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

Abstract

The embodiment of 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 heat dissipation system comprises a driving motor and a fan. The driving motor is provided with a top end and a bottom end in the axial direction of the driving motor, and a containing through hole penetrating through the top end and the bottom end is formed in the driving motor. At least part of the fan is located in the containing through hole, and the fan is in transmission connection with the driving motor. In this way, vibration generated during operation of the fan 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 system, which includes an electric engine and propellers. The electric engine includes a power motor and a cooling system, which includes a drive motor, a fan, and a radiator. The radiator dissipates heat from the power motor, and the drive motor drives the fan, which in turn dissipates heat from the radiator. However, the output end of the drive motor is fixedly connected to the fan via a connecting shaft. There is a gap between the drive motor and the fan along the axial direction of the drive motor, causing vibration during fan operation. Utility Model Content

[0003] The embodiments of the present application provide a heat dissipation system, an electric engine, an electric propulsion device, and an aircraft, which can reduce the vibration generated when a fan is running.

[0004] A first aspect of an embodiment of the present application provides a heat dissipation system, the heat dissipation system comprising:

[0005] The drive motor has a top end and a bottom end along its axial direction, and a receiving through hole penetrating the top end and the bottom end;

[0006] The fan is at least partially located inside the accommodating through hole, and the fan is transmission-connected to the driving motor.

[0007] The heat dissipation system provided in the embodiment of the present application embeds the fan inside the drive motor, and the fan and the drive motor are connected by transmission. There is no need for the fan and the drive motor to be connected by a connecting shaft. There is no gap between the drive motor and the fan along the axial direction of the fan, which can reduce the vibration generated by the fan when it is running.

[0008] In some possible implementations, the heat dissipation system further includes a radiator, which is located at the top of the drive motor and covers the accommodating through hole.

[0009] In some possible implementations, the driving motor includes:

[0010] a first rotor, wherein one end of the first rotor away from the radiator is fixedly connected to the fan;

[0011] The first stator is located inside the first rotor and is sleeved on the fan. The fan is rotatably connected to the first stator through a bearing. The first stator is fixedly connected to the radiator.

[0012] In some possible implementations, the bearing is disposed inside the first stator, and the bearing sleeve is disposed on the fan.

[0013] In some possible implementations, the first stator is provided with a plurality of air flow holes at a top end near the drive motor, and the plurality of air flow holes are arranged at intervals along the circumference of the fan.

[0014] In some possible implementations, a surface of the first stator in contact with the bearing is provided with a plurality of first openings, the first openings corresponding to the air flow holes one-to-one, each first opening is connected to the interior of the corresponding air flow hole, and the bearing is in contact with the air in the air flow hole through the first opening.

[0015] In some possible implementations, the fan includes: an annular member, at least a portion of the annular member is located outside the first stator and fixedly connected to the first rotor, the outer periphery of the annular member and the first rotor form a plurality of second openings, the plurality of second openings are arranged at intervals along the circumference of the annular member, and the second openings are connected to the air flow hole.

[0016] In some possible implementations, the fan includes:

[0017] Multiple fan blades are arranged at intervals along the circumference of the center of the fan, each fan blade is fixedly connected to the center of the fan, and the distance between the fan blade and the radiator gradually decreases from the inside to the outside of the center of the fan, and the width of the fan blade in the axial direction of the annular member gradually increases.

[0018] A second aspect of an embodiment of the present application provides an electric engine, which includes: a power motor and any heat dissipation system according to the first aspect above, wherein the heat dissipation system is used to dissipate heat from the power motor.

[0019] In some possible implementations, at least a portion of the heat sink is spaced apart from the power motor, and the heat sink has an air duct that communicates with the accommodating through hole and an area between the heat sink and the power motor.

[0020] 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 according to the first aspect;

[0021] The propeller is arranged on a side of the power motor away from the radiator and is transmission-connected to the power motor, and the power motor is used to drive the propeller to rotate;

[0022] The radiator, drive motor and fan are all located on the side of the power motor away from the propeller.

[0023] A fourth aspect of the present application provides an aircraft, which includes a nacelle and / or an arm, and the nacelle and the arm are both provided with an electric propulsion device as described in the third aspect.

[0024] In some possible implementations, at least one of the arm and the nacelle has a mounting cavity, the mounting cavity has an air inlet and an air outlet, and the air outlet and the air inlet both communicate with the interior and exterior of the mounting cavity;

[0025] At least a portion of the propeller is located outside the installation cavity, and at least a portion of the power motor is located inside the installation cavity.

[0026] In some possible implementations, the air inlet is arranged to communicate with the area between the power motor and the radiator; or,

[0027] There are multiple air inlet holes, including a first air inlet hole and a second air inlet hole arranged at intervals along the axial direction of the fan. The first air inlet hole is arranged to be connected to the area between the power motor and the radiator, and the second air inlet hole is arranged to be connected to the second opening of the electric engine.

[0028] In some possible implementations, the aircraft further includes at least one of the following air inlet channels, the air inlet channel being used to connect an area between the power motor and the radiator:

[0029] A gap area between the power motor and the inner wall of the installation cavity forms a first air inlet channel;

[0030] A gap area between the second stator and the second rotor of the power motor forms a second air inlet channel;

[0031] The power motor includes a second rotor, which includes a second rotor shell, and a third air inlet channel formed by a rotor through hole on the second rotor shell. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] 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.

