Power motor, electric engine, electric propulsion device and aircraft

Abstract

The embodiment of the utility model provides a power motor, an electric engine, an electric propulsion device and an aircraft, and relates to the technical field of aircrafts. The power motor comprises a stator and a rotor. The rotor comprises a rotor shell and magnetic steel, the magnetic steel is connected to the interior of the rotor shell, the rotor shell comprises a drainage opening, a first flow channel and a second flow channel, the first flow channel and the second flow channel are communicated with the drainage opening, and at least part of the first flow channel is located on the side, away from the stator, of the magnetic steel in the radial direction of the power motor. The end, away from the drainage opening, of the first runner in the axial direction of the power motor is provided with an opening for guiding out air in the first runner. The stator comprises a stator winding, and an air gap between the stator winding and the magnetic steel is communicated with the second flow channel. Therefore, the heat dissipation efficiency of the power motor is high, the internal temperature of the power motor is in an allowable range, and the working performance of the power motor is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a power motor, an electric engine, an electric propulsion device and an aircraft. BACKGROUND

[0002] An electric vertical take-off and landing (eVTOL) aircraft includes an electric propulsion device, the electric propulsion device includes a propeller and an electric engine, the electric engine includes a power motor, the power motor is in transmission connection with the propeller and is used for driving the propeller to rotate. In the running process of the power motor, the heat generated by the power motor continuously accumulates with the increase of the working time, so that the temperature inside the power motor gradually rises, thereby reducing the working performance of the power motor. CONTENT OF THE UTILITY MODEL

[0003] The embodiments of the present application provide a power motor, an electric engine, an electric propulsion device and an aircraft, the heat dissipation efficiency of the power motor is high, the internal temperature of the power motor is within the allowable range, and the working performance of the power motor is ensured.

[0004] The first aspect of the embodiments of the present application provides a power motor, the power motor includes a stator and a rotor. Wherein, the rotor includes a rotor shell and a magnetic steel, the magnetic steel is connected to the inside of the rotor shell, the rotor shell includes a flow guide port and a first flow channel and a second flow channel which are in communication with the flow guide port, at least part of the first flow channel is located on the side of the magnetic steel away from the stator along the radial direction of the power motor, and the end of the first flow channel away from the flow guide port along the axial direction of the power motor has an opening for guiding the air in the first flow channel. The stator includes a stator winding located in the inside of the rotor shell, and the air gap between the stator winding and the magnetic steel is in communication with the second flow channel.

[0005] The power motor provided by the embodiments of the present application is in transmission connection with the propeller, when the power motor drives the propeller to rotate, the airflow generated by the rotation of the propeller enters the inside of the first flow channel and the second flow channel through the flow guide port, the airflow in the first flow channel exchanges heat with the magnetic steel, and exits through the opening of the end of the first flow channel away from the flow guide port along the axial direction of the power motor, so as to take away the heat generated by the magnetic steel, so that the temperature of the magnetic steel is within a reasonable range. The airflow in the second flow channel enters the air gap through the inside of the rotor shell, the airflow in the air gap exchanges heat with the magnetic steel and the stator winding respectively, and exits from the end of the air gap away from the flow guide port along the axial direction of the power motor, so as to take away the heat generated by the magnetic steel and the stator winding. Therefore, the airflow generated by the rotation of the propeller is used for air cooling and heat dissipation of the stator and the rotor, so that the temperature of the stator and the rotor is within a reasonable range, the heat in the power motor is prevented from continuously accumulating, the temperature inside the power motor is kept within a reasonable range, the working performance of the power motor is ensured, and the reliability of the power motor is improved.

[0006] In addition, the air flow generated by the propeller has a high flow rate and a high efficiency of carrying away the heat generated by the power motor, so that the heat dissipation efficiency of the power motor is high, the heat dissipation area of the power motor can be reduced, thereby the volume and weight of the power motor can be reduced, and the torque density of the power motor can be increased. The torque density is equal to the ratio of the torque of the power motor to the weight of the power motor.

[0007] In some possible implementation manners, the rotor shell includes a plurality of flow guide ports, and the plurality of flow guide ports include a first flow guide port and a second flow guide port. The first flow guide port is in communication with the first flow channel, and the second flow guide port is in communication with the second flow channel.

[0008] In some possible implementation manners, along the radial direction of the power motor, the opening width of the first flow guide port is smaller than the opening width of the second flow guide port.

[0009] In some possible implementation manners, the rotor shell includes a plurality of first flow guide ports arranged at intervals along the circumferential direction of the power motor. The first partition wall between the adjacent two first flow guide ports is provided with a first notch away from one end of the magnetic steel along the axial direction of the power motor.

[0010] In some possible implementation manners, the rotor shell includes a plurality of second flow guide ports arranged at intervals along the circumferential direction of the power motor. The second partition wall between the adjacent two second flow guide ports is provided with a second notch away from one end of the magnetic steel along the axial direction of the power motor.

[0011] In some possible implementation manners, the rotor shell includes at least one flow guide port, and each flow guide port is in communication with the first flow channel and the second flow channel at the same time.

