Heat dissipation system, electric engine, electric propulsion device and aircraft

Abstract

The utility model provides a heat dissipation system, an electric engine, an electric propulsion device and an aircraft, and relates to the technical field of aircrafts. The cooling system comprises a fan and a liquid pump. The liquid pump comprises a driving motor and a pump rotor, the driving motor is provided with a first output end and a second output end, the first output end of the driving motor is connected with the fan and used for driving the fan, and the second output end of the driving motor is connected with the pump rotor and used for driving the pump rotor. The pump rotor is used for being connected to a preset cooling medium circulation loop and driving a cooling medium in the cooling medium circulation loop to circularly flow. Therefore, the heat dissipation system is simple in structure, and the size and the weight of the heat dissipation system can be reduced.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to a heat dissipation system, an electric engine, an electric propulsion device, and an aircraft. Background Art

[0002] An electric vertical take-off and landing (eVTOL) vehicle includes an electric propulsion device, which includes a propeller and an electric engine. The electric engine includes a power motor, which is transmission-connected to the propeller and is used to drive the propeller to rotate.

[0003] The power motor generates heat during operation. In order to dissipate the heat of the power motor, in related technologies, the heat dissipation system of the power motor in the electric engine can be cooled by liquid cooling and air cooling. However, the settings of liquid cooling and air cooling make the heat dissipation system structure complex and large in size. Utility Model Content

[0004] The present application aims to provide an electric engine, an electric propulsion device and an aircraft to solve the problem in the prior art that the heat dissipation system of the electric engine is bloated and complex in structure, bulky in size and cannot meet the requirements of lightweighting.

[0005] A first aspect of an embodiment of the present application provides a heat dissipation system, the heat dissipation system comprising:

[0006] fan;

[0007] The liquid pump includes a drive motor and a pump rotor. The drive motor has a first output end and a second output end. The first output end of the drive motor is connected to the fan and is used to drive the fan. The second output end of the drive motor is connected to the pump rotor and is used to drive the pump rotor. The pump rotor is used to be connected to a preset cooling medium circulation loop and drive the cooling medium in the cooling medium circulation loop to circulate.

[0008] In the cooling system provided by the embodiments of the present application, the fan and the liquid pump are driven by the same drive motor, which can reduce the number of motors required. This reduction in the number of motors also reduces the number of control modules supporting the motors, thereby reducing the size and weight of the cooling system. Furthermore, compared to a solution in which the drive motor is a separate motor from the liquid pump, the drive motor is the pump motor of the liquid pump. When both the drive motor and the liquid pump are installed on the device to be cooled, assembly only needs to be performed once, making assembly more convenient.

[0009] In some possible implementations, the drive motor includes a motor housing;

[0010] The motor housing forms a cavity wall of the motor cavity and also forms part of a cavity wall of the pump cavity. The pump rotor is arranged in the pump cavity.

[0011] In some possible implementations, the liquid pump further includes a pump cover, and the motor housing and the pump cover form a pump chamber.

[0012] In some possible implementations, the drive motor includes an output shaft;

[0013] In the axial direction of the output shaft, the first output end and the second output end are respectively located at two ends of the output shaft, and the fan and the pump rotor are respectively located at two ends of the output shaft.

[0014] In some possible implementations, the drive motor includes a first winding and a second winding, the first winding and the second winding are arranged in parallel, and the first winding and the second winding are both used to drive the first output end and the second output end.

[0015] In some possible implementations, the drive motor is a disk motor.

[0016] In some possible implementations, the heat dissipation system further includes a radiator;

[0017] The radiator is used to be connected to a preset cooling medium circulation loop to dissipate heat from the cooling medium in the cooling medium circulation loop, and the radiator has an air flow channel for air flow;

[0018] The fan is used to drive air flow through the air flow channel to dissipate heat from the radiator.

[0019] A second aspect of an embodiment of the present application provides an electric engine, the electric engine comprising:

[0020] The power motor has a liquid cooling channel, which is used to form a cooling medium circulation loop to dissipate heat for the power motor;

[0021] And the heat dissipation system in any of the above embodiments, the heat dissipation system is used to dissipate heat from the power motor; wherein the liquid pump is arranged on the housing of the power motor, and the pump rotor of the liquid pump is connected to the cooling medium circulation loop and drives the cooling medium in the cooling medium circulation loop to circulate.

[0022] In some possible implementations, the motor housing of the drive motor is fixedly connected to the housing of the power motor, and the pump chamber of the liquid pump is located between the motor housing and the housing of the power motor.

[0023] In some possible implementations, the housing of the power motor has a groove, a portion of the liquid pump of the heat dissipation system is located in the groove, and a pump cavity is provided between the motor housing and the groove wall of the groove.

[0024] In some possible implementations, at least a portion of the motor housing is located outside the groove and is fixedly connected to the housing of the power motor.

[0025] In some possible implementations, the power motor further has a first flow channel and a second flow channel, the groove wall has a first opening and a second opening, and the liquid pump has a first joint portion and a second joint portion;

[0026] The radiator is connected to the first opening through the first flow channel, and the first opening is connected to the first joint part so that the first opening is connected to the pump chamber. The liquid cooling flow channel is connected to the second opening through the second flow channel, and the second opening is connected to the second joint part so that the second opening is connected to the pump chamber. The liquid cooling flow channel, the radiator, the first flow channel and the second flow channel are used to form a cooling medium circulation loop.

[0027] In some possible implementations, the electric motor further includes a first seal, which is provided at the first joint portion, and the groove wall of the groove is sealedly connected to the first joint portion at the first opening through the first seal.

[0028] In some possible implementations, the electric motor further includes a second seal, which is provided at the second joint portion, and the groove wall of the groove is sealedly connected to the second joint portion at the second opening through the second seal.

[0029] A third aspect of the embodiments of the present application provides an electric propulsion device, the electric propulsion device comprising a propeller and an electric engine in any one of the above embodiments;

[0030] The propeller is connected to the power motor of the electric engine, and the power motor is used to drive the propeller to rotate.

[0031] A fourth aspect of the embodiments of the present application provides an aircraft, the aircraft comprising a fuselage, wings, a tail, and the electric propulsion device of any one of the above embodiments;

[0032] The electric propulsion device is arranged on the wings, and / or the fuselage, and / or the tail. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0034] Figure 1 A schematic diagram of an aircraft provided in an embodiment of the present application;

[0035] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of the present application;

[0036] Figure 3A schematic cross-sectional view of another electric engine provided in an embodiment of the present application;

[0037] Figure 4 A horizontal cross-sectional schematic diagram of a back cover provided in an embodiment of the present application;

[0038] Figure 5 A schematic diagram of another electric engine provided in an embodiment of the present application;

[0039] Figure 6 A schematic diagram of a radiator provided in an embodiment of the present application;

[0040] Figure 7 A schematic diagram of another electric propulsion device provided in an embodiment of the present application;

[0041] Figure 8 A top view of an electric propulsion device provided in an embodiment of the present application;

[0042] Figure 9 for Figure 8 Schematic diagram of the cross section of the AA plane;

[0043] Figure 10 for Figure 8 A top view of the power motor rotor in FIG;

[0044] Figure 11 for Figure 10 Schematic diagram of the cross section of the middle BB surface;

[0045] Figure 12 A schematic cross-sectional view of a rotor housing of another electric propulsion device provided in an embodiment of the present application;

[0046] Figure 13 A schematic cross-sectional view of another electric propulsion device provided in an embodiment of the application;

[0047] Figure 14 for Figure 13 A schematic cross-sectional view of the rotor housing of the electric propulsion device shown;

[0048] Figure 15 A schematic cross-sectional view of a power motor rotor of another electric propulsion device provided in an embodiment of the present application;

[0049] Figure 16 for Figure 15 Enlarged schematic diagram of point S in the middle.