[0033] Figure 1 A schematic diagram of the three-dimensional structure of an aircraft provided in an embodiment of the present application;

[0034] Figure 2 A schematic diagram of the architecture of an electric propulsion device provided in an embodiment of the present application;

[0035] Figure 3 A schematic cross-sectional view of another electric propulsion device provided in an embodiment of the present application;

[0036] Figure 4 for Figure 3 A cross-sectional diagram of the coordination of the radiator, drive motor and fan;

[0037] Figure 5 for Figure 3 A schematic diagram of the three-dimensional structure of the radiator, drive motor and fan;

[0038] Figure 6 for Figure 3 Exploded diagram of the radiator, drive motor, and fan;

[0039] Figure 7 for Figure 6 Schematic diagram of the three-dimensional structure of the radiator;

[0040] Figure 8 for Figure 6 A schematic diagram of the three-dimensional structure of the first rotor in FIG.

[0041] Figure 9 for Figure 6 Schematic diagram of the three-dimensional structure of the first stator;

[0042] Figure 10 for Figure 9 A schematic cross-sectional view of the first stator shown;

[0043] Figure 11 for Figure 6 Schematic diagram of the three-dimensional structure of the fan;

[0044] Figure 12 A schematic diagram of the architecture of another electric propulsion device provided in an embodiment of the present application.

[0045] Description of reference numerals:

[0046] 11. Fuselage; 12. Wings; 13. Tail; 14. Arms; 15. Nacelle; 16. Mounting cavity; 17. First air inlet; 18. Air outlet; 19. Second air inlet;

[0047] 20. Electric propulsion device; 20a. Fixed electric propulsion device; 20b. Tilting electric propulsion device; 21. Electric engine; 22. Propeller;

[0048] 100. Power motor;

[0049] 110, second rotor; 111, second rotor housing; 112, second magnetic steel; 113, drainage hole; 114, rotor through hole;

[0050] 120. Second stator; 121. Second stator winding; 122. Second stator bracket;

[0051] 200, radiator; 210, air duct; 220, body; 230, liquid inlet; 240, liquid outlet;

[0052] 300, fan; 310, ring member; 311, first ring segment; 312, second ring segment; 313, second step; 320, fan blade; 330, hub; 340, guide vane;

[0053] 400, drive motor; 410, first rotor; 411, first rotor housing; 412, first magnet; 420, first stator; 421, first stator bracket; 4211, first step; 422, first stator winding; 430, bearing;

[0054] 510, receiving through hole; 511, first through hole section; 512, second through hole section; 520, air flow hole; 530, first opening; 550, second opening;

[0055] 600, motor controller;

[0056] 700. Fasteners. DETAILED DESCRIPTION

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] An embodiment of the present application provides an aircraft, which may be an electric vertical take-off and landing (eVTOL) aircraft or other types of aircraft.

[0063] Figure 1 This is a schematic diagram of the three-dimensional structure 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.

[0064] like Figure 1 As shown, the aircraft includes a fuselage 11, wings 12 and a tail 13. Among them, 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 fuselage structure of an existing aircraft. The wings 12 are fixedly connected to the fuselage 11 and extend along both sides of the fuselage. The wings 12 on both sides are symmetrical with respect to the symmetry plane of the fuselage 11. The structure of the wings 12 can also refer to the fixed wing structure of the existing aircraft, and will not be repeated here. The tail 13 is 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 structure of the existing aircraft, and will not be repeated here.

[0065] 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 .

[0066] 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 .

[0067] 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 embodiments, 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 other embodiments, 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.

[0068] 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.

[0069] 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).

[0070] 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).

[0071] In some examples, the electric propulsion device 20 provided on the aircraft may include a fixed electric propulsion device 20 a (eg, a fixed rotor), which is fixedly connected to any one of the fuselage 11 , the wings 12 , and the tail 13 .

[0072] In some examples, the electric propulsion device 20 provided on the aircraft may include a tilting electric propulsion device 20b (e.g., a tilt rotor), 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.

[0073] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20 a.

[0074] In other examples, all electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0075] 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.

[0076] In this embodiment, the electric propulsion device 20 consists of a power battery (not shown), an electric motor 21, a propeller 22, and their accessories. The electric motor 21, which includes a power motor 100, a motor controller 600, cables, and their accessories, converts electrical energy into mechanical energy. In practical implementations, the electric motor 21 can also be referred to as the electric propulsion system.

[0077] Among them, such as 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.

[0078] Figure 2 A schematic diagram of the architecture of an electric propulsion device 20 provided in an embodiment of the present application.

[0079] like Figure 2 As shown, the electric engine 21 includes a power motor 100 and a motor controller 600. The power motor 100 is transmission-connected to the propeller 22. The motor controller 600 is electrically connected to the power motor 100. The motor controller 600 is used to control the power motor 100 to drive the propeller 22 to rotate.

[0080] like Figure 2As shown, the motor controller 600 is located inside the second stator 120 of the power motor 100. Furthermore, the motor controller 600 includes a power module, busbar capacitors, a drive board, and a main control board. It should be noted that, in addition to controlling the power motor 100 that drives the propeller 22, the motor controller 600 can also be used to control the drive motor 400 and / or the variable pitch motor and / or the liquid pump motor.

[0081] During operation, the power motor 100 continuously accumulates heat, which will cause the temperature inside the power motor 100 to rise. In view of this, the electric engine 21 also includes a heat dissipation system, which is used to dissipate heat from the power motor 100 to ensure the working performance of the power motor 100.

[0082] In some embodiments, as Figure 2 As shown, the electric motor 21 may be an integrated electric motor, which is an integrated structure formed by integrating the power motor 100 and the heat dissipation system. In actual implementation, the integrated electric motor may also be referred to as an integrated electric propulsion system.

[0083] The compact structure of the integrated electric motor saves space in the aircraft, thereby reducing the size of the aircraft. In addition, the integration of the power motor 100 and the heat dissipation system can also facilitate the assembly of the aircraft, reduce assembly steps, and improve assembly efficiency.