[0012] In some possible implementation manners, the second flow channel has an arc-shaped inner wall. Along the direction from the flow guide port to the magnetic steel, the distance between the stator winding and the arc-shaped inner wall gradually decreases.

[0013] In some possible implementation manners, the rotor shell includes a plurality of first flow channels and a plurality of second flow channels. The plurality of first flow channels are arranged at intervals along the circumferential direction of the power motor, and the plurality of second flow channels are arranged at intervals along the circumferential direction of the power motor.

[0014] In some possible implementation manners, the rotor shell further includes a through structure. The inside of the first flow channel is in communication with the inside of the rotor shell through the through structure, and the magnetic steel is in contact with the air in the inside of the first flow channel through the through structure.

[0015] In some possible implementation manners, the through structure is a through hole or a through notch.

[0016] In some possible implementation manners, the rotor shell further includes a mounting through hole. The mounting through hole is in communication with the inside and the outside of the rotor shell, and the mounting through hole and the flow guide port are located on the same side of the rotor shell.

[0017] In some possible implementation manners, the stator further includes a liquid cooling flow channel, the stator winding is located inside the liquid cooling flow channel, and the liquid cooling flow channel is used for flowing of a cooling medium to cool the stator winding.

[0018] In some possible implementation manners, the stator further includes a stator support, at least a part of the stator support is located inside the rotor shell, the stator support has a liquid inlet flow channel and a liquid cooling cavity, an outlet end of the liquid inlet flow channel is in communication with an inlet end of the liquid cooling cavity, the liquid inlet flow channel and the liquid cooling cavity constitute the liquid cooling flow channel, and the stator winding is arranged in the liquid cooling cavity.

[0019] The second aspect of the embodiment of the present application provides an electric motor, which includes a heat dissipation system and the power motor of any one of the first aspect, and the heat dissipation system is used for dissipating heat of the power motor.

[0020] In some possible implementation manners, the electric motor is an integrated electric motor, and the integrated electric motor is an integrated structure formed by integrating the power motor and the heat dissipation system together.

[0021] In some possible implementation manners, the heat dissipation system includes, along an axial direction of the power motor, a fan, a driving motor and a radiator, the driving motor is in transmission connection with the fan, the driving motor is fixedly connected with a shell of the power motor, the radiator is used for dissipating heat of the power motor, the fan is located between the driving motor and the radiator, and the fan is used for dissipating heat of the radiator.

[0022] In some possible implementation manners, the electric motor is a distributed electric motor, and the power motor and the heat dissipation system are arranged separately to form the distributed electric motor.

[0023] In some possible implementation manners, the heat dissipation system includes a radiator, the radiator and the power motor are arranged staggeredly in the axial direction of the power motor, and the radiator is used for dissipating heat of the power motor.

[0024] In some possible implementation manners, the power motor includes a liquid cooling flow channel, an outlet end of the radiator is in communication with an inlet end of the liquid cooling flow channel, an inlet end of the radiator is in communication with an outlet end of the liquid cooling flow channel, and the liquid cooling flow channel and the radiator are used for constituting a cooling medium loop.

[0025] The third aspect of the embodiment of the present application provides an electric propulsion device, which includes a propeller and the electric motor of the second aspect. The propeller is in transmission connection with the power motor, when the power motor drives the propeller to rotate, airflow generated by rotation of the propeller enters the inside of the first flow channel and the second flow channel through the flow guide opening, the airflow generated by rotation of the propeller is used for dissipating heat of the power motor, the temperature inside the power motor is prevented from gradually rising, and the working performance of the power motor is ensured.

[0026] The fourth aspect of the embodiments of the present application provides an aircraft, which comprises a fuselage, a wing, a tail wing and the electric propulsion device of the third aspect, and the electric propulsion device is arranged on the wing and / or the fuselage and / or the tail wing. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0028] Figure 1 A perspective structural schematic diagram of an aircraft is provided for the embodiments of the present application.

[0029] Figure 2 For Figure 1 A schematic diagram of the architecture of the electric propulsion device of the aircraft is shown.

[0030] Figure 3 A schematic diagram of the architecture of a distributed electric motor is provided for the embodiments of the present application.

[0031] Figure 4 For Figure 2 A top view schematic diagram of the cooperation of the power motor and the propeller is shown.

[0032] Figure 5 For Figure 4 A sectional view schematic diagram in the A-A direction is shown.

[0033] Figure 6 For Figure 4 A top view schematic diagram of the rotor in the electric propulsion device is shown.

[0034] Figure 7 For Figure 6 A sectional view schematic diagram in the B-B direction is shown.

[0035] Figure 8 A sectional view schematic diagram of the rotor housing of another electric propulsion device is provided for the embodiments of the present application.

[0036] Figure 9 A sectional view schematic diagram of the cooperation of the power motor and the propeller of another electric propulsion device is provided for the embodiments of the present application.

[0037] Figure 10 For Figure 9 A sectional view schematic diagram of the rotor housing of the electric propulsion device is shown.

[0038] Figure 11 A sectional view schematic diagram of the rotor of another electric propulsion device is provided for the embodiments of the present application.

