Electric engine, electric propulsion device and aircraft

Abstract

The embodiments of the present application relate to the technical field of aircrafts. Provided are an electric engine, an electric propulsion device and an aircraft. A driving motor of the electric engine is connected to a power motor. A radiator is provided with an air passage, the radiator being connected to the power motor. A fan is in driven connection with the driving motor, the driving motor driving the fan to rotate. In the axial direction of the fan, a flow guide structure has an air inlet side and an air outlet side, the driving motor and the power motor being located on the air inlet side of the flow guide structure, and the fan and the radiator being located on the air outlet side of the flow guide structure. The fan is located between the flow guide structure and the radiator. The flow guide structure guides at least part of an airflow on the air inlet side to a middle region of the fan. The electric engine provided by the present application can reduce heat reflux between the fan and the radiator caused by the flow speed difference of airflows, and reduce or eliminate the reverse heating of the driving motor and the power motor by the heat reflux, such that the distribution and speed of the airflows blown onto the radiator are more uniform, ensuring the normal operation of the power motor.

Description

Electric motors, electric propulsion systems and aircraft

[0001] This application claims priority to Chinese Patent Application No. 202411733209.9, filed on November 29, 2024, entitled "Electric Engine, Electric Propulsion Device and Aircraft", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of aircraft technology, and in particular to an electric motor, an electric propulsion device, and an aircraft. Background Technology

[0003] An electric vertical take-off and landing (eVTOL) aircraft includes an electric propulsion system, which comprises a propeller and an electric motor. The electric motor consists of a motor that is connected to the propeller and drives its rotation. The motor is a high-power, heat-generating moving part; if its temperature is not kept within a reasonable range, its output performance will degrade.

[0004] Currently, many high-power, heat-generating moving parts, such as drive motors in new energy vehicles and engines in gasoline vehicles, generate a large amount of heat during operation. They are typically equipped with cooling systems consisting of radiators and fans, where airflow generated by the fan blows across the radiator to dissipate the heat. However, for drive motors and engines in automobiles, the structural layout is more flexible, and there are no strict quality requirements. Therefore, to meet cooling needs, there are fewer restrictions on the size of the radiator and fan. Furthermore, the front of the radiator is usually not heavily obstructed, so cooling efficiency can be improved by increasing the size of the radiator and fan or increasing the distance between them.

[0005] However, to meet weight and space constraints, electric vertical takeoff and landing (EVTOL) aircraft typically require designs that are small and compact while ensuring performance. Consequently, electric motors are usually designed to be small, resulting in limited space for radiators and fans. This limits the installation of larger radiators and fans used in related fields, and also prevents increasing the distance between them, thus failing to meet the motor's cooling requirements. Furthermore, the high overall compactness of the electric motor can lead to situations where the radiator's air intake is obstructed by the motor and pump. This arrangement inevitably causes new problems not present in other industries, such as uneven airflow distribution, which can severely lead to excessive heat recirculation in the central area of ​​the radiator.

[0006] Therefore, how to ensure heat dissipation while designing an electric motor to be compact has become an urgent problem to be solved. Summary of the Invention

[0007] This application aims to provide an electric motor, an electric propulsion device, and an aircraft, which achieves good heat dissipation for the power motor and meets the requirement of a small integrated size for the electric motor.

[0008] The first aspect of this application provides an electric motor, which includes:

[0009] Power motor;

[0010] Drive motor;

[0011] A radiator having air vents and used for dissipating heat from the power motor;

[0012] A fan, wherein the fan is connected to the drive motor, and the drive motor is used to drive the fan to rotate;

[0013] The airflow guiding structure, along the axial direction of the fan, has an air inlet side and an air outlet side, and both the drive motor and the power motor are located on the air inlet side of the airflow guiding structure;

[0014] Both the fan and the heat sink are located on the air outlet side of the airflow guiding structure, and the fan is located between the airflow guiding structure and the heat sink;

[0015] The airflow guiding structure is used to guide at least a portion of the airflow on the intake side to the central region of the fan.