[0084] The heat dissipation system includes a fan 300, a drive motor 400, and a radiator 200. The drive motor 400 is in driving connection with the fan 300 and is fixedly connected to the housing of the power motor 100. For example, the housing of the power motor 100 includes a motor rear cover, and the drive motor 400 is fixedly connected to the motor rear cover to secure the drive motor 400.

[0085] The radiator 200 is used to dissipate heat from the power motor 100 , and the fan 300 is used to dissipate heat from the radiator 200 . The drive motor 400 is used to drive the fan 300 to rotate, generating an air flow blowing toward the radiator 200 to cool the radiator 200 .

[0086] In order to take away the heat generated by the power motor 100, the power motor 100 has a cooling channel, the inlet end of the cooling channel is connected to the outlet end of the radiator 200, and the outlet end of the cooling channel is connected to the inlet end of the radiator 200. The radiator 200 and the cooling channel are used to form a cooling medium circuit for the flow of cooling medium.

[0087] The cooling medium may be a single coolant (eg, a water / ethylene glycol mixture, oil, etc.) or a mixture of multiple coolants.

[0088] The cooling medium flows in the cooling channel to cool the power motor 100. After absorbing the heat generated by the power motor 100, the cooling medium changes from a low-temperature cooling medium to a high-temperature cooling medium. When the high-temperature cooling medium flows to the radiator 200, it transfers the heat of the power motor 100 to the radiator 200.

[0089] The heat sink 200 has a large heat dissipation area, which can quickly release heat to the external environment. In addition, the airflow generated by the fan 300 can also act on the surface of the heat sink 200 to improve the heat dissipation efficiency of the heat sink 200.

[0090] In one embodiment, Figure 2 As shown, along the axial direction of the power motor 100 (as Figure 2 In the middle Z direction), the power motor 100, the drive motor 400, the fan 300 and the radiator 200 are arranged in sequence. The output end of the drive motor 400 is fixedly connected to the fan 300 through a connecting shaft. There is a gap between the drive motor 400 and the fan 300, which causes vibration problems when the fan 300 is running.

[0091] In view of this, an embodiment of the present application provides an electric engine 21, which embeds a fan 300 inside a drive motor 400. The fan 300 is transmission-connected to the drive motor 400. The fan 300 and the drive motor 400 do not need to be connected by a connecting shaft. There is no gap between the drive motor 400 and the fan 300 along the axial direction of the fan 300, which can reduce the vibration generated when the fan 300 is running.

[0092] The specific structure of embedding the fan 300 inside the driving motor 400 will be described below with reference to the accompanying drawings.

[0093] Figure 3 This is a cross-sectional schematic diagram of another electric propulsion device 20 provided in an embodiment of the present application. Figure 4 for Figure 3 Schematic cross-sectional view of the cooperation of the radiator 200, the drive motor 400 and the fan 300.

[0094] like Figure 3 As shown, the radiator 200 is connected to the housing of the power motor 100, and the drive motor 400 is connected to the radiator 200. Along the axial direction of the power motor 100, the drive motor 400 is located on the side of the radiator 200 away from the power motor 100, that is, the drive motor 400 and the power motor 100 are respectively located on both sides of the radiator 200.

[0095] like Figure 4 As shown, along the axial direction of the driving motor 400 (as Figure 4The drive motor 400 (in the middle Z direction) has a top and a bottom, and a receiving hole 510 extending through the top and bottom. The heat sink 200 is located at the top of the drive motor 400 and covers the receiving hole 510. In other words, the heat sink 200 covers one side of the receiving hole 510.

[0096] At least a portion of the fan 300 is located inside the receiving through hole 510, for example Figure 4 As shown, a portion of the fan 300 is located inside the receiving through hole 510. Of course, the entire fan 300 can also be arranged inside the receiving through hole 510. The drive motor 400 is in transmission connection with the fan 300. The drive motor 400 is used to drive the fan 300 to rotate. When the drive motor 400 drives the fan 300 to rotate, the fan 300 blows air toward the radiator 200 to cool the radiator 200.

[0097] By embedding the fan 300 inside the accommodating through hole 510, the fan 300 is directly connected to the drive motor 400 without the need to connect the fan 300 to the drive motor 400 through a connecting shaft. There is no gap between the fan 300 and the drive motor 400 along the axial direction of the fan 300, thereby reducing the vibration of the fan 300.

[0098] In addition, along the axial direction of the power motor 100 (such as Figure 4 The deeper the fan 300 extends into the receiving through-hole 510 (in the mid-Z direction), the lower the stacking height of the fan 300 and the drive motor 400 in the axial direction of the power motor 100. This shortens the axial length of the electric motor 21, and thus the axial dimension of the electric propulsion device 20. During flight, when the axial direction of the electric propulsion device 20 is perpendicular to the forward direction of the aircraft, the shorter axial length of the electric propulsion device 20 reduces the drag experienced by the aircraft.

[0099] Along the axial direction of the power motor 100 , at least a portion of the heat sink 200 is spaced apart from the power motor 100 , for example Figure 3 As shown, a portion of the radiator 200 is spaced apart from the power motor 100, while another portion of the radiator 200 is located inside the power motor 100. In other words, a portion of the radiator 200 is disposed outside the power motor 100 and spaced apart from the power motor 100, while another portion of the radiator 200 extends into the power motor. This helps reduce the axial length of the radiator 200 when stacked with the power motor 100. Of course, in some embodiments, the radiator 200 can also be spaced apart from the power motor 100.

[0100] The radiator 200 has an air passage 210 , which communicates with the accommodating through hole 510 and the area between the radiator 200 and the power motor 100 .