[0039] Figure 12 For Figure 11 Enlarged view at C.

[0040] Reference signs:

[0041] 11, fuselage; 12, wing; 13, tail; 14, arm; 15, nacelle;

[0042] 20, electric propulsion device; 21, electric motor; 22, propeller;

[0043] 100, power motor;

[0044] 110, stator; 111, stator winding; 112, stator support; 113, liquid cooling channel; 1131, liquid inlet channel; 1132, liquid cooling cavity; 114, support piece; 1141, first blocking ring; 1142, second blocking ring; 1143, blocking ring;

[0045] 120, rotor; 121, rotor housing; 122, magnetic steel; 123, flow guide port; 123A, first flow guide port; 123B, second flow guide port; 124, first flow channel; 125, second flow channel; 1251, arc-shaped inner wall; 126, through structure; 127, mounting through hole; 128, first notch; 129, second notch;

[0046] 130, air gap;

[0047] 200, heat sink;

[0048] 300, fan;

[0049] 400, drive motor. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0051] It should be noted that the terms "first", "second" are used only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "multiple" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0052] In this application, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "fixing" and the like should be understood in a broad sense, for example, can be fixed connection, can also be detachable connection, or integrated; can be directly connected, or indirectly connected through an intermediate medium, can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0053] In this application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature. The first and second features can be in direct contact, or the first and second features can be in indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "under" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0054] In the above description, the description referring to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means 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 illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in the specification and the features of different embodiments or examples without contradiction.

[0055] The embodiments of the present application provide a kind of aircraft, which can be electric vertical take-off and landing aircraft (electric vertical take-off and landing, eVTOL), of course, can also be other aircraft.

[0056] Figure 1 A schematic diagram of an aircraft provided by the embodiments of the present application is shown. Among them, Figure 1 The aircraft shown is only for illustration, and does not constitute a limitation on the specific structure and shape of the aircraft.

[0057] As Figure 1As 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 fuselage structure of 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 structure of existing aircraft and will not be described in detail here. The tail 13 is provided 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 existing aircraft and will not be described in detail here.

[0058] 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 .

[0059] like Figure 1 As shown, the aircraft further includes an electric propulsion device 20, which can 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 .

[0060] 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.

[0061] Continue to see Figure 1 As shown, the aircraft further includes an arm 14 and a nacelle 15, both of which are fixedly connected to the electric propulsion device 20, so that the electric propulsion device 20 is disposed 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.

[0062] 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).

[0063] 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).

[0064] 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 .

[0065] 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.

[0066] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20 a.

[0067] In other examples, all electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0068] 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.

[0069] 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, a system consisting of a power motor 100, a motor controller (not shown), cables, and their accessories, converts electrical energy into mechanical energy. In practical implementations, the electric motor 21 can also be referred to as an electric propulsion system.

[0070] 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.

[0071] Figure 2 for Figure 1 FIG. 1 is a schematic diagram of the architecture of an electric propulsion device 20 of an aircraft.

[0072] like Figure 2As shown, the power motor 100 is in transmission connection with the propeller 22, and the power motor 100 is configured to drive the propeller 22 to rotate. In an embodiment, the power motor 100 is fixedly connected with the arm 14 or the nacelle 15, so as to realize the fixed connection between the electric engine 21 and the arm 14 or the nacelle 15.

[0073] The power motor 100 generates heat during operation. In order to keep the temperature of the power motor 100 within a reasonable range, the electric engine 21 further comprises a heat dissipation system configured to dissipate heat of the power motor 100 and ensure the working performance of the power motor 100.

[0074] In some embodiments, as shown in Figure 2 The electric engine 21 can be an integrated electric engine. The integrated electric engine is an integrated structure formed by integrating the power motor 100 and the heat dissipation system. In actual implementation, the integrated electric engine can also be referred to as an integrated electric propulsion system.

[0075] The integrated electric engine has a compact structure, which is beneficial to save the space of the aircraft and thus reduce the volume of the aircraft. In addition, the integration of the power motor 100 and the heat dissipation system can facilitate the assembly of the aircraft, reduce the assembly process, and improve the assembly efficiency. In addition, the tilt rotor is almost always in working state during the entire flight of the aircraft, and thus the integrated electric engine can be used for the tilt rotor.

[0076] As shown in Figure 2 The heat dissipation system comprises a fan 300, a driving motor 400, and a radiator 200 arranged along the axial direction of the power motor 100. The driving motor 400 is in transmission connection with the fan 300, and the driving motor 400 is fixedly connected with the housing of the power motor 100. For example, the housing of the power motor 100 comprises a motor rear cover, and the driving motor 400 is fixedly connected with the motor rear cover.

[0077] The radiator 200 is configured to dissipate heat of the power motor 100. The fan 300 is located between the driving motor 400 and the radiator 200, and the fan 300 is configured to dissipate heat of the radiator 200. The driving motor 400 is configured to drive the fan 300 to rotate, so as to generate an airflow blowing to the radiator 200 and dissipate heat of the radiator 200.