[0050] Description of reference numerals:

[0051] 11. Fuselage; 12. Wings; 13. Tail; 14. Arms; 15. Nacelle;

[0052] 20. Electric propulsion device; 20a. Fixed electric propulsion device; 20b. Tilting electric propulsion device; 21. Electric engine; 22. Propeller;

[0053] 100. Power motor;

[0054] 110. Liquid cooling channel; 111. Stator cooling channel;

[0055] 120, rear cover; 121, groove; 1211, first opening; 1212, second opening; 122, first flow channel; 123, second flow channel;

[0056] 130, power motor rotor; 131, rotor housing; 132, magnet; 133, air inlet; 133A, first air inlet; 133B, second air inlet; 134, first air duct; 135, second air duct; 1351, curved inner wall; 136, through-hole structure; 137, mounting hole; 138, first notch; 139, second notch;

[0057] 140. Power motor stator; 141. Power motor winding; 142. Stator bracket;

[0058] 150, air gap;

[0059] 200, fan;

[0060] 300, liquid pump; 310, drive motor; 311, motor housing; 3111, motor upper housing; 31111, first connecting portion; 3112, motor lower housing; 31121, second connecting portion; 3113, fastener; 312, output shaft; 313, motor body; 320, pump rotor; 330, pump cover; 331, first joint; 332, second joint.

[0061] 400, radiator; 410, heat dissipation flat tube; 420, first liquid collecting pipe; 430, second liquid collecting pipe;

[0062] 510, liquid supply pipe; 520, liquid return pipe;

[0063] 610, first sealing member; 620, second sealing member. DETAILED DESCRIPTION

[0064] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0065] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0066] In this application, unless otherwise specified or limited, the terms "mounted," "connected," and "fixed" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integration; direct connections, indirect connections through an intermediate medium, or internal connections between two components or interactions between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0067] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0068] In the above description, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0069] An embodiment of the present application provides an aircraft, which may be an electric vertical take-off and landing (eVTOL) aircraft, or may be other aircraft.

[0070] Figure 1A schematic diagram of an aircraft provided in an embodiment of the present application. Figure 1 The aircraft shown is for illustration only and does not constitute a limitation to the specific structure and shape of the aircraft.

[0071] like Figure 1 As shown, the aircraft includes a fuselage 11, wings 12, and a tail 13. The fuselage 11 is a symmetrical structure, and the remaining structure and shape of the fuselage 11 are not limited and can refer to the structure of the fuselage 11 of an existing aircraft. The wings 12 are fixedly connected to the fuselage 11. The structure of the wings 12 can also refer to the fixed wing 12 structure of an existing aircraft and will not be described in detail here. The tail 13 is fixedly arranged at the tail of the fuselage 11. The tail 13 is integrally formed with the fuselage 11 or mechanically connected and has a symmetrical structure. The structure of the tail 13 can also refer to the tail 13 structure of an existing aircraft and will not be described in detail here.

[0072] It should be noted that, in some scenarios, the aircraft may also include a fuselage 11 and wings 12 , that is, the aircraft does not include a tail 13 .

[0073] like Figure 1 As shown, the aircraft further includes an electric propulsion device 20, which can be used to provide power for the aircraft. The number of the electric propulsion device 20 is one or more electric propulsion devices 20, for example Figure 1 As shown, the aircraft includes eight electric propulsion devices 20 .

[0074] The electric propulsion device 20 is arranged on the fuselage 11 and / or the wings 12 and / or the tail 13, for example Figure 1 As shown, electric propulsion devices 20 are symmetrically provided on the wings 12 and the tail 13. Of course, in some scenarios, the electric propulsion devices 20 are provided on the fuselage 11, while the wings 12 and tail 13 are not provided with electric propulsion devices 20. In other scenarios, the electric propulsion devices 20 are provided on the wings 12, while the fuselage 11 and tail 13 are not provided with electric propulsion devices 20. In still other scenarios, the electric propulsion devices 20 are provided on the tail 13, while the fuselage 11 and wings 12 are not provided with electric propulsion devices 20.

[0075] Continue to see Figure 1 As shown, the aircraft further includes an arm 14 and a nacelle 15, both of which are used to connect to an electric propulsion device 20, so as to set the electric propulsion device 20 on the fuselage 11, the wing 12, or the tail 13. Of course, in some scenarios, the aircraft may also include either the arm 14 or the nacelle 15.

[0076] In some embodiments, as Figure 1 As shown, the electric propulsion device 20 is disposed on the wing 12 via the arm 14. In other embodiments, the electric propulsion device 20 may also be disposed on the wing 12 via a nacelle 15 (not shown in the figure).

[0077] In some embodiments, as Figure 1 As shown, the electric propulsion device 20 is disposed on the tail 13 via the nacelle 15. In other embodiments, the electric propulsion device 20 may also be disposed on the tail 13 via the machine arm 14 (not shown in the figure).

[0078] In some examples, the electric propulsion device 20 provided on the aircraft may include a fixed electric propulsion device 20 a , which is fixedly connected to any one of the fuselage 11 , the wings 12 , and the tail 13 .

[0079] In some examples, the electric propulsion device 20 provided on the aircraft may include a tilting electric propulsion device 20b, and a tilting mechanism is provided between the tilting electric propulsion device 20b and any one of the fuselage 11, wings 12 and tail 13, and the tilting mechanism is used to adjust the tilt angle of the tilting electric propulsion device 20b.

[0080] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20 a.

[0081] In other examples, all electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0082] In some other examples, some of the electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20a, and some of the electric propulsion devices 20 are tilting electric propulsion devices 20b, for example. Figure 1 As shown, four of the electric propulsion devices 20 are fixed electric propulsion devices 20a, and the remaining four electric propulsion devices 20 are tilting electric propulsion devices 20b. The fixed electric propulsion devices 20a are arranged on the outside of the tilting electric propulsion devices 20b.

[0083] In this embodiment, the electric propulsion device 20 includes a power battery (not shown), an electric motor 21, and a propeller 22. The electric motor 21 includes a power motor 100, a motor controller (not shown), and cables, and can convert electrical energy into mechanical energy. In actual implementation, the electric motor 21 can also be referred to as an electric propulsion system.

[0084] like Figure 1 As shown, the electric engine 21 is arranged on the arm 14 or the nacelle 15, and the propeller 22 is arranged on one side of the electric engine 21. The electric engine 21 is transmission-connected to the propeller 22, and the electric engine 21 is used to drive the propeller 22 to rotate to provide power for the aircraft.