[0101] In the embodiment of the present application, the fan 300 is used to draw air from the side of the radiator 200 facing the power motor 100 into the air channel 210, for example Figure 3 As shown, the fan 300 blows the air in the area between the power motor 100 and the radiator 200 (eg Figure 3 The air in the air duct 210 is blown toward the interior of the air duct 210. The air in the air duct 210 enters the interior of the receiving through hole 510 and flows toward the side of the drive motor 400 away from the radiator 200.

[0102] Of course, in some embodiments, the fan 300 can also draw air from the side of the drive motor 400 away from the radiator 200 into the interior of the receiving hole 510. The air in the receiving hole 510 will enter the air channel 210 until it flows into the area between the power motor 100 and the radiator 200.

[0103] Figure 5 for Figure 3 A schematic diagram of the three-dimensional structure of the radiator 200, the drive motor 400 and the fan 300, Figure 6 for Figure 3 Schematic diagram of the explosion of the heat sink 200, the drive motor 400 and the fan 300, Figure 7 for Figure 6 Schematic diagram of the three-dimensional structure of the radiator 200.

[0104] The specific structure of the radiator 200 is not limited here. Figure 7 As shown, the radiator 200 includes a liquid inlet 230, a liquid outlet 240 and a body 220. The body 220 is spaced apart from the power motor 100 along the axial direction of the power motor 100, and the body 220 has an air duct 210 (such as Figure 7 As shown in FIG22 ), the air channel 210 is used to allow air to pass through, so that the temperature of the cooling medium inside the body 220 is reduced. The liquid inlet 230 is used to communicate with the outlet end of the cooling channel of the power motor 100, and the liquid outlet 240 is used to communicate with the inlet end of the cooling channel of the power motor 100. The liquid inlet 230 is used to allow the cooling medium to enter the interior of the radiator 200, and the liquid outlet 240 is used to allow the cooling medium to leave the interior of the radiator 200. In some embodiments, a portion of the liquid inlet 230 is located inside the power motor 100, and a portion of the liquid outlet 240 is located inside the power motor 100, which helps to reduce the distance between the radiator 200 and the power motor 100, and further reduce the axial length of the electric generator 21.

[0105] For example, Figure 7As shown, the number of the liquid inlet portion 230 and the number of the liquid outlet portion 240 are both one. Of course, the number of the liquid inlet portion 230 can also be multiple, and similarly, the number of the liquid outlet portion 240 can also be multiple.

[0106] like Figure 6 As shown, the driving motor 400 includes a first rotor 410 and a first stator 420. Figure 4 As shown, the end of the first rotor 410 away from the radiator 200 is fixedly connected to the fan 300, and the first rotor 410 is spaced apart from the radiator 200. The first stator 420 is located within the first rotor 410, sleeved over the fan 300, and rotationally connected to the fan 300. The first stator 420 is also fixedly connected to the radiator 200. In this way, the first rotor 410 is rotationally connected to the first stator 420 via the fan 300, achieving a rotational connection between the first rotor 410 and the first stator 420. Furthermore, the fan 300 and the first rotor 410 are fixedly connected, eliminating the need for a connecting shaft axially disposed in the fan 300. Rotation of the first rotor 410 directly drives the fan 300.

[0107] Continue to see Figure 6 As shown, the drive motor 400 further includes a bearing 430, which is sleeved on the fan 300 and located within the first stator 420. The fan 300 is rotatably connected to the first stator 420 via the bearing 430. The bearing 430 is used to rotationally connect the first stator 420 and the fan 300, allowing the fan 300 and the first rotor 410 to be movably fixed to the first stator 420. In addition, the use of the bearing 430 to rotationally connect the first stator 420 and the fan 300 can simplify the structure of the rotational connection between the first stator 420 and the fan 300.

[0108] For example, Figure 5 As shown, the first rotor 410 is fixedly connected to the fan 300 by a fastener 700, which is a screw, bolt, etc. The first rotor 410 is fixedly connected to the fan 300 by the fastener 700, so that the first rotor 410 rotates and drives the fan 300 to rotate together.

[0109] Figure 8 for Figure 6 Schematic diagram of the three-dimensional structure of the first rotor 410.

[0110] like Figure 8 As shown, the first rotor 410 includes a first magnetic steel 412 and a first rotor housing 411, and the first magnetic steel 412 is fixedly connected to the inner wall of the first rotor housing 411. Figure 4As shown, the first rotor housing 411 is spaced apart from the radiator 200 , and one end of the first rotor housing 411 away from the radiator 200 is fixedly connected to the fan 300 . The rotation of the first rotor housing 411 drives the fan 300 to rotate.

[0111] Figure 9 for Figure 6 Schematic diagram of the three-dimensional structure of the first stator 420, Figure 10 for Figure 9 A cross-sectional schematic diagram of the first stator 420 is shown.

[0112] Combine Figure 9 and Figure 10 It can be seen that the first stator 420 includes a first stator winding 422 and a first stator bracket 421. The first stator winding 422 is located outside the first stator bracket 421 and inside the first rotor housing 411 (eg Figure 4 As shown in FIG, there is an air gap between the first stator winding 422 and the first magnetic steel 412. Figure 4 As shown, the first stator bracket 421 has a receiving through hole 510. The first stator bracket 421 is sleeved on the outside of the bearing 430 and is rotatably connected to the fan 300 via the bearing 430. The first stator bracket 421 is fixedly connected to the heat sink 200. In this way, the first stator 420 can be coupled to the first rotor 410, allowing the first rotor 410 to rotate. At the same time, the first stator 420 can accommodate the fan 300 and is rotatably connected to the fan 300.