[0078] Figure 3 An architecture schematic diagram of the distributed electric engine provided in the embodiments of the present application is shown.

[0079] In other embodiments, as shown in Figure 3As shown, the electric engine 21 can also be a distributed electric engine. The power motor 100 and the heat dissipation system are arranged separately to form a distributed electric engine, and the airflow generated by the propeller 22 is used to dissipate heat from the distributed electric engine. In actual implementation, the distributed electric engine can also be called a distributed electric propulsion system. Since the fixed rotor works during the ascent, descent, and hovering phases of the aircraft, and stops working during level flight and taxiing phases, the fixed rotor can adopt a distributed electric engine, simplifying the structure of the distributed electric engine's heat dissipation system and reducing the weight of the distributed electric engine.

[0080] See also Figure 3 As shown, the heat dissipation system includes a radiator 200, and the radiator 200 and the power motor 100 are axially connected to the power motor 100 (eg Figure 3 The radiator 200 is staggered in the middle Z direction, and is used to dissipate heat for the power motor 100.

[0081] In order to improve the heat dissipation efficiency of the radiator 200 , the radiator 200 of the distributed electric engine is arranged under the blades of the propeller 22 , and the airflow generated by the propeller 22 is used to dissipate heat from the radiator 200 .

[0082] In order to remove the heat generated by the power motor 100, the power motor 100 includes a liquid cooling channel 113 (such as Figure 3 As shown), the outlet end of the radiator 200 is connected to the inlet end of the liquid cooling channel 113, and the inlet end of the radiator 200 is connected to the outlet end of the liquid cooling channel 113. The liquid cooling channel 113 and the radiator 200 are used to form a cooling medium circuit.

[0083] The cooling medium may be a single coolant (eg, a water / ethylene glycol mixture, oil, etc.) or a mixture of multiple coolants.

[0084] The cooling medium flows within the liquid cooling channel 113, thereby cooling the power motor 100. The cooling medium flowing through the liquid cooling channel 113 within the power motor 100 removes heat generated during operation of the power motor 100, maintaining the temperature of the power motor 100 within a suitable range. As the cooling medium flows through the cooling medium circuit, it transfers heat from the power motor 100 to the radiator 200.

[0085] The radiator 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 or the propeller 22 can also act on the surface of the radiator 200 to improve the heat dissipation efficiency of the radiator 200.

[0086] Figure 4 for Figure 2 The schematic top view of the power motor 100 and the propeller 22 shown in FIG.Figure 5 for Figure 4 Schematic diagram of the cross section in the AA direction.

[0087] like Figure 5 As shown, the power motor 100 includes a stator 110 and a rotor 120. The rotor 120 includes a rotor housing 121 and a magnet 122, and the magnet 122 is connected to the inside of the rotor housing 121. The stator 110 includes a stator support 112 and a stator winding 111. The stator winding 111 is located inside the rotor housing 121, and the stator winding 111 is connected to the stator support 112. The stator winding 111 and the magnet 122 are connected along the radial direction of the power motor 100 (such as Figure 5 There is an air gap 130 between the stator winding 111 and the magnetic steel 122, and the air gap 130 is connected to the interior of the rotor housing 121.

[0088] The rotor 120 is fixedly connected to the propeller 22, and the rotor 120 drives the propeller 22 to rotate. Figure 5 As shown, the rotor housing 121 has a mounting through hole 127, which connects the inside and outside of the rotor housing 121. The hub of the propeller 22 is inserted into the mounting through hole 127, and the hub of the propeller 22 is fixedly connected to the rotor housing 121, thereby achieving a fixed connection between the propeller 22 and the rotor housing 121.

[0089] In order to further improve the heat dissipation efficiency of the power motor 100, as Figure 5 As shown, the rotor housing 121 includes a flow inlet 123, a first flow channel 124, and a second flow channel 125. The flow inlet 123 and the mounting through hole 127 are located on the same side of the rotor housing 121. Figure 4 and Figure 5 It can be seen that the air inlet 123 is located below the blades of the propeller 22, and the airflow generated by the rotation of the propeller 22 (such as Figure 5 The solid arrow in the figure) will enter the interior of the drainage port 123.

[0090] like Figure 5 As shown, the first flow channel 124 is connected to the flow outlet 123, and at least a portion of the first flow channel 124 is located on the side of the magnetic steel 122 away from the stator 110 along the radial direction of the power motor 100, for example Figure 5 As shown, the first flow channel 124 is located at the radial direction of the magnetic steel 122 along the power motor 100 (as shown in FIG. Figure 5 The first flow channel 124 has an opening for leading out the air in the first flow channel 124 at one end thereof, which is away from the air inlet 123, along the axial direction of the power motor 100. The second flow channel 125 is connected to the air inlet 123 and extends along the axial direction of the power motor 100 (e.g., Figure 5The second flow channel 125 is located between the flow guide port 123 and the air gap 130, and the second flow channel 125 communicates with the air gap 130 through the inside of the rotor shell 121.