[0085] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of the present application.

[0086] like Figure 2 As shown, in the embodiment of the present application, the electric engine 21 includes a power motor 100, and the power motor 100 can be set on the fuselage 11 and / or the wing 12 and / or the tail 13 through a mounting seat.

[0087] The propeller 22 may be disposed on one side of the power motor 100 . The power motor 100 is in transmission connection with the propeller 22 . The power motor 100 is used to drive the propeller 22 to rotate.

[0088] The present application also provides a heat dissipation system, including a heat sink 400. The heat sink 400 can be used to dissipate heat from a device to be dissipated. For example, the device to be dissipated can be a power motor 100, or other device requiring heat dissipation. The present application uses the power motor 100 as an example for illustration.

[0089] In the embodiment of the present application, the electric motor 21 may include a heat dissipation system, which may be provided on a side of the power motor 100 facing away from the propeller 22, and the radiator 400 may be used to dissipate heat from the power motor 100. The radiator 400 may be provided on the power motor 100, and the heat from the power motor 100 may be transferred to the radiator 400.

[0090] The heat dissipation system further includes a fan 200 , which is used to dissipate heat from the radiator 400 .

[0091] Exemplarily, the fan 200 is disposed on a side of the power motor 100 away from the propeller 22 to facilitate the arrangement of the fan 200 so that the fan 200 and the propeller 22 are not easily affected by each other.

[0092] For example, the radiator 400 has an airflow channel for airflow, and the fan 200 is used to drive the airflow through the airflow channel to dissipate heat from the radiator 400. In this way, the airflow passing through the radiator 400 can be used to dissipate heat from the radiator 400, which is more efficient.

[0093] In the embodiment of the present application, the power motor 100 has a liquid cooling channel 110, and the radiator 400 is connected to the liquid cooling channel 110 and is used to form a cooling medium circulation loop to dissipate heat from the power motor 100. In this way, the heat generated by the power motor 100 can be carried to the radiator 400 by the cooling medium flowing in the cooling medium circulation loop for dissipation, thereby facilitating the dissipation of heat from the power motor 100. In addition, through liquid cooling, the heat dissipation efficiency of the power motor 100 is high, and the power motor 100 is less likely to overheat.

[0094] The radiator 400 connected to the cooling medium circulation loop is used to dissipate heat from the cooling medium in the cooling medium circulation loop.

[0095] In some examples where the heat dissipation system is used to dissipate heat for other devices to be cooled, the radiator 400 can be used to be connected to other preset cooling medium circulation loops.

[0096] The heat dissipation system also includes a liquid pump 300, which is located within the cooling medium circulation loop and is used to drive the flow of the cooling medium within the cooling medium circulation loop. This facilitates the driving of the cooling medium within the cooling medium circulation loop. Furthermore, the flow rate of the cooling medium can be controlled by the liquid pump 300 to match the heat dissipation requirements of the power motor 100.

[0097] Exemplarily, the radiator 400 and the liquid pump 300 are both fixed to the power motor 100 .

[0098] Exemplarily, the outlet of the radiator 400 is communicated with the inlet of the liquid-cooling channel 110 through the liquid pump 300 , and the outlet of the liquid-cooling channel 110 is communicated with the inlet of the radiator 400 .

[0099] Exemplarily, the radiator 400 and the liquid pump 300 are both arranged on the side of the power motor 100 away from the propeller 22 to facilitate the arrangement of the radiator 400 and the liquid pump 300 so that the radiator 400 and the liquid pump 300 are not easily affected by the propeller 22.

[0100] In some possible embodiments, the electric motor 21 further includes a liquid supply pipe 510 and a liquid return pipe 520. The outlet of the liquid-cooling channel 110 is connected to the inlet of the radiator 400 via the liquid return pipe 520, and the outlet of the radiator 400 is connected to the inlet of the liquid pump 300 via the liquid supply pipe 510. The liquid-cooling channel 110, the liquid return pipe 520, the radiator 400, and the liquid supply pipe 510 are used to form a cooling medium circulation loop. This facilitates connection to the radiator 400, which is spaced apart from the power motor 100 and the liquid pump 300. The radiator 400 is spaced apart from the power motor 100 and the liquid pump 300, which helps increase the air volume flowing through the radiator 400.

[0101] Figure 3 A cross-sectional schematic diagram of another electric motor provided in an embodiment of the present application.

[0102] like Figure 3 As shown, and reference Figure 2In some possible embodiments, at least one of the liquid supply pipe 510 and the liquid return pipe 520 is a rigid pipe, and the radiator 400 is rigidly connected to the housing of the power motor 100 via at least one of the liquid supply pipe 510 and the liquid return pipe 520. This allows the radiator 400 to be fixed to the power motor 100 at intervals without requiring additional connection structures, facilitating aircraft weight reduction and spatial layout. Furthermore, this reduces obstruction to the air inlet or outlet of the radiator 400, thereby increasing the air volume flowing through the radiator 400 and improving the heat dissipation efficiency of the radiator 400.

[0103] Exemplarily, the liquid supply pipe 510 and the liquid return pipe 520 can both be rigid pipes, and the radiator 400 is rigidly connected to the housing of the power motor 100 through the liquid supply pipe 510 and the liquid return pipe 520, so as to achieve a relatively stable rigid connection between the radiator 400 and the power motor 100.

[0104] Exemplarily, the power motor 100 further includes a first flow channel 122, the inlet of the first flow channel 122 being connected to the outlet of the liquid supply pipe 510, which in turn is connected to the inlet of the liquid pump 300. This allows the outlet of the liquid supply pipe 510 to communicate with the inlet of the liquid pump 300 via the first flow channel 122. The liquid supply pipe 510 is a rigid pipe that rigidly connects the housing of the power motor 100 to the radiator 400. This facilitates securing the radiator 400 to the power motor 100 via the liquid supply pipe 510 connecting the liquid pump 300 and the radiator 400.

[0105] In the prior art, the liquid cooling and air cooling of the heat dissipation system are driven by independent drive mechanisms. Specifically, a separate drive mechanism drives the liquid pump, and another separate drive mechanism drives the fan. These two independent drive mechanisms require an additional power supply structure within the electric motor, resulting in a heavier overall weight and poor heat dissipation due to installation space limitations.

[0106] Based on this, in an embodiment of the present application, the liquid pump 300 includes a drive motor 310 having a first output terminal and a second output terminal. The first output terminal of the drive motor 310 is connected to the fan 200 and is used to drive the fan 200, and the second output terminal of the drive motor 310 is used to drive the flow of the cooling medium within the cooling medium circulation loop. In other words, the drive motor 310 that drives the fan 200 is also the pump motor of the liquid pump 300. In this way, the fan 200 and the liquid pump 300 are driven by the same drive motor 310, which can reduce the number of motors provided. After the number of motors is reduced, the number of control modules supporting the motors can also be reduced, thereby reducing the size and weight of the heat dissipation system of the electric engine 21. In addition, compared to a solution in which the drive motor 310 is a motor independent of the liquid pump 300, when the drive motor 310 is the pump motor of the liquid pump 300, when it is necessary to install both the drive motor 310 and the liquid pump 300 on the power motor 100, only one assembly is required, making the assembly of the electric engine 21 more convenient.