[0113] like Figure 4 As shown, the bearing 430 is located inside the receiving hole 510, that is, the first stator bracket 421 is sleeved on the outer ring of the bearing 430. The air between the power motor 100 and the radiator 200 enters the receiving hole 510 through the air channel 210, which can cool the bearing 430.

[0114] In order to reduce the difficulty of assembling the bearing 430 and the first stator bracket 421, in some embodiments, such as Figure 9 As shown, the receiving through hole 510 includes a first through hole section 511 and a second through hole section 512. The first through hole section 511 is located between the heat sink 200 and the second through hole section 512. The inner diameter of the first through hole section 511 is smaller than the inner diameter of the second through hole section 512. The first through hole section 511 and the second through hole section 512 form a first step 4211 (as shown in FIG. Figure 10 As shown in FIG), the first step 4211 abuts against the top surface of the bearing 430 (as shown in FIG). Figure 4 As shown), the bearing 430 is fixed by the first step 4211 to prevent the bearing 430 from moving toward the radiator 200 along the axial direction of the fan 300.

[0115] During the operation of the drive motor 400, heat is continuously generated inside the drive motor 400. In order to keep the temperature inside the drive motor 400 within an allowable range, in some possible implementations, such as Figure 9 As shown, the first stator 420 is provided with a plurality of air flow holes 520 near the top of the drive motor 400. Specifically, the first stator bracket 421 is provided with a plurality of air flow holes 520 near the top of the drive motor 400. The plurality of air flow holes 520 are arranged at intervals along the circumference of the fan 300, and the axial direction of the air flow holes 520 is parallel to the axial direction of the fan 300. Figure 4 As shown, the radiator 200 covers one side of the air flow hole 520, and the air flow hole 520 is connected to the air channel 210 of the radiator 200. When the fan 300 blows the air between the power motor 100 and the radiator 200 toward the drive motor 400, the air flow passing through the air channel 210 can enter the interior of the air flow hole 520 (as shown in FIG. Figure 4 The air then enters the air gap between the first magnetic steel 412 and the first stator winding 422, and finally exits through the gap between the first rotor 410 and the heat sink 200. In this way, the air inside the air duct 210 cools the first magnetic steel 412 and the first stator winding 422, ensuring the output power of the drive motor 400.

[0116] In order to further improve the heat dissipation efficiency of the bearing 430, in some possible implementations, such as Figure 9 and Figure 10 As shown, a plurality of first openings 530 are provided on the surface where the first stator 420 contacts the bearing 430. Among them, the part where the first stator 420 contacts the bearing 430 is the first stator bracket 421, and the first stator bracket 421 is sleeved on the outer ring of the bearing 430. Therefore, the first openings 530 are provided on the surface where the first stator bracket 421 contacts the bearing 430. The first openings 530 correspond one-to-one to the air flow holes 520, and each first opening 530 is connected to the corresponding air flow hole 520. In addition, each first opening 530 is connected to the accommodating through-hole 510. The bearing 430 is located inside the accommodating through-hole 510. When the peripheral wall of the outer ring of the bearing 430 contacts the inner wall of the first stator 420, the bearing 430 contacts the air in the air flow hole 520 through the first openings 530 (as shown in FIG. 2 ). Figure 4 As shown), the air is in direct contact with the bearing 430, which can further improve the heat dissipation effect of the bearing 430.

[0117] The second through hole section 512 contacts the peripheral wall of the outer ring of the bearing 430, and the first opening 530 can be set on the surface where the second through hole section 512 contacts the bearing 430. The opening area of ​​the first opening 530 can be increased to increase the area of ​​direct contact between the bearing 430 and the air, thereby further improving the heat dissipation effect of the bearing 430.

[0118] In some embodiments, the opening depth of the first opening 530 along the axial direction of the bearing 430 is the same as the width of the bearing 430. In this case, the bearing 430 covers the first opening 530. In other embodiments, the opening depth of the first opening 530 along the axial direction of the bearing 430 may be less than or greater than the width of the bearing 430.

[0119] For example, Figure 9 and Figure 10 As shown, the first opening 530 is a strip-shaped notch extending along the axial direction of the power motor 100 . Of course, the first opening 530 can also be a strip-shaped through hole extending along the axial direction of the power motor 100 .

[0120] Figure 11 for Figure 6 Schematic diagram of the three-dimensional structure of the fan 300.

[0121] For example, Figure 11 As shown, the fan 300 includes an annular member 310, a hub 330 and a plurality of blades 320. At least a portion of the annular member 310 is located outside the first stator 420, as shown in FIG. Figure 4 As shown, a portion of the annular member 310 is located outside the first stator 420 and is fixedly connected to the first rotor 410, while another portion of the annular member 310 is located inside the first stator 420. In other words, a portion of the annular member 310 is located inside the receiving through hole 510, while another portion of the annular member 310 is located outside the receiving through hole 510 and is fixedly connected to the first rotor 410. The annular member 310 is fixedly connected to the first rotor housing 411 via a fastener 700. The hub 330 is located inside the annular member 310 and serves as the center of the fan 300. A plurality of blades 320 are located between the annular member 310 and the hub 330. The plurality of blades 320 are spaced apart along the circumference of the center of the fan 300, with each blade 320 having two ends fixedly connected to the hub 330 and the annular member 310, respectively. In this way, the fan 300 can be fixedly connected to the first rotor 410, and the rotation of the first rotor 410 drives the fan 300 to rotate.

[0122] like Figure 4 As shown, the bearing 430 is sleeved on the outer wall of the annular member 310 , and the bearing 430 is fixedly connected to the annular member 310 . The bearing 430 enables the annular member 310 to be rotationally connected to the first stator 420 , so that the fan 300 can be movably connected to the first stator 420 .