[0091] When the power motor 100 drives the propeller 22 to rotate, the airflow generated by the rotation of the propeller 22 (such as Figure 5 the solid arrows in the middle) enters the inside of the first flow channel 124 and the second flow channel 125 through the flow guide port 123, at this time, the function of the flow guide port 123 is equivalent to the air inlet of the first flow channel 124 and the second flow channel 125. The airflow in the first flow channel 124 (such as Figure 5 the solid arrows in the middle 124) exchanges heat with the magnetic steel 122 through the inner wall of the first flow channel 124, and exits the inside of the first flow channel 124 through the first flow channel 124 along the axial direction of the power motor 100 away from the opening of the flow guide port 123, and carries away the heat generated by the magnetic steel 122. The opening of the first flow channel 124 along the axial direction of the power motor 100 away from the flow guide port 123 is equivalent to the air outlet of the first flow channel 124. The airflow in the second flow channel 125 (such as Figure 5 the solid arrows in the middle 130) enters the air gap 130 through the inside of the rotor shell 121, and the airflow in the air gap 130 exchanges heat with the magnetic steel 122 and the stator winding 111 respectively, and exits through the air gap 130 along the axial direction of the power motor 100 away from the opening of the flow guide port 123, and carries away the heat generated by the magnetic steel 122 and the stator winding 111.

[0092] Therefore, the airflow generated by the rotation of the propeller 22 cools and dissipates heat for the stator 110 and the rotor 120, so that the temperature of the stator 110 and the rotor 120 is within a reasonable range, avoiding the continuous accumulation of heat inside the power motor 100, so that the temperature inside the power motor 100 is within a reasonable 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.

[0093] In addition, the airflow generated by the propeller 22 has high flow rate and high efficiency in carrying away the heat generated by the power motor 100, which can improve the heat dissipation efficiency of the power motor 100, reduce the heat dissipation area of the power motor 100, thereby reducing the volume of the power motor 100, and further reducing the weight of the power motor 100, increasing the torque density of the power motor 100, and the torque density is equal to the ratio of the torque of the power motor 100 to the weight of the power motor 100.

[0094] As shown in Figure 5 the stator 110 also includes a liquid cooling flow channel 113, and the stator winding 111 is located in the inside of the liquid cooling flow channel 113, and the cooling medium can carry away the heat generated by the stator winding 111.

[0095] In some embodiments, the stator support 112 can have a liquid inlet channel 1131 and a liquid cooling cavity 1132, the inlet end of the liquid inlet channel 1131 is in communication with the outlet end of the heat sink 200, the outlet end of the liquid inlet channel 1131 is in communication with the inlet end of the liquid cooling cavity 1132, the outlet end of the liquid cooling cavity 1132 is in communication with the inlet end of the heat sink 200, and the liquid inlet channel 1131 and the liquid cooling cavity 1132 form a liquid cooling channel 113, i.e., the liquid inlet channel 1131, the liquid cooling cavity 1132 and the heat sink are used to form a cooling medium loop. The stator winding 111 is located inside the liquid cooling cavity 1132, i.e., the stator winding 111 is located inside the stator support 112.

[0096] Of course, in addition to being provided in the stator support 112, in other embodiments, continuing to refer to Figure 5 As shown, the stator 110 also includes a support member 114, which is located outside the stator support 112 and is fixedly connected with the stator support 112, at this time, the support member 114 and the stator support 112 enclose the liquid cooling cavity 1132, and the stator winding 111 is located inside the liquid cooling cavity 1132. The stator support 112 has a liquid inlet channel 1131, the inlet end of the liquid inlet channel 1131 is in communication with the outlet end of the heat sink 200, the outlet end of the liquid inlet channel 1131 is in communication with the inlet end of the liquid cooling cavity 1132, the outlet end of the liquid cooling cavity 1132 is in communication with the inlet end of the heat sink 200, and the liquid inlet channel 1131 and the liquid cooling cavity 1132 form a liquid cooling channel 113, i.e., the liquid inlet channel 1131, the liquid cooling cavity 1132 and the heat sink are used to form a cooling medium loop.

[0097] For the specific structure of the support member 114, no limitation is made here. Exemplarily, as Figure 5 shown, the support member 114 includes a first blocking ring 1141, a second blocking ring 1142 and a blocking ring 1143, the first blocking ring 1141 and the second blocking ring 1142 are arranged along the axial direction of the motor and are respectively sleeved on the stator support 112, the blocking ring 1143 is sleeved on the outer wall of the stator support 112 and is arranged along the radial direction of the motor and is spaced apart from the stator support 112, along the axial direction of the motor, the opposite ends of the blocking ring 1143 are respectively connected with the first blocking ring 1141 and the second blocking ring 1142, and the first blocking ring 1141, the second blocking ring 1142, the blocking ring 1143 and the stator support 112 enclose the liquid cooling cavity 1132.

[0098] When the cooling medium (such as Figure 6 the dashed arrow in the figure) flows in the liquid cooling channel 113, the low-temperature cooling medium exchanges heat with the stator winding 111 and becomes high-temperature cooling medium, the high-temperature cooling medium enters the inside of the heat sink 200 and exchanges heat with the air through the heat sink 200, and again becomes low-temperature cooling medium, so as to transfer the heat generated by the stator winding 111 to the air near the heat sink 200, so that the temperature of the stator winding 111 is reduced.

