Heat dissipation device, electric engine and aircraft

Abstract

The utility model discloses a heat dissipation device, an electric engine and an aircraft, and relates to the technical field of electric engines, the heat dissipation device is applied to the electric engine and comprises a heat dissipation device and a driving mechanism, the heat dissipation device is provided with a heat dissipation channel for a cooling medium to circulate, and the heat dissipation channel can be communicated with a cooling channel; the driving mechanism comprises driving pumps communicated with the heat dissipation channel, the driving mechanism further comprises at least two driving parts which operate independently, the number of the driving pumps is at least two, and one driving part is in corresponding driving connection with one driving pump; or the driving mechanism further comprises a dual-redundancy motor, and the output shaft of the dual-redundancy motor is in driving connection with the driving pump. According to the technical scheme provided by the utility model, the failure rate of the heat dissipation device can be reduced, and the function reliability is improved.

Description

Technical Field

[0001] This utility model relates to the field of electric motor technology, and in particular to a heat dissipation device, an electric motor, and an aircraft. Background Technology

[0002] Cooling systems used in aircraft electric motors typically consist of a radiator, a drive motor, and a drive pump. The drive motor powers the drive pump, creating a cooling circuit between the radiator and the electric motor to dissipate heat. It is understandable that a failure in the drive motor would cause the entire cooling system to malfunction, leading to abnormal overheating of the electric motor. Therefore, reducing the failure rate of cooling systems and improving their reliability is a pressing issue for those skilled in the art. Utility Model Content

[0003] The main purpose of this invention is to provide a heat dissipation device, an electric motor, and an aircraft, aiming to reduce the failure rate of the heat dissipation device and improve its functional reliability.

[0004] To achieve the above objectives, the present invention proposes a heat dissipation device applied to an electric motor, wherein the electric motor has a cooling channel, and the heat dissipation device includes:

[0005] A radiator having a heat dissipation channel for the flow of a cooling medium, the heat dissipation channel being communicative with a cooling channel; and

[0006] A drive mechanism, the drive mechanism including a drive pump connected to the heat dissipation channel;

[0007] The drive mechanism further includes at least two independently operating drive components, and at least two drive pumps are provided, with one drive component drivingly connected to one drive pump in a corresponding manner; or, the drive mechanism further includes a dual-redundant motor, the output shaft of which is drivingly connected to the drive pump.

[0008] In one embodiment, when at least two drive pumps are provided, the radiator has two independent heat dissipation channels, and one drive pump is connected to one heat dissipation channel.

[0009] In one embodiment, the heat dissipation channel has an inlet and an outlet on the radiator, and the inlet and outlet of the same heat dissipation channel are located on opposite sides of the radiator.

[0010] In one embodiment, the inlets of the two heat dissipation channels are located on opposite sides of the heat sink, or the inlets of the two heat dissipation channels are located on the same side of the heat sink.

[0011] In one embodiment, the electric motor has two independent cooling channels, which are connected one-to-one with two heat dissipation channels.

[0012] In one embodiment, when at least two driving members are provided, the heat dissipation device further includes a heat dissipation impeller, which is drivenly connected to at least one of the driving members and can cause air to flow through the radiator.

[0013] In one embodiment, the heat dissipation device further includes a transmission mechanism, wherein both driving components are driven to the heat dissipation impeller through the transmission mechanism and are capable of independently driving the heat dissipation impeller to rotate.

[0014] In one embodiment, the transmission mechanism includes two sun gears, a planetary gear, a planetary carrier, and an impeller shaft. The two sun gears are respectively disposed on the output shafts of the two driving components. The heat dissipation impeller is coaxially fixed on the impeller shaft. The planetary gear is disposed on the side of the planetary carrier near the sun gear and can rotate around its own axis. The planetary gear meshes with the two sun gears on both sides and is connected to the impeller shaft for transmission.

[0015] In one embodiment, the transmission mechanism further includes a first bevel gear fixed to the planetary carrier and a second bevel gear fixed to the impeller shaft. The second bevel gear meshes with the first bevel gear. The rotation axis of the first bevel gear is collinear with the revolution axis of the planetary gear and intersects with the rotation axis of the planetary gear.

[0016] In one embodiment, the planetary gears are provided in multiple circumferentially spaced along the first bevel gear.