[0016] The electric motor provided in this application embodiment, without increasing the size of the radiator or fan to improve the heat dissipation effect, guides the airflow from the air inlet side to the air outlet side and further to the fan during the process of the drive motor driving the fan to dissipate heat from the radiator. The fan dissipates heat from the radiator, and the radiator dissipates heat from the drive motor. Among them, the guide structure guides a part of the airflow to the middle area of ​​the fan. Without changing the flow area of ​​the middle area, by increasing the air intake in the middle area, the airflow velocity in the middle area of ​​the fan is increased. This reduces the velocity difference between the airflow in the middle area of ​​the fan and the other parts of the fan, making the velocity distribution of the airflow in each area of ​​the fan more uniform. This improves the uniformity of airflow distribution and reduces the heat backflow caused by the velocity difference between the fan and the radiator, thereby reducing or eliminating the reverse heating of the drive motor and the drive motor by the heat backflow.

[0017] In addition, through the guiding effect of the airflow structure, the airflow in the middle of the fan can dissipate heat in the middle area of ​​the radiator. The airflow distribution and speed that finally blows onto the radiator are more uniform, which has a significant effect on improving the heat dissipation efficiency of the radiator. In this way, the radiator can effectively dissipate heat from the motor and ensure the normal operation of the motor.

[0018] In one possible implementation, the airflow guiding structure includes a first airflow guiding path and a second airflow guiding path. The first airflow guiding path is used to guide the airflow on the air intake side to the fan in a vertical direction. The second airflow guiding path is used to guide a portion of the airflow on the air intake side from the outside of the airflow guiding structure to the inside of the airflow guiding structure and from the inside to the central region of the fan.

[0019] In one possible implementation, the airflow guiding structure includes a plurality of airflow guiding fins, one end of which is connected, and the other ends of which are arranged at intervals along the circumference of the fan.

[0020] Furthermore, each of the air guide fins is inclined relative to the central axis of the fan, so that the first air guide path and the second air guide path are formed between the air guide fins.

[0021] In one possible implementation, the angle between the guide fins and the central axis of the fan is greater than or equal to 5° and less than or equal to 15°.

[0022] In one possible implementation, the fan includes fan blades, and along the radial direction of the fan, the horizontal distance between the outer edge of the fan blades and the outer side wall of the heat sink is L1, and the horizontal distance between the outer edge of the guide fins and the outer side wall of the heat sink is L2, where L1 ≥ L2.

[0023] In one possible implementation, the fan includes:

[0024] A wheel hub, which is connected to the drive motor via a transmission connection;

[0025] Multiple fan blades, the multiple fan blades being arranged at intervals along the circumference of the hub and connected to the hub;

[0026] The hub is provided with at least one set of airflow channels, which are used to direct at least a portion of the airflow that is directed to the central region of the fan to the radiator.

[0027] In one possible implementation, the number of airflow channels is two sets, namely a first set of airflow channels and a second set of airflow channels, and the first set of airflow channels and the second set of airflow channels are distributed at a radial interval along the hub.

[0028] Furthermore, the first set of airflow channels is located near the center of the wheel hub.

[0029] In one possible implementation, the first set of airflow channels includes a plurality of circular through holes, which are distributed circumferentially around the hub.

[0030] In one possible implementation, the second set of airflow channels includes a plurality of irregularly shaped through holes, which are distributed circumferentially around the hub.

[0031] In one possible implementation,

[0032] The flow guiding structure is fixedly connected to the housing of the power motor;

[0033] Alternatively, it may also include a fan shroud, wherein the airflow guiding structure is fixedly connected to the fan shroud, and the fan shroud is fixedly connected to the housing of the radiator or the power motor.

[0034] In one possible implementation, the power motor has a liquid-cooled flow channel;

[0035] The outlet end of the liquid cooling channel is connected to the inlet end of the radiator, and the outlet end of the radiator is connected to the inlet end of the liquid cooling channel. The liquid cooling channel and the radiator form a cooling medium circulation loop.