[0099] It can be seen from this that the stator winding 111 is cooled by combining liquid cooling and air cooling, which increases the heat dissipation efficiency of the stator winding 111, thereby further improving the heat dissipation efficiency of the power motor 100, helping to further reduce the heat dissipation area of ​​the power motor 100, further reduce the volume and weight of the power motor 100, and further increase the reliability of the power motor 100.

[0100] In the embodiment of the present application, the rotor housing 121 includes a plurality of first flow channels 124 and a plurality of second flow channels 125. The plurality of first flow channels 124 are arranged at intervals along the circumference of the power motor 100, and the plurality of second flow channels 125 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. Furthermore, the weight of the rotor housing 121 can be reduced, thereby reducing the weight of the power motor 100, and further improving the torque density of the power motor 100.

[0101] The number of the first flow channels 124 and the second flow channels 125 can be the same or different. In addition, two adjacent first flow channels 124 can be connected or disconnected, and two adjacent second flow channels 125 can be connected or disconnected, which can improve the strength of the rotor housing 121.

[0102] Figure 4 for Figure 7 A schematic top view of the rotor 120 in FIG. Figure 6 for Figure 8 Schematic diagram of the cross section in the BB direction, Figure 6 A schematic cross-sectional view of a rotor housing 121 of another electric propulsion device 20 provided in an embodiment of the present application.

[0103] In some embodiments, as Figure 6 As shown, the rotor housing 121 includes a plurality of drainage ports 123, the plurality of drainage ports 123 including a first drainage port 123A and a second drainage port 123B, and the first drainage port 123A and the second drainage port 123B are not connected. Figure 7 As shown, along the radial direction of the power motor 100, the second drainage port 123B is located between the first drainage port 123A and the mounting through hole 127. Figure 5 As shown, the first drainage port 123A is connected to the first flow channel 124, and the second drainage port 123B is connected to the second flow channel 125. Figure 8 As shown, when the propeller 22 rotates, the first inlet 123A introduces the airflow generated by the rotation of the propeller 22 into the interior of the first flow channel 124 , and the second inlet 123B introduces the airflow generated by the rotation of the propeller 22 into the interior of the second flow channel 125 .

[0104] Of course, in addition to being in communication with the first flow channel 124 or the second flow channel 125, in other embodiments, the rotor housing 121 includes at least one flow port 123, for example, the rotor housing 121 can include one flow port 123, of course, the number of flow ports 123 can also be more than one. As shown in Figure 6 each flow port 123 is in communication with the first flow channel 124, and another part of each flow port 123 is in communication with the second flow channel 125, at this time, a single flow port 123 is in communication with the first flow channel 124 and the second flow channel 125 at the same time.

[0105] Continuing to refer to Figure 6 , the number of first flow ports 123A is multiple, and the multiple first flow ports 123A are arranged along the circumference of the power motor 100. The number of second flow ports 123B is multiple, and the multiple second flow ports 123B are arranged along the circumference of the power motor 100. The number of first flow ports 123A is the same as that of second flow ports 123B, of course, the number of first flow ports 123A and second flow ports 123B can also be different.

[0106] As shown in Figure 6 , the shape of the first flow port 123A is quadrilateral, of course, the first flow port 123A can be other shapes. Similarly, as shown in Figure 6 , the shape of the second flow port 123B is quadrilateral, of course, the second flow port 123B can be other shapes.

[0107] In some embodiments, as shown in Figure 7 , the opening width of the first flow port 123A along the radial direction of the power motor 100 (such as the X direction in Figure 7 , the opening width of the first flow port 123A can be less than the opening width of the second flow port 123B, increasing the amount of air entering the second flow channel 125, increasing the amount of air entering the air gap 130, helping to improve the heat dissipation efficiency of the power motor 100.

[0108] It should be noted that in addition to being less than the opening width of the second flow port 123B, the opening width of the first flow port 123A can also be equal to or greater than the opening width of the second flow port 123B in some scenarios.

[0109] In some embodiments, the first flow guide holes 123A correspond to the first flow channels 124 one by one, and each first flow guide hole 123A is in communication with the corresponding first flow channel 124, and each first flow guide hole 123A introduces the airflow generated by the propeller 22 into the inside of the corresponding first flow channel 124. In other embodiments, each first flow guide hole 123A corresponds to multiple first flow channels 124, and each first flow guide hole 123A is in communication with the corresponding multiple first flow channels 124, for example, the first flow guide hole 123A can correspond to two second flow channels 125, and the first flow guide hole 123A is in communication with the two second flow channels 125 respectively. In yet other embodiments, each first flow channel 124 corresponds to multiple first flow guide holes 123A, and each first flow channel 124 is in communication with the corresponding multiple first flow guide holes 123A, for example, the first flow channel 124 can correspond to three first flow guide holes 123A.