[0017] In one embodiment, the same drive member has two opposing output shafts, one of which is connected to the drive pump and the other is connected to the transmission mechanism, with the two drive members disposed on opposite sides of the transmission mechanism.

[0018] In one embodiment, the drive unit, the drive pump, the radiator, the transmission mechanism, and the cooling impeller are assembled as a single unit to form a heat dissipation module, which is mounted on the outside of the electric motor by fasteners.

[0019] In one embodiment, the electric motor includes a housing with a mounting structure, and the drive member, the drive pump, and the transmission mechanism are mounted on the mounting structure.

[0020] In one embodiment, the cooling impeller is located on the side of the radiator closest to the electric motor.

[0021] In one embodiment, the heat dissipation device further includes a first connecting pipe and / or a second connecting pipe and / or a third connecting pipe, wherein the first connecting pipe connects the drive pump and the heat dissipation channel, the second connecting pipe connects the cooling channel and the heat dissipation channel, and the third connecting pipe connects the drive pump and the cooling channel, and the first connecting pipe and the second connecting pipe are located on the outer periphery of the heat dissipation impeller.

[0022] In one embodiment, the heat dissipation device further includes a heat dissipation impeller and an impeller drive, wherein the heat dissipation impeller is drivenly connected to the impeller drive and is capable of causing air to flow through the radiator.

[0023] This utility model also proposes an electric motor, which includes a power motor for driving a propeller and the aforementioned heat dissipation device. The heat dissipation device is disposed on the power motor and is used for heat dissipation of the power motor.

[0024] This utility model also proposes an aircraft, which includes the aforementioned electric motor.

[0025] In one embodiment, the aircraft further includes a propeller, the electric motor includes a power motor and a motor controller electrically connected to the power motor, the power motor drives the propeller, and the heat dissipation device is located on the side of the motor controller away from the propeller.

[0026] In this invention, at least two driving components are used to drive their corresponding pumps. This ensures that even if one driving component fails, the remaining independently operating components can continue to drive the corresponding pump, guaranteeing that at least one pump operates normally and continuously promotes the circulation of the cooling medium. This reduces the failure rate of the heat dissipation device and improves its functional reliability.

[0027] Secondly, by using a dual-redundant motor to drive the corresponding drive pump, even if one stator winding of the dual-redundant motor fails, the other stator winding can still ensure the normal rotation of the rotor winding, thereby continuously outputting torque to the drive pump. This ensures the normal operation of the drive pump and continuously promotes the circulation of the cooling medium. This also reduces the failure rate of the heat dissipation device and improves its functional reliability. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of an embodiment of the heat dissipation device provided by the present invention, wherein the heat dissipation impeller is not shown.

[0030] Figure 2 for Figure 1 A schematic diagram of the internal structure of the transmission mechanism in the diagram;

[0031] Figure 3 This is a schematic diagram of an embodiment of the electric motor provided by this utility model.

[0032] Explanation of icon numbers:

[0033] 10. Heat dissipation device; 110. Radiator; 111. Inlet; 112. Outlet; 120. Drive component; 121. Output shaft; 130. Drive pump; 140. Heat dissipation impeller; 150. Transmission mechanism; 151. Sun gear; 152. Planetary gear; 153. Planetary carrier; 154. Impeller shaft; 155. First bevel gear; 156. Second bevel gear; 160. Mounting box; 171. First connecting pipe; 172. Second connecting pipe; 173. Third connecting pipe; 20. Electric motor; 210. Power motor; 220. Motor controller; 221. Rear cover; 30. Propeller.

[0034] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0036] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0037] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0038] Cooling systems used in aircraft electric motors typically consist of a radiator, a drive motor, and a drive pump. The drive motor powers the drive pump, creating a cooling circuit between the radiator and the electric motor to dissipate heat. It is understandable that a failure in the drive motor would cause the entire cooling system to malfunction, leading to abnormal overheating of the electric motor. Therefore, reducing the failure rate of cooling systems and improving their reliability is a pressing issue for those skilled in the art.

[0039] In view of this, the present invention proposes a heat dissipation device that can reduce the failure rate of heat dissipation devices and improve their functional reliability.