[0107] Exemplarily, the driving motor 310 is fixedly connected to the housing of the power motor 100 , so as to facilitate the fixation of the liquid pump 300 and the power motor 100 .

[0108] Illustratively, the housing of the power motor 100 includes a rear cover 120 . The rear cover 120 is located on a side of the power motor 100 facing away from the propeller 22 . The drive motor 310 is fixedly connected to the rear cover 120 .

[0109] In some possible embodiments, the liquid pump 300 further includes a pump rotor 320, which is configured to connect to the cooling medium circulation loop and drive the cooling medium within the cooling medium circulation loop. The drive motor 310 includes a motor housing 311. The motor housing 311 forms the walls of the motor cavity. The motor housing 311 is fixedly connected to the housing of the power motor 100, and a pump cavity is defined between the motor housing 311 and the housing of the power motor 100. In other words, the pump cavity of the liquid pump 300 is located between the motor housing 311 and the housing of the power motor 100. The motor housing 311 also forms a portion of the cavity wall of the pump cavity. The pump rotor 320 is disposed within the pump cavity. The second output end is connected to the pump rotor 320 and is configured to drive the pump rotor 320 to flow the cooling medium within the cooling medium circulation loop. In this way, the cavity wall of the motor cavity and a portion of the cavity wall of the pump cavity are integrally formed by the motor housing 311, which can reduce the overall size and weight of the liquid pump 300, thereby further reducing the size and weight of the electric motor 21. In addition, the number of connection structures that securely connect the pump chamber wall, the motor chamber wall, and the housing of the power motor 100 can be reduced, thereby further reducing the size and weight of the electric motor 21 and facilitating assembly of the liquid pump 300 on the power motor 100. Furthermore, the pump chamber of the liquid pump 300 is located between the motor housing 311 and the housing of the power motor 100, facilitating communication between the pump chamber and the liquid cooling channel 110.

[0110] The driving motor 310 also includes a motor body 313 and an output shaft 312. The motor body 313 is arranged in the motor cavity. The output shaft 312 is connected to the motor body 313. The output shaft 312 has a first output end and a second output end. The motor body 313 is used to drive the output shaft 312 to rotate.

[0111] The motor housing 311 is fixedly connected to the rear cover 120 , and a pump cavity is defined between the motor housing 311 and the rear cover 120 .

[0112] Exemplarily, the motor housing 311 includes an upper motor housing 3111 and a lower motor housing 3112. A removable cover of the upper motor housing 3111 is attached to the lower motor housing 3112. The upper motor housing 3111 and the lower motor housing 3112 enclose a motor cavity, with the upper motor housing 3111 forming part of the cavity wall of the motor cavity, and the lower motor housing 3112 forming part of the cavity wall of the motor cavity. A pump cavity is located between the upper motor housing 3111 and the housing of the power motor, and the upper motor housing 3111 also forms part of the cavity wall of the pump cavity. This facilitates inspection and maintenance of the interior of the motor cavity.

[0113] Exemplarily, the motor upper shell 3111 and the motor lower shell 3112 can be detachably connected by at least one of fastener connection, snap connection, etc.

[0114] In some possible embodiments, the housing of the power motor 100, specifically, the rear cover 120, has a groove 121. A portion of the liquid pump 300 is located within the groove 121, and a pump cavity is defined between the motor housing 311 and the wall of the groove 121. This helps reduce the size of the electric motor 21.

[0115] In some possible implementations, the liquid pump 300 further includes a pump cover 330. The pump cover 330 is connected to the motor housing 311, and the motor housing 311 and the pump cover 330 form a pump cavity. In this way, a pump cavity for accommodating the pump rotor 320 is formed.

[0116] When the motor housing 311 includes the motor upper housing 3111 and the motor lower housing 3112 , the pump cover 330 is connected to the motor upper housing 3111 , and the motor upper housing 3111 and the pump cover 330 form a pump chamber.

[0117] For example, at least a portion of the pump cover 330 is located within the groove 121, and at least a portion of the motor housing 311 is located outside the groove 121 and is fixedly connected to the housing of the power motor 100. This facilitates assembly of the liquid pump 300 and the power motor 100 while reducing the size of the electric motor 21.

[0118] Illustratively, the pump cover 330 is detachably connected to the motor housing 311 to facilitate inspection and maintenance of components in the pump chamber.

[0119] Exemplarily, the pump cover 330 and the motor housing 311 can be detachably connected by at least one of fastener connection and snap connection.

[0120] Specifically, the liquid pump 300 is composed of the pump cover 330 and the motor housing 311, so that the liquid pump 300 as a whole can be removed from the groove 121, which facilitates the installation and disassembly of the liquid pump 300 and prevents the liquid inside the pump cavity from flowing out during installation and disassembly.

[0121] Figure 4 A horizontal cross-sectional view of a back cover provided in an embodiment of the present application, wherein the horizontal cross-section refers to the horizontal cross-sectional view relative to Figure 3 In terms of the horizontal transverse plane.

[0122] like Figure 4 As shown, and see Figure 3In some possible embodiments, the power motor 100 has a first flow channel 122 and a second flow channel 123, the groove wall of the groove 121 has a first opening 1211 and a second opening 1212, and the liquid pump 300 has a first joint portion 331 and a second joint portion 332. The radiator 400 is connected to the first opening 1211 through the first flow channel 122, and the first opening 1211 is connected to the first joint portion 331, so that the first opening 1211 is connected to the pump cavity. The liquid cooling flow channel 110 is connected to the second opening 1212 through the second flow channel 123, and the second opening 1212 is connected to the second joint portion 332, so that the second opening 1212 is connected to the pump cavity. The liquid cooling flow channel 110, the radiator 400, the first flow channel 122, and the second flow channel 123 are used to form a cooling medium circulation loop. In this way, the liquid pump 300, which is composed of the pump cover 330 and the motor housing 311, can be connected to the cooling medium circulation loop to drive the cooling medium to flow in the cooling medium circulation loop.

[0123] In some examples, the first joint portion 331 and the second joint portion 332 may both be provided on the pump cover 330 .

[0124] In other examples, at least one of the first joint portion 331 and the second joint portion 332 may be provided on the motor housing 311 .

[0125] Exemplarily, the first flow channel 122 and the second flow channel 123 are both located on the rear cover 120 .

[0126] For example, the first joint portion 331 may be inserted into the first opening 1211 , and the second joint portion 332 may be inserted into the second opening 1212 .

[0127] In some possible implementations, the first opening 1211 and the second opening 1212 are oriented in the same direction as the notch of the groove 121. In other words, the first opening 1211 and the second opening 1212 are both located at the bottom of the groove 121. This facilitates the docking of the first opening 1211 with the first joint portion 331 and the docking of the second opening 1212 with the second joint portion 332 when the liquid pump 300 is moved into the groove 121.

[0128] In other examples, the orientation of at least one of the first opening 1211 and the second opening 1212 may be different from the orientation of the notch of the groove 121. For example, at least one of the first opening 1211 and the second opening 1212 may be located on a peripheral wall of the groove 121.

