heat dissipation seat (22) fixedly installed on the top of the transfer sleeve (13). A one-way liquid outlet pipe (21) is fixedly connected between the top of the transmission sleeve (5) and the heat dissipation seat (22). A one-way liquid outlet pipe (23) is fixedly connected between the heat dissipation seat (22) and the top of the annular cavity. The conveying assembly consists of a piston ring (16), a moving ring (17), a fixed rod (18), a reciprocating screw (19), and a motor. The piston ring (16) is sealed and slidably installed in the annular cavity. The fixed rod (18) is fixedly installed on the piston ring (16) and slides with the transfer sleeve (13). The moving ring (17) is fixedly installed at one end of the fixed rod (18) outside the transfer sleeve (13). The motor is fixedly installed on the side wall of the transfer sleeve (13). The reciprocating screw (19) is fixedly connected to the output end of the motor and is threadedly connected to the moving ring (17). The heat dissipation assembly consists of multiple cooling pipes (25), all of which are fixedly installed on the heat sink (22) and are sealed to each other. Two air inlet sleeves are fixedly installed on the inner wall of the transfer sleeve (13), and air inlet pipes (26) are fixedly connected to both air inlet sleeves. The other end of the two air inlet pipes (26) is fixedly connected to an air inlet seat (27), and the two air inlet seats (27) are fixedly connected to the corresponding multiple cooling pipes (25). A filter plate (24) is slidably installed inside the heat sink (22), and multiple through holes are provided on the filter plate (24). Each through hole is matched with a corresponding cooling pipe (25). A round rod is fixedly installed on the filter plate (24), and the round rod is slidably connected to the heat sink (22). A connecting rod is fixedly installed between the round rod and the moving ring (17).

2. An aircraft rotor drive heat dissipating assembly according to claim 1, wherein, The transmission assembly consists of a transmission gear (7), a transmission shaft (8), a reduction gear (9), and a synchronization mechanism. The transmission gear (7) is fixedly installed at one end of the output shaft (6) located inside the transmission sleeve (5). The transmission shaft (8) is rotatably installed inside the transmission sleeve (5). The reduction gear (9) is fixedly installed on the transmission shaft (8) and meshes with the transmission gear (7). The synchronization mechanism is installed between the transmission shaft (8) and the mounting shaft (4).

3. An aircraft rotor drive heat dissipating assembly according to claim 2, wherein, The synchronization mechanism consists of bevel gear one (10) and bevel gear two (11). Bevel gear one (10) is fixedly installed on the end of the transmission shaft (8) away from the output shaft (6). Bevel gear two (11) is fixedly installed on the bottom of the mounting shaft (4) and meshes with bevel gear one (10).

4. The aircraft rotor transmission heat dissipation assembly according to claim 2, characterized in that, The tooth spacing of the reduction gear (9) is equal to that of the transmission gear (7), and the diameter and number of teeth of the reduction gear (9) are both greater than those of the transmission gear (7).

5. The aircraft rotor drive heat dissipation assembly according to claim 1, characterized in that, The one-way inlet (14) is used to allow the coolant in the annular cavity to enter the cooling cavity (12) in one direction. The one-way outlet (15) is used to allow the coolant in the cooling cavity (12) to enter the annular cavity in one direction. The one-way inlet pipe (20) is used to allow the coolant in the annular cavity to enter the transmission sleeve (5) in one direction. The one-way outlet pipe one (21) is used to allow the coolant in the transmission sleeve (5) to enter the heat sink (22) in one direction. The one-way outlet pipe two (23) is used to allow the coolant in the heat sink (22) to enter the annular cavity in one direction.

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