[0040] Please see Figures 1 to 3 In one embodiment of the present invention, the heat dissipation device 10 includes a heat sink 110 and a drive mechanism. The heat sink 110 has a heat dissipation channel (not shown in the figure) for the cooling medium to circulate. The heat dissipation channel can be connected to external functional devices. The drive mechanism includes a drive pump 130, which is connected to the heat dissipation channel.

[0041] Please see Figure 1 In one embodiment, the drive mechanism further includes at least two independently operating drive components 120, and at least two drive pumps 130 are provided, with one drive component 120 correspondingly driven to one drive pump 130. Thus, with at least two drive components 120 and drive pumps 130, even if one drive pump 130 or one drive component 120 fails, the normal operation of the remaining drive pumps 130 will not be affected, thereby ensuring the normal circulation of the cooling medium, further reducing the failure rate of the heat dissipation device 10, and improving its functional reliability.

[0042] Of course, redundancy design can also be achieved in other ways. For example, in another embodiment, the drive mechanism further includes a dual-redundant motor, the output shaft of which is connected to the drive pump 130. It should be noted that a dual-redundant motor is also called a multi-redundant motor. Specifically, the two stator windings of the dual-redundant motor can selectively drive its rotor winding, and a drive pump 130 is connected via an output shaft 121 connected to the rotor winding. Thus, when one stator winding of the dual-redundant motor fails, the other stator winding can still ensure the normal driven rotation of the rotor winding, thereby continuously outputting torque to the drive pump 130. The dual-redundant motor can be a dual-redundant permanent magnet synchronous motor, etc.

[0043] It is understood that the drive mechanism may include at least two dual-redundant motors and at least two drive pumps. The output shaft of one dual-redundant motor is driven and connected to a corresponding drive pump, so that the heat dissipation device is also equipped with at least two drive pumps. Even if one drive pump fails, the remaining drive pumps can ensure the normal circulation of the cooling medium.

[0044] In this invention, at least two driving components 120 are used to drive their corresponding pumps 130. This ensures that even if one driving component 120 fails, the remaining independently operating driving components 120 can continue to drive their corresponding pumps 130, guaranteeing that at least one pump 130 can operate normally and continuously promote the circulation of the cooling medium. This reduces the failure rate of the heat dissipation device 10 and improves its functional reliability.

[0045] Secondly, by using a dual-redundant motor to drive the corresponding drive pump 130, even if one stator winding of the dual-redundant motor fails, the other stator winding can still ensure the normal rotation of the rotor winding, thereby continuously outputting torque to the drive pump 130. This ensures the normal operation of the drive pump 130 and continuously promotes the circulation of the cooling medium. This also reduces the failure rate of the heat dissipation device 10 and improves its functional reliability.

[0046] It is understood that the heat dissipation device 10 is not limited to the electric motor 20, but can also be applied to other functional devices, such as power battery packs. To facilitate understanding of the effect of the heat dissipation device 10, the following explanation will use the application of the heat dissipation device 10 in the electric motor 20 of an aircraft as an example.

[0047] The drive pump 130 can be a gear pump, screw pump, centrifugal pump or diaphragm pump, etc., and the drive component 120 can be an electric motor or pneumatic motor, etc. This application does not make specific limitations in this regard.

[0048] That is, in one embodiment, optionally, the electric motor 20 has a cooling channel (not shown in the accompanying drawings), and the heat dissipation channel can be connected to the cooling channel of the electric motor 20. In this way, the heat dissipation device 10 can reduce the risk of abnormal temperature of the electric motor 20 due to the inability to dissipate heat in time, thereby improving the reliability of the electric motor 20 and thus improving the flight safety of the aircraft.

[0049] Specifically, see Figure 3 The electric motor 20 includes a power motor 210 for driving the propeller 30 and a motor controller 220 electrically connected to the power motor 210. The rear cover 221 of the motor controller 220 typically integrates a refrigerant channel, which is part of the cooling channel of the electric motor 20. In this embodiment, optionally, the heat dissipation channel is connected to the refrigerant channel of the rear cover 221 of the motor controller 220.