[0123] In some embodiments, as Figure 11As shown, the annular member 310 includes a first annular segment 311 and a second annular segment 312. The first annular segment 311 is located between the second annular segment 312 and the radiator 200. The outer diameter of the first annular segment 311 is smaller than the outer diameter of the second annular segment 312. The first annular segment 311 and the second annular segment 312 form a second step 313. The second step 313 abuts against the bottom end surface of the bearing 430 (as shown in FIG. Figure 4 As shown), the bearing 430 is fixed by the second step 313 to prevent the bearing 430 from moving away from the radiator 200.

[0124] In order to further reduce the vibration of the fan 300 during operation, in some implementations, the distance between the fan blades 320 and the heat sink 200 from the inside to the outside along the center of the fan 300 (e.g. Figure 4 The width of blade 320 in the axial direction of fan 300 gradually decreases, and the width of blade 320 in the axial direction of fan 300 gradually increases, resulting in an arc-shaped structure. The center of mass of arc-shaped blade 320 is located on bearing 430, so that bearing 430 is supported at the center of mass of fan 300, further reducing vibration generated during operation of fan 300.

[0125] In some possible implementations, the outer circumference of the annular member 310 and the first rotor 410 form a plurality of second openings 550. The plurality of second openings 550 are spaced apart along the circumference of the annular member 310, and the second openings 550 communicate with the air flow holes 520. Specifically, the annular member 310, the first rotor 410, and the first stator 420 form a cavity, and the second openings 550 communicate with the air flow holes 520 through the cavity. In this way, air inside the air flow holes 520 enters the cavity, with some of the air inside the cavity exiting through the second openings 550, and another portion of the air inside the cavity exiting through the gap between the first rotor 410 and the heat sink 200, thereby improving the efficiency of exhausting air from the drive motor 400.

[0126] To guide the air inside the drive motor 400 to exit through the second opening 550, in some possible implementations, the fan 300 further includes a plurality of guide vanes 340. The guide vanes 340 are located outside the first stator 420 and inside the cavity. The guide vanes 340 are fixedly connected to the annular member 310. A portion of the guide vanes 340 is located between the first stator 420 and the annular member 310 along the axial direction of the annular member 310. The height of the guide vanes 340 along the axial direction of the annular member 310 is greater than or equal to the opening depth of the second opening 550 along the axial direction of the annular member 310. In this way, the guide vanes 340 can guide the air at the outlet of the air flow hole 520 to flow toward the second opening 550, ensuring that the air in the cavity exits through the second opening 550 while also allowing the air to flow toward the air gap between the first stator 420 and the first rotor 410.

[0127] In some embodiments, as Figure 11 As shown, the guide plate 340 and the annular member 310 are an integrated structure, and the guide plate 340 and the annular member 310 can be manufactured at the same time, thereby improving the connection strength between the guide plate 340 and the annular member 310.

[0128] like Figure 11 As shown, the guide plate 340 is an arc-shaped plate structure. Of course, the guide plate 340 can also be other structures, for example, the guide plate 340 can also be a flat plate structure.

[0129] like Figure 5 As shown, each second opening 550 corresponds to a plurality of guide vanes 340 . At this time, each second opening 550 is divided into a plurality of sub-openings by the corresponding plurality of guide vanes 340 , guiding the air inside the driving motor 400 to leave.

[0130] The aircraft also has a mounting cavity 16. At least a portion of the propeller 22 is located outside the mounting cavity 16, and at least a portion of the power motor 100 is located inside the mounting cavity 16. The mounting cavity 16 is provided on components such as the aircraft arm 14 and the nacelle 15 that support the electric propulsion device 20. The following description uses the nacelle 15 having the mounting cavity 16 as an example.

[0131] The installation cavity 16 has a mounting hole, an air inlet hole (such as Figure 3 A in the middle) and the air outlet 18 (as shown in Figure 3 As shown). Among them, the mounting hole, the air outlet hole 18 and the air inlet hole are all connected to the inside and outside of the mounting cavity 16. At least part of the power motor 100 is located inside the mounting cavity 16 through the mounting hole. The air outlet hole 18 is located on the side of the fan 300 away from the propeller 22, and the air outlet hole 18 is used to discharge the air inside the mounting cavity 16. The air inlet hole is set to be connected to the area between the power motor 100 and the radiator 200, and the air inlet hole is used to allow air outside the mounting cavity 16 to enter the inside of the mounting cavity 16. In this way, air outside the mounting cavity 16 can enter the interior of the mounting cavity 16 through the air inlet hole, and enter the area between the power motor 100 and the radiator 200, and then enter the air duct 210 under the drive of the fan 300.

[0132] Air inlet (such as Figure 3(As shown in Figure 1A ) near the area between the power motor 100 and the radiator 200, when the power motor 100 drives the propeller 22 to rotate, the airflow generated by the rotation of the propeller 22 enters the area between the radiator 200 and the power motor 100 through the air inlet. The fan 300 draws the air in the area between the radiator 200 and the power motor 100 into the air channel 210 and blows the air in the air channel 210 toward the air outlet 18, where it finally leaves the mounting cavity 16. In this way, the airflow generated by the rotation of the propeller 22 dissipates heat from the radiator 200. The high flow rate of the airflow generated by the rotation of the propeller 22 can improve the heat dissipation capacity of the radiator 200.

[0133] There are multiple air inlet holes, which are spaced apart along the axial direction of the fan 300 to increase the air volume entering the installation cavity 16 and allow air to enter from all around the installation cavity 16 .