[0129] In some possible embodiments, the electric motor 21 further includes a first seal 610 disposed at the first joint portion 331. The groove wall of the groove 121 is sealed to the first joint portion 331 at the first opening 1211 via the first seal 610. This prevents the cooling medium from leaking through the groove cavity of the groove 121. Furthermore, this facilitates the flow of the cooling medium into or out of the pump cavity, facilitating the drive of the cooling medium by the pump rotor 320 within the pump cavity. Furthermore, the first seal 610 is a static seal, providing a good sealing effect.

[0130] For example, the first sealing member 610 may be a sealing ring.

[0131] In some possible embodiments, the electric motor 21 further includes a second seal 620 disposed at the second joint portion 332. The groove wall of the groove 121 is sealed to the second joint portion 332 at the second opening 1212 via the second seal 620. This prevents the cooling medium from leaking through the groove cavity of the groove 121. Furthermore, this facilitates the flow of the cooling medium into or out of the pump cavity, facilitating the drive of the cooling medium by the pump rotor 320 within the pump cavity. Furthermore, the second seal 620 is a static seal, providing a good sealing effect.

[0132] For example, the second sealing member 620 may be a sealing ring.

[0133] In some examples, the first flow channel 122 can have multiple inlets, each inlet of the first flow channel 122 is connected to the corresponding outlet of the radiator 400 through a corresponding liquid supply pipe 510, and the radiator 400 can be rigidly connected to the power motor 100 through multiple liquid supply pipes 510. The cooling medium flowing into the multiple inlets of the first flow channel 122 can converge in the first flow channel 122 and then flow to the pump chamber.

[0134] In other possible embodiments, the motor housing 311 and the groove 121 form a pump cavity. Compared to the aforementioned method of forming the pump cavity by the pump cover 330 and the motor housing 311, the pump cover 330 may not be required, further reducing the number of components of the liquid pump 300 and further reducing the size and weight of the electric motor 21.

[0135] In some examples where the motor housing 311 and the groove 121 enclose a pump cavity, the pump cavity may be in communication with the first flow channel 122 and the second flow channel 123 through the first opening 1211 and the second opening 1212 , respectively.

[0136] In some examples, a portion of the motor housing 311 is located within the groove 121, and a third seal is provided between the peripheral wall of the motor housing 311 and the peripheral wall of the groove 121. The motor housing 311 and the groove wall of the groove 121 are sealed by the third seal, thereby preventing the cooling medium from leaking through the groove cavity of the groove 121.

[0137] In some possible implementations, the liquid pump 300 is located between the power motor 100 and the fan 200. This facilitates communication between the liquid pump 300 and the liquid cooling channel 110. In addition, it is also convenient to drive the fan 200 through the drive motor 310 of the liquid pump 300.

[0138] In some possible implementations, the first output end and the second output end are located at opposite ends of the output shaft 312 in the axial direction thereof, and the fan 200 and the power motor 100 are located at opposite ends of the output shaft 312. This allows the fan 200 and the power motor 100 to avoid each other. Furthermore, it is also convenient to drive the fan 200 and the cooling medium flow via a single output shaft 312.

[0139] When the second output end is connected to the pump rotor 320, the fan 200 and the pump rotor 320 are located at opposite ends of the output shaft 312. This allows the fan 200 and the pump rotor 320 to avoid each other. Furthermore, it is convenient to drive the fan 200 and the pump rotor 320 via a single output shaft 312.

[0140] For example, the fan 200, the pump rotor 320 and the output shaft 312 are coaxially arranged. In this way, the fan 200, the drive motor 310 and the pump rotor 320 can be compact in structure.

[0141] For example, in the axial direction of the output shaft 312, the motor housing 311 has a first through-shaft hole and a second through-shaft hole on either side, respectively. The first through-shaft hole connects the motor cavity and the pump cavity, while the second through-shaft hole connects the motor cavity and the exterior of the motor housing 311. The output shaft 312 is inserted into the motor cavity, the first through-shaft hole, and the second through-shaft hole. The first output end is located outside the motor housing 311, and the second output end is located inside the pump cavity. The output shaft 312 is sealed to the wall of the first through-shaft hole via a dynamic sealing structure. This facilitates connection of the output shaft 312 to the fan 200 and the pump rotor 320.

[0142] Exemplarily, the dynamic sealing structure may be a mechanical sealing structure.

[0143] For example, the output shaft 312 may be connected to the fan 200 by means of a spline fit, an interference fit, or the like.

[0144] For example, the output shaft 312 may be connected to the pump rotor 320 by means of spline fit, interference fit, or the like.

[0145] In some possible implementations, the motor housing 311 is detachably connected to the power motor 100 , so as to facilitate the inspection and maintenance of the liquid pump 300 .

[0146] Exemplarily, the motor housing 311 and the power motor 100 can be detachably connected by at least one of fastener connection, snap connection, etc.

[0147] Figure 5 A schematic diagram of another electric engine provided in an embodiment of the present application.

[0148] like Figure 5 As shown, in some possible embodiments, the motor upper shell 3111 includes a plurality of first connecting portions 31111 distributed along the circumference of the motor upper shell 3111, the first connecting portions 31111 have a first through hole, the motor lower shell 3112 includes a plurality of second connecting portions 31121 corresponding to the first connecting portions 31111 one by one, the second connecting portions 31121 have a second through hole, and the motor upper shell 3111 and the motor lower shell 3112 are connected by the first connecting portions 31111 through the second through hole. A through hole and a fastener 3113 in the second through hole of the corresponding second connecting part 31121 are detachably connected to the back cover 120. The back cover 120 has an abutment platform corresponding to the first connecting part 31111 on the side facing the drive motor 310. The abutment platform has a connecting hole. The fastener 3113 is passed through the connecting hole and fixedly connected to the hole wall of the connecting hole. The fastener 3113 can press the second connecting part 31121 and the first connecting part 31111 onto the corresponding abutment platform.

[0149] In some possible embodiments, the drive motor 310 is a dual-winding motor. That is, the drive motor 310 includes a first winding and a second winding, which are arranged in parallel and each of which drives the first and second output terminals. In this way, if one of the first and second windings fails or malfunctions, the other winding can continue to drive the first and second output terminals, allowing the fan 200 and the liquid pump 300 to continue operating. This improves the reliability of the drive motor 310 and provides stable heat dissipation for the power motor 100.

[0150] Exemplarily, the first winding and the second winding may be electrically connected to different control modules respectively, and the first winding and the second winding may be powered and controlled by different control modules.

[0151] In some possible implementations, the drive motor 310 is a disk-type motor. In this way, the axial dimension of the drive motor 310 is small, which helps to reduce the circumferential dimension of the electric motor 21 in the drive motor 310.

[0152] Figure 6 A schematic diagram of a radiator provided in an embodiment of the present application.