[0110] In some embodiments, the second flow guide holes 123B correspond to the second flow channels 125 one by one, and each second flow guide hole 123B is in communication with the corresponding second flow channel 125, and each second flow guide hole 123B introduces the airflow generated by the propeller 22 into the inside of the corresponding second flow channel 125. In other embodiments, each second flow guide hole 123B corresponds to multiple second flow channels 125, and each second flow guide hole 123B is in communication with the corresponding multiple second flow channels 125, for example, the second flow guide hole 123B can correspond to two second flow channels 125, and the second flow guide hole 123B is in communication with the two second flow channels 125 respectively. In yet other embodiments, each second flow channel 125 corresponds to multiple second flow guide holes 123B, and each second flow channel 125 is in communication with the corresponding multiple second flow guide holes 123B, for example, the second flow channel 125 can correspond to three second flow guide holes 123B.

[0111] In some embodiments, as shown in Figure 5 , the second flow channel 125 can have an arc-shaped inner wall 1251. Among them, as shown in Figure 7 , the distance between the stator winding 111 and the arc-shaped inner wall 1251 gradually decreases in the direction from the flow guide hole 123 to the magnetic steel 122, or in other words, the distance between the outer circumferential side of the rotor shell 121 and the arc-shaped inner wall 1251 gradually increases (as shown by L in Figure 9 , the arc-shaped inner wall 1251 simultaneously plays a guiding role to ensure that the airflow in the second flow channel 125 enters the inside of the air gap 130.

[0112] Figure 10 A cross-sectional view of the power motor 100 of another electric propulsion device 20 provided for the application and cooperating with the propeller 22 is shown in Figure 9 , and a cross-sectional view of the rotor shell 121 of the electric propulsion device 20 is shown in Figure 10 .

[0113] To further improve the heat dissipation efficiency of the magnetic steel 122, in some possible implementation manners, as shown in Figure 9 the rotor housing 121 further includes a through structure 126, the inside of the first flow channel 124 is in communication with the inside of the rotor housing 121 through the through structure 126, and the through structure 126 is located at the side of the magnetic steel 122 away from the stator 110 in the radial direction of the power motor 100 (as shown in Figure 10 the air in the first flow channel 124 contacts the magnetic steel 122 through the through structure 126.

[0114] In some embodiments, as shown in Figure 11 the through structure 126 is a through hole. However, in other embodiments, the through structure 126 is a through gap (not shown in the figure).

[0115] Each first flow channel 124 corresponds to one or more through structures 126. Among them, when the first flow channel 124 corresponds to multiple through structures 126, the types of the multiple through structures 126 can be the same or different, for example, the first flow channel 124 can correspond to two through structures 126, one of which can be a through hole and the other of which can be a through gap.

[0116] Figure 12 Another cross-sectional view of a rotor 120 of an electric propulsion device 20 provided in an embodiment of the present application is shown in Figure 11 for Figure 12 an enlarged view at C in FIG. 6.

[0117] To further reduce the weight of the power motor 100, in some possible implementation manners, the rotor housing 121 includes a plurality of first flow guide openings 123A arranged at intervals in the circumferential direction of the power motor 100, and the first partition wall between two adjacent first flow guide openings 123A is provided with a first gap 128 away from one end of the magnetic steel 122 in the axial direction of the power motor 100 (as shown in Figure 12 ).

[0118] For example, as shown in Figure 12 the first gap 128 is an arc-shaped gap. Of course, the first gap 128 can also be of other shapes.

[0119] To further reduce the weight of the power motor 100, in some possible implementation manners, the rotor housing 121 can include a plurality of second flow guide openings 123B arranged at intervals in the circumferential direction of the power motor 100, and the second partition wall between two adjacent second flow guide openings 123B is provided with a second gap 129 away from one end of the magnetic steel 122 in the axial direction of the power motor 100 (as shown in Figure 12 ).

[0120] For example, as shown in ​As shown, the second notch 129 is an arc-shaped notch. Of course, the second notch 129 can also be other shapes.

[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A power machine (100), characterized by, The motor includes a stator (110) and a rotor (120); The rotor (120) includes a rotor housing (121) and a magnetic steel (122) connected to the inside of the rotor housing (121), the rotor housing (121) includes a flow guide port (123) and a first flow channel (124) and a second flow channel (125) in communication with the flow guide port (123), at least part of the first flow channel (124) is located on the side of the magnetic steel (122) away from the stator (110) along the radial direction of the motor (100), and the first flow channel (124) has an opening at the end away from the flow guide port (123) along the axial direction of the motor (100) to guide the air in the first flow channel (124) out. The stator (110) includes a stator winding (111) located inside the rotor housing (121), and the air gap (130) between the stator winding (111) and the magnetic steel (122) is in communication with the second flow channel (125).

2. The electric power machine (100) of claim 1, characterized in that The rotor housing (121) includes a plurality of flow guide ports (123), the plurality of flow guide ports (123) include a first flow guide port (123A) and a second flow guide port (123B), the first flow guide port (123A) is in communication with the first flow channel (124), and the second flow guide port (123B) is in communication with the second flow channel (125).

3. The electric power machine (100) of claim 2, characterized in that Along the radial direction of the motor (100), the opening width of the first flow guide port (123A) is smaller than the opening width of the second flow guide port (123B).