[0134] In some embodiments, a first air inlet channel is formed between the power motor 100 and the inner wall of the mounting cavity 16. The outlet end of the first air inlet channel communicates with the area between the power motor 100 and the radiator 200. The inlet end of the first air inlet channel is used to allow the airflow generated by the rotation of the propeller 22 to enter. In this way, the airflow generated by the rotation of the propeller 22 enters the area between the radiator 200 and the power motor 100 through the first air inlet channel, increasing the amount of airflow generated by the rotation of the propeller 22 entering the area between the radiator 200 and the power motor 100, thereby helping to further improve the heat dissipation capacity of the radiator 200.

[0135] In other embodiments, the power motor 100 further includes a second air inlet channel, the outlet end of the second air inlet channel being in communication with the area between the power motor 100 and the radiator 200, and the inlet end of the second air inlet channel being configured to admit airflow generated by the rotation of the propeller 22. The airflow generated by the rotation of the propeller 22 can also enter the area between the radiator 200 and the power motor 100 through the second air inlet channel, further enhancing the heat dissipation capacity of the radiator 200.

[0136] In still other embodiments, the power motor 100 further includes a third air inlet channel, the outlet end of the third air inlet channel communicating with the area between the power motor 100 and the radiator 200, and the inlet end of the third air inlet channel for admitting airflow generated by the rotation of the propeller 22. The airflow generated by the rotation of the propeller 22 can also enter the area between the radiator 200 and the power motor 100 through the third air inlet channel, further improving the heat dissipation capacity of the radiator 200.

[0137] It should be noted that at least one of the first air inlet channel, the second air inlet channel and the third air inlet channel can be set in the aircraft to increase the area between the radiator 200 and the power motor 100 to improve the heat dissipation capacity of the radiator 200.

[0138] Specifically, if Figure 3 As shown, the power motor 100 includes a second stator 120 and a second rotor 110, and the second rotor 110 is fixedly connected to the propeller 22. The second rotor 110 includes a second magnetic steel 112 and a second rotor housing 111, and the second magnetic steel 112 is connected to the interior of the second rotor housing 111. The second stator 120 includes a second stator winding 121 and a second stator bracket 122, and the second stator winding 121 is connected to the second stator bracket 122 and is located between the second stator bracket 122 and the second magnetic steel 112.

[0139] The gap between the second stator 120 and the second rotor 110 forms a second air inlet passage. The second rotor housing 111 has a drainage hole 113 that communicates with the inlet end of the second air inlet passage. The inlet end of the drainage hole 113 is used to introduce the airflow generated by the rotation of the propeller 22 into the interior of the second air inlet passage.

[0140] Among them, such as Figure 3 As shown, the second rotor housing 111 includes a rotor through hole 114, the outlet end of the rotor through hole 114 is connected to the area between the power motor 100 and the radiator 200, and the inlet end of the rotor through hole 114 is used for the airflow generated by the rotation of the propeller 22 to enter, and the rotor through hole 114 forms a third air inlet channel.

[0141] In the above description, the airflow passing through the air duct 210 dissipates heat from the bearing 430 and the drive motor 400. Specifically, the airflow passing through the air duct 210 enters the interior of the drive motor 400 through the airflow holes 520, cools the first stator winding 422 and the first magnetic steel 412, and then exits through the gap between the first rotor 410 and the heat sink 200 and / or the second opening 550. However, in some scenarios, the airflow passing through the installation cavity 16 may also dissipate heat from the bearing 430 and the drive motor 400, for example, using air outside the nacelle 15.

[0142] The following describes how to utilize the air outside the nacelle 15 to dissipate heat from the drive motor 400 and the bearing 430 with reference to the accompanying drawings.

[0143] Figure 12 This is a schematic diagram of the architecture of another electric propulsion device 20 provided in an embodiment of the present application.

[0144] Figure 12 and Figure 3The difference is that the multiple air inlet holes include a first air inlet hole 17 and a second air inlet hole 19, spaced apart along the axial direction of the fan 300. The first air inlet hole 17 is configured to communicate with the area between the power motor 100 and the radiator 200. The second air inlet hole 19 is configured to communicate with the second opening 550 of the electric motor 21. Specifically, along the axial direction of the power motor 100, the second air inlet hole 19 is located between the first air inlet hole 17 and the air outlet hole 18, and is close to the second opening 550 of the electric motor 21. The second air inlet hole 19 communicates with the second opening 550 through the mounting cavity 16, allowing air outside the mounting cavity 16 to enter the second opening 550. The second air inlet hole 19 is farther away from the propeller 22 along the axial direction of the fan 300. The temperature of the air at the second air inlet hole 19, outside the nacelle 15, is lower. This lower temperature air dissipates heat from the drive motor 400 and the bearing 430, further improving the heat dissipation efficiency of the drive motor 400 and the bearing 430.

[0145] There are multiple second air inlet holes 19 , which surround the fan 300 and are arranged at intervals along the circumference of the fan 300 .

[0146] When the fan 300 rotates, the pressure in the aforementioned cavity is lower than the pressure outside the nacelle 15 , and a negative pressure relationship is formed between the cavity and the environment outside the nacelle 15 . The air outside the nacelle 15 flows into the interior of the mounting cavity 16 through the second air inlet 19 , then flows into the interior of the cavity, and then flows into the air gap between the first stator 420 and the first rotor 410 and into the interior of the air flow hole 520 , dissipating heat to the bearing 430 , the first magnetic steel 412 , and the first stator winding 422 , and finally leaves through the gap between the first rotor 410 and the radiator 200 and the accommodation through hole 510 .

[0147] When using air outside the nacelle 15 to dissipate heat from the bearing 430 and the drive motor 400, the second opening 550 functions as an air inlet, allowing air outside the nacelle 15 to enter the cavity. Simultaneously, the guide vane 340 directs air outside the nacelle 15 into the airflow holes 520 to dissipate heat from the bearing 430 and the first rotor 410.