[0050] Please see Figure 3 Optionally, the aircraft further includes a propeller 30, with a power motor 210 driving and connecting the propeller 30. A heat dissipation device 10 is located on the side of the motor controller 220 away from the propeller 30. This avoids the structure of the heat dissipation device 10 interfering with the rotational motion of the propeller 30 and facilitates the concealment and protection of the heat dissipation device 10, thereby reducing the risk of damage and malfunction due to external interference. Of course, in other embodiments, the heat dissipation device 10 can also be located on the power motor 210.

[0051] Optionally, the cooling medium can be in the form of a gas or a liquid. For example, cooling oil can be used as the cooling medium, which can improve cooling efficiency and extend service life. Of course, other substances can also be used as the cooling medium, such as air, etc., and this application does not specifically limit this. For ease of explanation, cooling oil will be used as an example below.

[0052] In one embodiment, the radiator 110 has two independent heat dissipation channels, and a drive pump 130 is connected to one heat dissipation channel. Each drive pump 130 is independently responsible for the flow of cooling oil in one heat dissipation channel, and the two drive pumps 130 do not interfere with each other, thereby improving the stability of the cooling oil flow circulation in each heat dissipation channel. Of course, in other embodiments, the radiator 110 may have only one heat dissipation channel, and the two drive pumps 130 may be connected to the same heat dissipation channel.

[0053] Please see Figure 1Specifically, the heat dissipation channel has an inlet 111 and an outlet 112 formed on the radiator 110. In one embodiment, optionally, the inlet 111 and outlet 112 of the same heat dissipation channel are located on opposite sides of the radiator 110, and the inlets 111 of two heat dissipation channels are located on opposite sides of the radiator 110. That is, in this embodiment, the radiator 110 has two inlets 111 and two outlets 112. One side of the radiator 110 is provided with the inlet 111 of the first heat dissipation channel and the outlet 112 of the second heat dissipation channel, and the other side of the radiator 110 is provided with the outlet 112 of the first heat dissipation channel and the inlet 111 of the second heat dissipation channel.

[0054] Thus, on the one hand, the inlet 111 and outlet 112 of the same heat dissipation channel are located on opposite sides of the radiator 110, which helps to extend the effective length of the heat dissipation channel, thereby improving the heat dissipation effect of the cooling oil on the radiator 110. On the other hand, the inlet 111 of the two heat dissipation channels being located on opposite sides of the radiator 110 allows the flow of cooling oil in the radiator 110 to be in roughly opposite directions, thereby causing the vibration effects caused by the flow of the two streams of cooling oil in the radiator 110 to cancel each other out, which in turn helps to reduce the degree of vibration and noise of the radiator 110 caused by the flow of cooling oil.

[0055] Of course, in other embodiments, the inlet 111 and outlet 112 of the same heat dissipation channel may be located on opposite sides of the heat sink 110, and the inlet 111 of the two heat dissipation channels may be located on the same side of the heat sink 110.

[0056] It is understood that in embodiments with two heat dissipation channels, the cooling channels on the electric motor 20 can be either two separate channels or only one channel. For example, please refer to... Figure 1 In one embodiment, the electric motor 20 has two independent cooling channels, which are connected one-to-one with two heat dissipation channels. In another embodiment, the electric motor 20 has one cooling channel, and two heat dissipation channels are connected to this cooling channel via a tee connector or similar structure.

[0057] Of course, in one embodiment where a heat dissipation channel is provided, the electric motor 20 may also have two independent cooling channels, which are connected to a heat dissipation channel through a structure such as a T-joint.

[0058] Please see Figure 3Furthermore, the heat dissipation device 10 also includes a heat dissipation impeller 140, which is drivenly connected to at least one drive member 120 and can cause air to flow through the radiator 110. Thus, by driving the heat dissipation impeller 140 to rotate via the drive member 120, forced convection of air in the area where the heat dissipation device 10 is located can be controlled, and the air carries away its heat as it flows through the radiator 110, thereby improving the heat dissipation efficiency of the heat dissipation device 10. Secondly, using the drive member 120 as the power source for the heat dissipation impeller 140 simplifies the structure of the heat dissipation device 10 and reduces its manufacturing cost. Of course, in other embodiments, the heat dissipation impeller 140 may not be included.