[0153] like Figure 6As shown, in some possible embodiments, the heat sink 400 may include multiple heat dissipation flat tubes 410. The multiple heat dissipation flat tubes 410 are spaced apart, and airflow channels are formed between adjacent heat dissipation flat tubes 410. Both ends of each heat dissipation flat tube 410 are connected to the liquid cooling channel 110 to form a cooling medium circulation loop. The cooling medium flowing into the heat dissipation flat tubes 410 can be dissipated through the heat dissipation flat tubes 410. This facilitates heat dissipation of the cooling medium.

[0154] In some possible implementations, the radiator 400 further includes a first manifold 420 and a second manifold 430. The first manifold 420 communicates with one end of the plurality of heat dissipation flat tubes 410, while the second manifold 430 communicates with the other ends of the plurality of heat dissipation flat tubes 410. The first and second manifolds 420 and 430 are in communication with the liquid cooling channel 110. Thus, the first manifold 420 allows cooling medium to flow into and / or out of the radiator 400, while the second manifold 430 allows cooling medium to flow into and / or out of the radiator 400, facilitating both the flow of cooling medium into and out of the plurality of heat dissipation flat tubes 410.

[0155] For example, the first liquid collecting pipe 420 may be in communication with the liquid supply pipe 510 , so that the cooling medium in the radiator 400 flows to the liquid supply pipe 510 through the first liquid collecting pipe 420 .

[0156] For example, the first liquid collecting pipe 420 may be in communication with the liquid return pipe 520 , so that the cooling medium in the liquid return pipe 520 flows into the radiator 400 through the first liquid collecting pipe 420 .

[0157] For example, the second liquid collecting pipe 430 may be in communication with the liquid supply pipe 510 , so that the cooling medium in the radiator 400 flows to the liquid supply pipe 510 through the second liquid collecting pipe 430 .

[0158] For example, the second liquid collecting pipe 430 may be in communication with the liquid return pipe 520 , so that the cooling medium in the liquid return pipe 520 flows into the radiator 400 through the second liquid collecting pipe 430 .

[0159] Illustratively, the first manifold 420 and the second manifold 430 are disposed opposite to each other, and the first manifold 420 and the second manifold 430 are connected via a plurality of heat dissipation flat tubes 410 disposed therebetween, so as to realize a compact connection of various parts of the radiator 400 .

[0160] Illustratively, the plurality of heat dissipation flat tubes 410 are arranged side by side to facilitate compact arrangement of the plurality of heat dissipation flat tubes 410 .

[0161] Exemplarily, the radiator 400 further includes heat dissipation fins, which are disposed in the air flow channel. Two adjacent heat dissipation flat tubes 410 are connected via the heat dissipation fins, so as to improve the heat dissipation efficiency of the radiator 400 .

[0162] Figure 7 A schematic diagram of another electric propulsion device provided in an embodiment of the present application.

[0163] like Figure 7 As shown, the power motor 100 also includes a power motor stator 140 and a power motor rotor 130. The power motor stator 140 is fixedly arranged on the rear cover 120. The power motor rotor 130 is rotationally connected to the power motor stator 140. The power motor rotor 130 is transmission-connected to the propeller 22. The rotating power motor rotor 130 is used to drive the propeller 22 to rotate.

[0164] Figure 8 This is a top view of an electric propulsion device provided in an embodiment of the present application. Figure 9 for Figure 8 Schematic diagram of the cross section of the AA surface

[0165] like Figure 8 、 Figure 9 As shown, in some examples, the power motor rotor 130 includes a rotor housing 131 and a magnet 132, wherein the magnet 132 is connected to the interior of the rotor housing 131. At least a portion of the power motor stator 140 is located inside the rotor housing 131. For example, a portion of the power motor stator 140 is located inside the rotor housing 131, and another portion of the power motor stator 140 is located outside the rotor housing 131. The power motor stator 140 includes a stator bracket 142 and a power motor winding 141. The power motor winding 141 is fixedly connected to the stator bracket 142 and is located between the stator bracket 142 and the magnet 132. An air gap 150 is formed between the power motor winding 141 and the magnet 132. The air gap 150 is connected to the interior of the rotor housing 131. The stator bracket 142 is fixedly disposed on the rear cover 120, and the rotor housing 131 can be rotatably connected to the stator bracket 142 via a bearing.

[0166] The propeller 22 is in transmission connection with the rotor housing 131. Rotation of the rotor housing 131 drives the propeller 22 in turn. Specifically, the rotor housing 131 has a mounting hole 137 that connects the interior and exterior of the rotor housing 131. Mounting hole 137 is for inserting the shaft of the propeller 22. The shaft of the propeller 22 and the rotor housing 131 can be transmission-connected by means of an interference fit, a spline fit, or the like.

[0167] like Figure 9As shown, the rotor housing 131 has an air inlet 133, a first air duct 134, and a second air duct 135. The air inlet 133 and the mounting through-hole 137 are located on the same side of the rotor housing 131. The air inlet 133 is located on the surface of the rotor housing 131 that is away from the drive motor 310 along the axial direction of the power motor 100. The first air duct 134 is connected to the air inlet 133. At least a portion of the first air duct 134 is located on the side of the magnetic steel 132 that is away from the power motor stator 140 along the radial direction of the power motor 100. For example, Figure 9 As shown, the first air duct 134 is located on a side of the magnetic steel 132 radially away from the power motor stator 140 of the power motor 100. The first air duct 134 has an opening for air inlet and outlet at one end thereof axially away from the air inlet 133 of the power motor 100. The second air duct 135 is connected to the air inlet 133 and communicates with the air gap 150 between the power motor winding 141 and the magnetic steel 132 through the interior of the rotor housing 131.

[0168] When the power motor 100 drives the propeller 22 to rotate, the airflow generated by the rotation of the propeller 22 enters the interior of the first air duct 134 and the second air duct 135 through the air inlet 133. The airflow in the first air duct 134 exchanges heat with the magnet 132 through the inner wall of the first air duct 134 to remove the heat from the magnet 132. The airflow in the first air duct 134 then exits from the first air duct 134 along the axial direction of the power motor 100, away from the opening at one end of the air inlet 133. The airflow in the second air duct 135 enters the air gap 150 through the interior of the rotor housing 131. The airflow in the second air duct 135 exchanges heat with the magnet 132 and the power motor winding 141 to remove the heat generated by the magnet 132 and the power motor winding 141. The airflow in the second air duct 135 then exits from the air gap 150 along the axial direction of the power motor 100, away from the opening of the air inlet 133.

[0169] In this way, the airflow generated by the rotation of the propeller 22 is used to carry away the heat generated by the power motor stator 140 and the power motor rotor 130 during operation, thereby improving the heat dissipation efficiency of the power motor 100, ensuring that the temperature of the power motor 100 is within a suitable range, ensuring that the working performance of the power motor 100 is within a reasonable range, and improving the reliability of the power motor 100. In addition, the high heat dissipation efficiency of the power motor 100 can reduce the heat dissipation area of ​​the power motor 100, and still allow the temperature of the power motor 100 to be within a reasonable range. The reduction in the heat dissipation area of ​​the power motor 100 can reduce the volume of the power motor 100 and reduce the layout space required for the power motor 100. The smaller volume of the power motor 100 reduces the weight of the power motor 100, thereby increasing the torque density of the power motor 100. Among them, the torque density is equal to the ratio of the torque of the power motor 100 to the weight of the power motor 100.