[0148] In summary, when any air inlet is connected to the area between the power motor 100 and the radiator 200, the air passing through the air duct 210 cools the bearing 430 and the drive motor 400. When the multiple air inlets are divided into the first air inlet 17 and the second air inlet 19, the air outside the nacelle 15 cools the bearing 430 and the drive motor 400 through the second air inlet 19 in accordance with the principle of negative pressure.

[0149] 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: A drive motor (400), wherein the drive motor (400) has a top end and a bottom end along the axial direction of the drive motor (400), and the drive motor (400) has a receiving through hole (510) penetrating the top end and the bottom end; A fan (300), at least a portion of the fan (300) is located inside the accommodating through hole (510), and the fan (300) is transmission-connected to the driving motor (400).

2. The heat dissipation system according to claim 1, characterized in that: The heat dissipation system further comprises a radiator (200), wherein the radiator (200) is located at the top end of the drive motor (400) and covers the accommodating through hole (510).

3. The heat dissipation system according to claim 2, characterized in that: The driving motor (400) comprises: a first rotor (410), wherein one end of the first rotor (410) away from the radiator (200) is fixedly connected to the fan (300); A first stator (420), the first stator (420) is located inside the first rotor (410), the first stator (420) is sleeved on the fan (300), the fan (300) is rotatably connected to the first stator (420) via a bearing (430), and the first stator (420) is fixedly connected to the radiator (200).

4. The heat dissipation system according to claim 3, characterized in that: The bearing (430) is arranged inside the first stator (420), and the bearing (430) is sleeved on the fan (300).

5. The heat dissipation system according to claim 3, characterized in that: The first stator (420) is provided with a plurality of air flow holes (520) at a top end close to the drive motor (400), and the plurality of air flow holes (520) are arranged at intervals along the circumference of the fan (300).

6. The heat dissipation system according to claim 5, characterized in that: A plurality of first openings (530) are provided on the surface of the first stator (420) in contact with the bearing (430), and the first openings (530) correspond one-to-one to the air circulation holes (520). Each first opening (530) is connected to the interior of the corresponding air circulation hole (520), and the bearing (430) contacts the air in the air circulation hole (520) through the first openings (530).

7. The heat dissipation system according to claim 5, characterized in that: The fan (300) comprises: an annular member (310), at least a portion of the annular member (310) is located outside the first stator (420) and is fixedly connected to the first rotor (410), a plurality of second openings (550) are formed on the outer periphery of the annular member (310) and the first rotor (410), the plurality of second openings (550) are arranged at intervals along the circumference of the annular member (310), and the second openings (550) are communicated with the air flow hole (520).

8. The heat dissipation system according to claim 2, characterized in that: The fan (300) comprises: A plurality of fan blades (320) are arranged at intervals along the circumference of the center of the fan (300), each of the fan blades (320) is fixedly connected to the center of the fan (300), and the distance between the fan blades (320) and the radiator (200) gradually decreases from the inside to the outside along the center of the fan (300), and the width of the fan blades (320) in the axial direction of the fan (300) gradually increases.

9. An electric engine (21), characterized in that include: A power motor (100) and a heat dissipation system according to any one of claims 1 to 8, wherein the heat dissipation system is used to dissipate heat from the power motor (100).

10. The electric motor (21) according to claim 9, characterized in that At least a portion of the radiator (200) is spaced apart from the power motor (100), and the radiator (200) has an air duct (210), wherein the air duct (210) communicates with the accommodating through hole (510) and the area between the radiator (200) and the power motor (100).

11. An electric propulsion device (20), characterized in that comprising a propeller (22) and an electric motor (21) as claimed in claim 9 or 10; The propeller (22) is arranged on a side of the power motor (100) away from the radiator (200) and is in transmission connection with the power motor (100), and the power motor (100) is used to drive the propeller (22) to rotate; The radiator (200), the drive motor (400), and the fan (300) are all located on a side of the power motor (100) away from the propeller (22).

12. An aircraft, characterized in that: The invention comprises a nacelle (15) and / or a machine arm (14), wherein the nacelle (15) and the machine arm (14) are both provided with an electric propulsion device (20) as claimed in claim 11.

13. The aircraft according to claim 12, characterized in that At least one of the arm (14) and the nacelle (15) has a mounting cavity (16), the mounting cavity (16) has an air inlet and an air outlet (18), and the air outlet (18) and the air inlet both communicate with the interior and exterior of the mounting cavity (16); At least a portion of the propeller (22) is located outside the installation cavity (16), and at least a portion of the power motor (100) is located inside the installation cavity (16).

14. The aircraft according to claim 13, characterized in that The air inlet is configured to communicate with the area between the power motor (100) and the radiator (200); or, The number of the air inlet holes is multiple, and the multiple air inlet holes include a first air inlet hole (17) and a second air inlet hole (19) arranged at intervals along the axial direction of the fan (300), the first air inlet hole (17) is arranged to communicate with the area between the power motor (100) and the radiator (200), and the second air inlet hole (19) is arranged to communicate with the second opening (550) of the electric motor (21).

15. The aircraft according to claim 13, characterized in that The aircraft further comprises at least one of the following air inlet channels, the air inlet channel being used to connect the area between the power motor (100) and the radiator (200): A gap area between the power motor (100) and the inner wall of the installation cavity (16) forms a first air inlet channel; A second air inlet channel is formed in a gap area between the second stator (120) and the second rotor (110) of the power motor (100); The power motor (100) comprises a second rotor (110), the second rotor (110) comprises a second rotor housing (111), and a rotor through hole (114) on the second rotor housing (111) forms a third air inlet channel.

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