[0059] Please also refer to Figure 1 Furthermore, the heat dissipation device 10 also includes a transmission mechanism 150. Both drive components 120 are driven and connected to the heat dissipation impeller 140 through the transmission mechanism 150, and can independently drive the heat dissipation impeller 140 to rotate. In this way, even if one drive component 120 fails and cannot operate, the other drive component 120 can continue to drive the heat dissipation impeller 140 to rotate, thereby ensuring that the heat dissipation impeller 140 can work normally, so that the heat dissipation device 10 can still maintain a high-efficiency heat dissipation effect.

[0060] Of course, in other embodiments, the transmission mechanism 150 may be omitted, and only one drive member 120 may be driven to drive the heat dissipation impeller 140. Alternatively, the heat dissipation device may also include a heat dissipation impeller 140 and an impeller drive member 120, with the heat dissipation impeller 140 driven to drive the impeller drive member 120 and enabling airflow through the radiator 110. That is, the impeller drive member 120 acts as a third drive member 120 and is independently responsible for driving the rotation of the heat dissipation impeller 140. In other words, the heat dissipation impeller 140 is equipped with a separate drive motor, thereby eliminating the need for the transmission mechanism 150.

[0061] It is understood that the transmission mechanism 150 that achieves the above-mentioned function can have various structural forms; for example, please refer to [reference needed]. Figure 2 In one embodiment, the transmission mechanism 150 includes two sun gears 151, a planetary gear 152, a planetary carrier 153, and an impeller shaft 154. The two sun gears 151 are respectively mounted on the output shafts 121 of the two drive members 120. The heat dissipation impeller 140 is coaxially fixed on the impeller shaft 154. The planetary gear 152 is located on the side of the planetary carrier 153 near the sun gear 151 and can rotate around its own axis. The planetary gear 152 meshes with the two sun gears 151 on both sides and is connected to the impeller shaft 154 for transmission.

[0062] Specifically, the output shaft 121 of the drive unit 120 rotates, causing the sun gear 151 to rotate, which in turn causes the planetary gear 152 meshing with the sun gear 151 to revolve around the axis of the sun gear 151. This, in turn, causes the planet carrier 153 to rotate around the axis of the sun gear 151, and transmits the rotation to the cooling impeller 140 through the impeller shaft 154, thus achieving the driven rotation of the cooling impeller 140. In this way, the structure is simple and easy to implement.

[0063] Please see Figure 2 In one embodiment, the transmission mechanism 150 may optionally include a first bevel gear 155 fixed to the planetary carrier 153 and a second bevel gear 156 fixed to the impeller shaft 154. The second bevel gear 156 meshes with the first bevel gear 155. The rotation axis of the first bevel gear 155 is collinear with the revolution axis of the planetary gear 152 and intersects with the rotation axis of the planetary gear 152. That is, when the planetary carrier 153 rotates around the axis of the sun gear 151, the first bevel gear 155 rotates synchronously with the planetary carrier 153, and drives the second bevel gear 156 meshing with it to rotate around the axis of the impeller shaft 154, thereby driving the impeller shaft 154 and the cooling impeller 140 on it to rotate.

[0064] In this configuration, the axes of the first bevel gear 155, the sun gear 151, and the output shaft 121 of the drive unit 120 are collinear, as are the axes of the second bevel gear 156, the impeller shaft 154, and the cooling impeller 140. The axis of the first bevel gear 155 and the axis of the second bevel gear 156 form approximately a 90° angle and lie on the same plane. This design facilitates the miniaturization of the heat dissipation device 10.

[0065] Of course, in other embodiments, the first bevel gear 155 and the second bevel gear 156 may not be provided. For example, a worm gear may be provided on the planetary carrier 153 and a worm may be provided on the impeller shaft 154, and the torque of the planetary carrier 153 may be transmitted to the impeller shaft 154 through the meshing transmission of the worm gear and the worm. The transmission connection between the planetary carrier 153 and the impeller shaft 154 can also be achieved through the structure of a pulley assembly.