[0170] like Figure 9 As shown, the liquid cooling channel 110 includes a stator cooling channel 111 located in the stator bracket 142 . The cooling medium absorbs the heat generated by the power motor 100 in the stator cooling channel 111 and then flows to the radiator 400 for heat dissipation.

[0171] Figure 10 for Figure 8 A top view of the power motor rotor in FIG. Figure 11 for Figure 10 Schematic diagram of the cross section of the BB surface.

[0172] For example, Figure 10 As shown, the rotor housing 131 may include a plurality of drainage ports 133, the plurality of drainage ports 133 including a first drainage port 133A and a second drainage port 133B, the first drainage port 133A and the second drainage port 133B are not connected. Along the radial direction of the power motor 100, the second drainage port 133B is located between the first drainage port 133A and the mounting through hole 137. Figure 11 As shown, the first air outlet 133A is connected to the first air duct 134, and the second air outlet 133B is connected to the second air duct 135. Figure 9 As shown, when the propeller 22 rotates, the first air inlet 133A introduces the airflow generated by the rotation of the propeller 22 into the interior of the first air duct 134 , and the second air inlet 133B introduces the airflow generated by the rotation of the propeller 22 into the interior of the second air duct 135 .

[0173] Figure 12 A schematic cross-sectional view of the rotor housing of another electric propulsion device provided in an embodiment of the present application.

[0174] like Figure 12 As shown, in some embodiments, the rotor housing 131 may also include at least one air duct 133. For example, the rotor housing 131 may include one air duct 133. Of course, the number of air ducts 133 may be more than one. Part of each air duct 133 is connected to the first air duct 134, and another part of each air duct 133 is connected to the second air duct 135. In this case, a single air duct 133 is connected to both the first air duct 134 and the second air duct 135. Each air duct 133 may be connected to one or more first air ducts 134, and each air duct 133 may be connected to one or more second air ducts 135. The number of first air ducts 134 and second air ducts 135 connected to each air duct 133 may be the same or different. In some embodiments, in order to increase the amount of air entering the second air duct 135, the drainage port 133 may include a drainage section and a second drainage section, the first drainage section is connected to the first air duct 134, and the second drainage section is connected to the second air duct 135, and the width of the first drainage section along the radial direction of the power motor 100 is smaller than the width of the second drainage section along the radial direction of the power motor 100.

[0175] Continue to see Figure 10 As shown, there are multiple first drainage ports 133A, which are spaced apart along the circumference of the power motor 100 . There are multiple second drainage ports 133B, which are spaced apart along the circumference of the power motor 100 .

[0176] like Figure 10 As shown, the number of the first drainage ports 133A and the number of the second drainage ports 133B are the same. Of course, the number of the first drainage ports 133A and the number of the second drainage ports 133B may also be different.

[0177] like Figure 10 As shown, the shape of the first drainage port 133A is a quadrilateral. Of course, the first drainage port 133A can be other shapes. Figure 10 As shown, the second drainage port 133B is in a quadrilateral shape. Of course, the second drainage port 133B can be in other shapes.

[0178] In some embodiments, as Figure 10 As shown, the radial width of the first air duct 133A along the power motor 100 can be smaller than the radial width of the second air duct 133B along the power motor 100, which can increase the air volume entering the second air duct 135, increase the air volume entering the air gap 150, and improve the heat dissipation efficiency of the power motor stator 140.

[0179] It should be noted that the radial width of the first drainage port 133A along the power motor 100 is not only smaller than the radial width of the second drainage port 133B along the power motor 100 , but can also be equal to or larger than the radial width of the second drainage port 133B along the power motor 100 .

[0180] In some embodiments, the first air guide openings 133A correspond one-to-one with the first air ducts 134. In this case, each first air guide opening 133A is connected to the corresponding first air duct 134, and each first air guide opening 133A directs the airflow generated by the propeller 22 into the interior of the corresponding first air duct 134. In other embodiments, each first air guide opening 133A may correspond to multiple first air ducts 134, and each first air guide opening 133A is connected to the corresponding multiple first air ducts 134. For example, the first air guide opening 133A may correspond to two second air ducts 135, and the first air guide opening 133A is connected to the two second air ducts 135 respectively. In still other embodiments, each first air duct 134 may correspond to multiple first air guide openings 133A, and each first air duct 134 is connected to the corresponding multiple first air guide openings 133A. For example, the first air duct 134 may correspond to three first air guide openings 133A.

[0181] Similarly, in some embodiments, the second air guide openings 133B correspond one-to-one with the second air ducts 135. In this case, each second air guide opening 133B is connected to a corresponding second air duct 135, and each second air guide opening 133B directs the airflow generated by the propeller 22 into the interior of the corresponding second air duct 135. In other embodiments, each second air guide opening 133B may correspond to multiple second air ducts 135, and each second air guide opening 133B is connected to multiple corresponding second air ducts 135. For example, a second air guide opening 133B may correspond to two second air ducts 135, and each second air guide opening 133B is connected to the two second air ducts 135. In still other embodiments, each second air duct 135 may correspond to multiple second air guide openings 133B, and each second air duct 135 is connected to multiple corresponding second air guide openings 133B. For example, a second air duct 135 may correspond to three second air guide openings 133B.

[0182] In some embodiments, as Figure 11 As shown, the second air duct 135 may have an arc-shaped inner wall 1351. In the direction from the air inlet 133 to the magnetic steel 132, the distance between the side of the rotor housing 131 away from the magnetic steel 132 in the radial direction of the power motor 100 and the arc-shaped inner wall 1351 is (as shown in FIG. Figure 11 L in the middle) gradually increases, allowing the airflow in the second air duct 135 to enter the interior of the air gap 150.

[0183] In some possible implementations, the rotor housing 131 may include a plurality of first air ducts 134 and a plurality of second air ducts 135. The plurality of first air ducts 134 are arranged at intervals along the circumference of the power motor 100, and the plurality of second air ducts 135 are arranged at intervals along the circumference of the power motor 100. This can dissipate heat at various locations along the circumference of the power motor 100, thereby improving the heat dissipation efficiency of the power motor 100. In addition, the weight of the rotor housing 131 can be reduced, thereby reducing the weight of the power motor 100, and further improving the torque density of the power motor 100.

[0184] The number of the first air ducts 134 and the number of the second air ducts 135 may be the same or different. In addition, two adjacent first air ducts 134 may not be connected, and two adjacent second air ducts 135 may not be connected, so as to improve the strength of the rotor housing 131.

[0185] Figure 13 A cross-sectional schematic diagram of another electric propulsion device provided in an embodiment of the application is shown. Figure 14 for Figure 13 A schematic cross-sectional view of the rotor housing of the electric propulsion device shown.

[0186] In order to further improve the heat dissipation efficiency of the magnetic steel 132, in some possible implementations, such as Figure 13 、 Figure 14As shown, the rotor housing 131 may further include a through-structure 136 that penetrates the sidewall of the first air duct 134. The interior of the first air duct 134 communicates with the interior of the rotor housing 131 via the through-structure 136. The through-structure 136 is located on the side of the magnetic steel 132 that is away from the stator 140 of the power motor 100 in the radial direction of the power motor 100. In this way, the airflow in the first air duct 134 can contact the magnetic steel 132, thereby promptly removing the heat generated by the magnetic steel 132.