4. The power machine (100) of claim 2, characterized in that, The rotor housing (121) includes a plurality of first flow guide ports (123A) arranged at intervals along the circumferential direction of the motor (100), and a first gap (128) is arranged at the end away from the magnetic steel (122) along the axial direction of the motor (100) of a first partition wall between two adjacent first flow guide ports (123A); and / or, The rotor housing (121) includes a plurality of second flow guide ports (123B) arranged at intervals along the circumferential direction of the motor (100), and a second gap (129) is arranged at the end away from the magnetic steel (122) along the axial direction of the motor (100) of a second partition wall between two adjacent second flow guide ports (123B).

5. The power machine (100) of claim 1, characterized in that, The rotor housing (121) includes at least one flow guide port (123), each of the flow guide ports (123) is in communication with the first flow channel (124) and the second flow channel (125) at the same time.

6. The electric motor (100) according to any one of claims 1 to 5, characterized in that The second flow channel (125) has an arc-shaped inner wall (1251), and the distance between the stator winding (111) and the arc-shaped inner wall (1251) gradually decreases in the direction from the flow guide port (123) to the magnetic steel (122).

7. The electric motor (100) according to any one of claims 1 to 5, characterized in that The rotor housing (121) includes a plurality of first flow channels (124) and a plurality of second flow channels (125), the plurality of first flow channels (124) are arranged at intervals along the circumferential direction of the motor (100), and the plurality of second flow channels (125) are arranged at intervals along the circumferential direction of the motor (100).

8. The electric motor (100) according to any one of claims 1 to 5, characterized in that The rotor housing (121) further comprises a through structure (126), the inside of the first flow channel (124) communicates with the inside of the rotor housing (121) through the through structure (126), and the magnetic steel (122) is in contact with the air in the inside of the first flow channel (124) through the through structure (126).

9. The electric motor (100) according to any one of claims 1 to 5, characterized in that The stator (110) further comprises a liquid cooling flow channel (113), the stator winding (111) is located in the inside of the liquid cooling flow channel (113), and the liquid cooling flow channel (113) is used for flowing cooling medium to cool the stator winding (111).

10. The power machine (100) of claim 9, characterized in that The stator (110) further comprises: A stator support (112), at least part of the stator support (112) is located in the inside of the rotor housing (121), the stator support (112) has a liquid inlet flow channel (1131) and a liquid cooling cavity (1132), the outlet end of the liquid inlet flow channel (1131) communicates with the inlet end of the liquid cooling cavity (1132), the liquid inlet flow channel (1131) and the liquid cooling cavity (1132) constitute the liquid cooling flow channel (113), and the stator winding (111) is arranged in the liquid cooling cavity (1132).

11. An electric motor engine (21) characterized by, A power motor (100) as claimed in any one of claims 1 to 10 and a heat dissipation system for dissipating heat of the power motor (100).

12. The motorized engine (21) of claim 11, characterized in that, The electric motor (21) is an integrated electric motor, and the integrated electric motor is an integrated structure formed by integrating the power motor (100) and the heat dissipation system.

13. The motorized engine (21) of claim 12, characterized in that, The heat dissipation system comprises a fan (300), a driving motor (400) and a radiator (200) arranged along the axial direction of the power motor (100), the driving motor (400) is in transmission connection with the fan (300), the driving motor (400) is fixedly connected with the housing of the power motor (100), the radiator (200) is used for dissipating heat of the power motor (100), the fan (300) is located between the driving motor (400) and the radiator (200), and the fan (300) is used for dissipating heat of the radiator (200).

14. The motorized engine (21) of claim 11, characterized in that, The electric motor (21) is a distributed electric motor, and the power motor (100) and the heat dissipation system are arranged separately to form the distributed electric motor.

15. The motorized engine (21) of claim 14, characterized in that, The heat dissipation system comprises a radiator (200), the radiator (200) and the power motor (100) are arranged staggeredly in the axial direction of the power motor (100), and the radiator (200) is used for dissipating heat of the power motor (100).

16. The motor-generator (21) according to claim 13 or 15, characterized by The power motor (100) comprises a liquid cooling flow channel (113), the outlet end of the radiator (200) communicates with the inlet end of the liquid cooling flow channel (113), the inlet end of the radiator (200) communicates with the outlet end of the liquid cooling flow channel (113), and the liquid cooling flow channel (113) and the radiator (200) are used for constituting a cooling medium loop.

17. An electric propulsion device (20) characterized by The electric engine (21) as claimed in any one of claims 11 to 16, and a propeller (22). The propeller (22) is in driving connection with the power motor (100), when the power motor (100) drives the propeller (22) to rotate, the airflow generated by the rotation of the propeller (22) enters the inside of the first flow channel (124) and the second flow channel (125) through the flow guide (123).

18. An aircraft, characterized in that An aircraft comprising a fuselage (11), a wing (12), a tail (13) and an electric propulsion device (20) as claimed in claim 17, the electric propulsion device (20) being arranged on the wing (12) and / or the fuselage (11) and / or the tail (13).

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