[0066] Specifically, in this embodiment, the output shafts 121 of the two drive components 120 can drive the two sun gears 151 to rotate at different speeds. When the speeds of the two output shafts 121 are the same, the planetary gear 152 does not rotate on its own axis but revolves around the sun gear. When the speeds of the two output shafts 121 are different, the planetary gear 152 rotates on its own axis and revolves around the sun gear simultaneously. In particular, when the speed of one of the output shafts 121 is zero, the planetary gear 152 can still maintain its rotation and revolution. That is, as long as one drive component 120 can operate normally and output torque, the planetary gear 152 can continue to revolve around the sun gear and drive the planetary carrier 153 to rotate, thereby transmitting torque to the cooling impeller 140 through the first bevel gear 155 and the second bevel gear 156, thus ensuring the continuous rotation of the cooling impeller 140 and ensuring the heat dissipation performance of the heat dissipation device 10.

[0067] It should be noted that the structure of the transmission mechanism 150 in this embodiment is basically the same as that of the differential in an automotive transmission system, except that the relationship between the input shaft and the output shaft 121 is reversed. That is, one input shaft of the original differential (connected to the power source) is changed to the impeller shaft 154, and the two output shafts of the original differential (connected to the wheels) are changed to the output shafts 121 of the two drive components 120. The relevant structure and principle of the differential are relatively mature and well-known, so they will not be elaborated here.

[0068] It is understood that the structure of the transmission mechanism 150 is not limited to the above-mentioned structure, and other structures can also be adopted. For example, the structure of a planetary gear set can be adopted. The structure of the planetary gear set can refer to the relevant structure in the automotive hybrid system, and the relevant technology is relatively mature and well-known, so it will not be elaborated here.

[0069] Please see Figure 2 Optionally, multiple planetary gears 152 are provided at circumferential intervals along the first bevel gear 155. For example, in this embodiment, four planetary gears 152 are provided. This improves the smoothness and stability of the transmission mechanism 150. Of course, in other embodiments, only one or two planetary gears 152 may be provided.

[0070] Please see Figure 2 Optionally, the same drive unit 120 has two opposing output shafts 121, one output shaft 121 connected to the drive pump 130, and the other output shaft 121 connected to the transmission mechanism 150. The two drive units 120 are respectively located on opposite sides of the transmission mechanism 150. Specifically, the sun gear 151, drive unit 120, and drive pump 130 are arranged sequentially along the radial direction of the heat dissipation impeller 140 and away from the sun gear 151. In this way, one drive unit 120 can simultaneously operate the drive pump 130 and the transmission mechanism 150, resulting in a simple structure and low equipment cost.

[0071] Of course, in other embodiments, the drive unit 120 may have an output shaft 121, which is connected to the drive pump 130 and the transmission mechanism 150 simultaneously through a structure such as a gear set. For example, a drive gear is provided on the output shaft 121 and a driven gear is provided at the input end of the drive pump 130 and the transmission mechanism 150, respectively, and the two driven gears mesh with the drive gear respectively.

[0072] Please see Figure 1 and Figure 3 Optionally, the drive component 120, drive pump 130, radiator 110, transmission mechanism 150, and cooling impeller 140 are assembled into a single unit to form a heat dissipation module. This heat dissipation module is mounted on the outside of the electric motor 20 using fasteners. This highly integrated design facilitates the installation and removal of the heat dissipation device 10 from the electric motor 20 and improves the production efficiency of the electric motor 20. Alternatively, the heat dissipation device 10 may also include a mounting box 160, with its opening facing the electric motor 20. Part of the transmission mechanism 150, drive component 120, drive pump 130, and radiator 110 are housed within the mounting box 160. An impeller and radiator 110 are mounted on one end of the impeller shaft 154 that extends through the bottom of the mounting box 160. The mounting box 160 is mounted to the electric motor 20 using fasteners such as bolts or rivets.

[0073] Of course, in other embodiments, the electric motor 20 may include a housing with a mounting structure. The drive component 120, the drive pump 130 and the transmission mechanism 150 are mounted on the mounting structure. For example, the mounting structure may be located on the rear cover 221 of the motor controller 220, so that the drive component 120, the drive pump 130 and other parts can be mounted on the rear cover 221 respectively.

[0074] Please see Figure 3 Optionally, the cooling impeller 140 is located on the side of the radiator 110 closest to the transmission mechanism 150. In this way, on the one hand, the air flowing out from the cooling impeller 140 on the outlet side will flow away from the electric motor 20 after passing through the radiator 110, thereby preventing hot air from heating the electric motor 20. On the other hand, the negative pressure area formed by the cooling impeller 140 on the inlet side can draw away air from the area where the electric motor 20 is located, thereby utilizing this airflow to cool the electric motor 20. Of course, in other embodiments, the cooling impeller 140 may also be located on the side of the radiator 110 furthest from the transmission mechanism 150.