[0187] In some examples, the through structure 136 may be a through via.

[0188] In other examples, the through structure 136 may also be a through notch, which is located at one end of the rotor housing 131 away from the air inlet 133 along the axial direction of the power motor 100 .

[0189] Each first air duct 134 may correspond to one or more through structures 136. When a first air duct 134 corresponds to multiple through structures 136, the types of the multiple through structures 136 may be the same or different. For example, a first air duct 134 may correspond to two through structures 136, one of which may be a through hole and the other may be a through notch.

[0190] Figure 15 A schematic cross-sectional view of a power motor rotor of another electric propulsion device provided in an embodiment of the present application is shown. Figure 16 for Figure 15 Enlarged schematic diagram of point S in the middle.

[0191] In order to further reduce the weight of the power motor 100, as Figure 15 、 Figure 16 As shown, in some possible implementations, the rotor housing 131 may include a plurality of first drainage ports 133A arranged at intervals along the circumference of the power motor 100, and a first notch 138 is provided on the end of the first retaining wall between two adjacent first drainage ports 133A along the axial direction of the power motor 100 away from the magnetic steel 132.

[0192] Similarly, in some possible implementations, the rotor housing 131 may include a plurality of second drainage ports 133B spaced apart along the circumference of the power motor 100 , and a second notch 139 is provided on the end of the second retaining wall between two adjacent second drainage ports 133B along the axial direction of the power motor 100 away from the magnetic steel 132 .

[0193] For example, the first notch 138 can be an arc-shaped notch. Of course, the first notch 138 can also be other shapes.

[0194] For example, the second notch 139 can be an arc-shaped notch. Of course, the second notch 139 can also be other shapes.

[0195] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A heat dissipation system, characterized in that: include: fan (200); A liquid pump (300), comprising a drive motor (310) and a pump rotor (320), wherein the drive motor (310) has a first output end and a second output end, wherein the first output end of the drive motor (310) is connected to the fan (200) and is used to drive the fan (200), and the second output end of the drive motor (310) is connected to the pump rotor (320) and is used to drive the pump rotor (320). ， The pump rotor (320) is used to be connected to a preset cooling medium circulation loop and drive the cooling medium in the cooling medium circulation loop to circulate.

2. The heat dissipation system according to claim 1, characterized in that: The driving motor (310) includes a motor housing (311); The motor housing (311) forms a cavity wall of the motor cavity, and the motor housing (311) also forms a portion of a cavity wall of the pump cavity, and the pump rotor (320) is arranged in the pump cavity.

3. The heat dissipation system according to claim 2, characterized in that: The liquid pump (300) further comprises a pump cover (330), and the motor housing (311) and the pump cover (330) enclose the pump chamber.

4. The heat dissipation system according to any one of claims 1 to 3, characterized in that: The drive motor (310) includes an output shaft (312); In the axial direction of the output shaft (312), the first output end and the second output end are respectively located at two ends of the output shaft (312), and the fan (200) and the pump rotor (320) are respectively located at two ends of the output shaft (312).

5. The heat dissipation system according to any one of claims 1 to 3, characterized in that: The driving motor (310) comprises a first winding and a second winding, the first winding and the second winding are arranged in parallel, and the first winding and the second winding are both used to drive the first output end and the second output end.

6. The heat dissipation system according to any one of claims 1 to 3, characterized in that: The driving motor (310) is a disc-type motor.

7. The heat dissipation system according to any one of claims 1 to 3, characterized in that: Also included is a radiator (400); The radiator (400) is used to be connected to a preset cooling medium circulation loop to dissipate heat from the cooling medium in the cooling medium circulation loop, and the radiator (400) has an air flow channel for air flow; The fan (200) is used to drive airflow to flow through the airflow channel to dissipate heat from the radiator (400).

8. An electric motor (21), characterized in that include: A power motor (100), the power motor (100) having a liquid cooling channel (110), the liquid cooling channel (110) being used to form a cooling medium circulation loop to dissipate heat from the power motor (100); and a heat dissipation system according to any one of claims 1 to 7, wherein the heat dissipation system is used to dissipate heat from the power motor (100); The liquid pump (300) is arranged on the housing of the power motor (100), and the pump rotor (320) of the liquid pump (300) is connected to the cooling medium circulation loop and drives the cooling medium in the cooling medium circulation loop to circulate.

9. The electric motor (21) according to claim 8, characterized in that The motor housing (311) of the drive motor (310) is fixedly connected to the housing of the power motor (100), and the pump chamber of the liquid pump (300) is located between the motor housing (311) and the housing of the power motor (100).

10. The electric motor (21) according to claim 9, characterized in that The housing of the power motor (100) has a groove (121), a portion of the liquid pump (300) of the heat dissipation system is located in the groove (121), and the pump cavity is provided between the motor housing (311) and the groove wall of the groove (121).

11. The electric motor (21) according to claim 10, characterized in that At least a portion of the motor housing (311) is located outside the groove (121) and is fixedly connected to the housing of the power motor (100).

12. The electric motor (21) according to claim 10, characterized in that The power motor (100) further comprises a first flow channel (122) and a second flow channel (123); the groove wall of the groove (121) comprises a first opening (1211) and a second opening (1212); and the liquid pump (300) comprises a first joint portion (331) and a second joint portion (332); The radiator (400) of the heat dissipation system is connected to the first opening (1211) through the first flow channel (122), and the first opening (1211) is connected to the first joint portion (331) so that the first opening (1211) is connected to the pump chamber. The liquid cooling flow channel (110) is connected to the second opening (1212) through the second flow channel (123), and the second opening (1212) is connected to the second joint portion (332) so that the second opening (1212) is connected to the pump chamber. The liquid cooling flow channel (110), the radiator (400), the first flow channel (122) and the second flow channel (123) are used to form the cooling medium circulation loop.

13. The electric motor (21) according to claim 12, characterized in that The electric motor (21) further comprises a first sealing member (610), the first sealing member (610) being provided at the first joint portion (331), the groove wall of the groove (121) being sealedly connected to the first joint portion (331) at the first opening (1211) via the first sealing member (610); and / or, The electric motor (21) further includes a second sealing member (620), the second sealing member (620) being provided at the second joint portion (332), and the groove wall of the groove (121) being sealedly connected to the second joint portion (332) at the second opening (1212) via the second sealing member (620).

14. An electric propulsion device (20), characterized in that comprising a propeller (22) and an electric motor (21) according to any one of claims 8 to 13; The propeller (22) is in transmission connection with the power motor (100) of the electric engine (21), and the power motor (100) is used to drive the propeller (22) to rotate.

15. An aircraft, characterized in that: comprising a fuselage (11), wings (12), a tail wing (13) and an electric propulsion device (20) as claimed in claim 14; The electric propulsion device (20) is arranged on the wing (12), and / or the fuselage (11), and / or the tail wing (13).

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