[0075] Please see Figure 1Furthermore, the heat dissipation device 10 also includes a first connecting pipe 171 and / or a second connecting pipe 172 and / or a third connecting pipe 173. The first connecting pipe 171 connects the drive pump 130 and the heat dissipation channel, the second connecting pipe 172 connects the cooling channel and the heat dissipation channel, and the third connecting pipe 173 connects the drive pump 130 and the cooling channel. The first connecting pipe 171 and the second connecting pipe 172 are located on the outer periphery of the heat dissipation impeller 140. This design simplifies the structure and facilitates the assembly of the heat dissipation device 10. Furthermore, the first connecting pipe 171 and the second connecting pipe 172 do not affect the rotational movement of the heat dissipation impeller 140, thus ensuring the normal operation of the heat dissipation device 10. Of course, in other embodiments, the first connecting pipe 171, the second connecting pipe 172, or the third connecting pipe 173 may not be provided.

[0076] Optionally, the first connecting pipe 171 connects the outlet 112 of the heat dissipation channel and the inlet of the drive pump 130; the second connecting pipe 172 connects the outlet of the cooling channel and the inlet 111 of the heat dissipation channel; and the third connecting pipe 173 connects the inlet of the cooling channel and the outlet of the drive pump 130. That is, in this embodiment, the cooling oil flows from the radiator 110 to the drive pump 130, then from the drive pump 130 to the electric motor 20, and then back from the electric motor 20 to the radiator 110, thus completing a circulation loop. Of course, in other embodiments, the cooling oil flow direction can be the opposite of the above, that is, from the radiator 110 to the electric motor 20, then from the electric motor 20 to the drive pump 130, and then back from the drive pump 130 to the radiator 110, thus completing a circulation loop.

[0077] It should be noted that, Figure 3 The second connecting pipe 172 and the driving component 120 partially overlap in the schematic diagram, but this does not mean that the second connecting pipe 172 and the driving component 120 are connected. It can be understood that the second connecting pipe 172 is located on the back of the driving component 120 from the perspective of the illustration.

[0078] Optionally, the first connecting pipe 171, the second connecting pipe 172 and the third connecting pipe 173 are rigid pipe structures, which can play a rigid support role to improve the installation reliability and stability of the heat dissipation impeller 140 and the radiator 110.

[0079] This utility model also proposes an electric motor, which includes a power motor for driving a propeller and the aforementioned heat dissipation device. The specific structure of the heat dissipation device is as described in the above embodiments. Since this electric motor adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be described in detail here. The heat dissipation device is located on the power motor and is used for cooling the power motor.

[0080] This utility model also proposes an aircraft that includes the aforementioned electric motor. The specific structure of the electric motor is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0081] Furthermore, the aircraft also includes a propeller, and the electric motor includes a power motor and a motor controller electrically connected to the power motor. The power motor drives the propeller, and the heat dissipation device is located on the side of the motor controller away from the propeller. This avoids the heat dissipation device's structure interfering with the propeller's rotational motion and facilitates concealing and protecting the heat dissipation device, thereby reducing the risk of damage and malfunction due to external interference. Of course, in other embodiments, the heat dissipation device can also be located on the power motor.

[0082] Optionally, the heat dissipation device is also used for heat dissipation of the motor controller; that is, in this embodiment, both the power motor and the motor controller are provided with cooling channels. Of course, in other embodiments, the heat dissipation device may be used only for heat dissipation of the power motor, or only for heat dissipation of the motor controller.

[0083] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect application in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A heat dissipation device for use in an electric motor, characterized in that, The electric motor has a cooling channel, and the heat dissipation device includes: A radiator having a heat dissipation channel for the flow of a cooling medium, the heat dissipation channel being communicative with a cooling channel; and A drive mechanism, the drive mechanism including a drive pump connected to the heat dissipation channel; The drive mechanism further includes at least two independently operating drive components, and at least two drive pumps are provided, with one drive component drivingly connected to one drive pump in a corresponding manner; or, the drive mechanism further includes a dual-redundant motor, the output shaft of which is drivingly connected to the drive pump.

2. The heat dissipation device as described in claim 1, characterized in that, When there are at least two drive pumps, the radiator has at least two independent heat dissipation channels, and one drive pump is connected to one heat dissipation channel.

3. The heat dissipation device as described in claim 2, characterized in that, The heat dissipation channel has an inlet and an outlet on the radiator, and the inlet and outlet of the same heat dissipation channel are located on opposite sides of the radiator. And / or, the inlets of the two heat dissipation channels are located on opposite sides of the heat sink, or the inlets of the two heat dissipation channels are located on the same side of the heat sink; And / or, the electric motor has two independent cooling channels, which are connected one-to-one with two heat dissipation channels.

4. The heat dissipation device as described in claim 1, characterized in that, When at least two of the driving components are provided, the heat dissipation device further includes a heat dissipation impeller, which is drivenly connected to at least one of the driving components and can cause air to flow through the radiator.

5. The heat dissipation device as described in claim 4, characterized in that, The heat dissipation device also includes a transmission mechanism, and both driving components are connected to the heat dissipation impeller through the transmission mechanism and can independently drive the heat dissipation impeller to rotate.

6. The heat dissipation device as described in claim 5, characterized in that, The transmission mechanism includes two sun gears, planetary gears, a planetary carrier, and an impeller shaft. The two sun gears are respectively mounted on the output shafts of the two driving components. The heat dissipation impeller is coaxially fixed on the impeller shaft. The planetary gear is located on the side of the planetary carrier near the sun gear and can rotate around its own axis. The planetary gear meshes with the two sun gears on both sides and is connected to the impeller shaft for transmission.

7. The heat dissipation device as described in claim 6, characterized in that, The transmission mechanism further includes a first bevel gear fixed to the planetary carrier and a second bevel gear fixed to the impeller shaft. The second bevel gear meshes with the first bevel gear. The rotation axis of the first bevel gear is collinear with the revolution axis of the planetary gear and intersects with the rotation axis of the planetary gear. And / or, the planetary gears are provided in multiple circumferentially spaced along the first bevel gear.

8. The heat dissipation device as described in claim 5, characterized in that, The same drive unit has two opposing output shafts, one of which is connected to the drive pump and the other is connected to the transmission mechanism. The two drive units are respectively located on opposite sides of the transmission mechanism.

9. The heat dissipation device as described in claim 5, characterized in that, The drive unit, the drive pump, the radiator, the transmission mechanism, and the cooling impeller are assembled into a single unit to form a heat dissipation module, which is mounted on the outside of the electric motor by fasteners. Alternatively, the electric motor includes a housing with a mounting structure, and the drive component, the drive pump, and the transmission mechanism are mounted on the mounting structure.

10. The heat dissipation device as described in claim 4, characterized in that, The heat dissipation impeller is located on the side of the radiator closest to the electric motor; And / or, the heat dissipation device further includes a first connecting pipe and / or a second connecting pipe and / or a third connecting pipe, wherein the first connecting pipe connects the drive pump and the heat dissipation channel, the second connecting pipe connects the cooling channel and the heat dissipation channel, and the third connecting pipe connects the drive pump and the cooling channel, and the first connecting pipe and the second connecting pipe are located on the outer periphery of the heat dissipation impeller.

11. The heat dissipation device as claimed in claim 1, characterized in that, The heat dissipation device further includes a heat dissipation impeller and an impeller drive component. The heat dissipation impeller is drivenly connected to the impeller drive component and can cause air to flow through the radiator.

12. An electric motor, characterized in that, The electric motor includes a power motor for driving a propeller and a heat dissipation device as described in any one of claims 1 to 11, the heat dissipation device being disposed on the power motor and used for dissipating heat from the power motor.

13. An aircraft, characterized in that, The aircraft includes the electric motor as described in claim 12.

14. The aircraft as claimed in claim 13, characterized in that, The aircraft also includes a propeller, and the electric motor includes a power motor and a motor controller electrically connected to the power motor. The power motor drives the propeller, and the heat dissipation device is located on the side of the motor controller away from the propeller.

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