[0036] In one possible implementation, the electric motor further includes a supply pipe and a return pipe;

[0037] The outlet end of the liquid cooling channel is connected to the inlet end of the radiator through the return pipe, and the outlet end of the radiator is connected to the inlet end of the liquid cooling channel through the supply pipe. The liquid cooling channel, the return pipe, the radiator and the supply pipe form the circulation loop.

[0038] In one possible implementation, both the supply pipe and the return pipe are rigid pipes, and the radiator is rigidly connected to the power motor through the supply pipe and the return pipe.

[0039] In one possible implementation, the electric motor further includes a liquid pump disposed on the power motor and located on the circulation loop, and used to drive the flow of cooling medium in the circulation loop.

[0040] In one possible implementation, the first output terminal of the drive motor is connected to the fan, and the second output terminal of the drive motor is connected to the liquid pump. The drive motor is used to drive the fan to rotate and cause the liquid pump to drive the cooling medium to flow.

[0041] A second aspect of this application provides an electric propulsion device, which includes a propeller and an electric motor as described above;

[0042] The propeller is connected to the power motor of the electric motor, and the power motor is used to drive the propeller to rotate.

[0043] One possible implementation also includes:

[0044] Fairing;

[0045] The propeller has blades, each blade including a root portion located outside the fairing, and the root portion engaging with the fairing.

[0046] In one possible implementation, the paddle root is a plate-like structure.

[0047] In one possible implementation, the angle between the width extension direction of the propeller root and the central axis of the fairing is less than 55°.

[0048] In one possible implementation, multiple flow paths are formed between the blades and the air intake side of the guide structure of the electric motor, the flow paths being used to direct the airflow generated by the blades through the power motor to the air intake side of the guide structure.

[0049] In one possible implementation, the power motor includes a stator and a rotor, with an air gap formed between the rotor and the stator, and a first flow path is formed between the blades and the air intake side of the guide structure of the electric motor through the air gap;

[0050] And / or, the rotor is provided with a rotor through hole, and a second flow path is formed between the blade and the air intake side of the guide structure of the electric motor through the rotor through hole;

[0051] And / or, a third flow path is formed between the blade and the air intake side of the guide structure of the electric motor on the outer periphery of the power motor.

[0052] A third aspect of this application provides an aircraft including the electric propulsion device described above, a fuselage, wings, and a tail, wherein the electric propulsion device is disposed on the wings and / or the fuselage and / or the tail. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In addition, the accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application and do not constitute a limitation on the technical solutions of this application.

[0054] Figure 1 is a structural schematic diagram of an aircraft provided in an embodiment of this application;

[0055] Figure 2 is a schematic diagram of an electric propulsion device provided in an embodiment of this application;

[0056] Figure 3 is a front view schematic diagram of a propeller provided in an embodiment of this application;

[0057] Figure 4 is a top view of a propeller provided in an embodiment of this application;

[0058] Figure 5 is a right-side view of a propeller provided in an embodiment of this application;

[0059] Figure 6 is a structural schematic diagram of an electric motor provided in an embodiment of this application;

[0060] Figure 7 is a schematic diagram of the airflow on a guide structure and a fan provided in an embodiment of this application;

[0061] Figure 8 is a structural schematic diagram of another electric motor provided in an embodiment of this application;

[0062] Figure 9 is a schematic diagram of a flow guide structure and a fan in cooperation with an embodiment of this application;

[0063] Figure 10 is a schematic diagram of the airflow on the guide structure and fan shown in Figure 9;

[0064] Figure 11 is a schematic diagram of the structure of a flow guide fin provided in an embodiment of this application;

[0065] Figure 12 is a schematic diagram of a fan provided in an embodiment of this application;

[0066] Figure 13 is a simulation diagram of the airflow velocity at various locations when an electric motor is working, according to an embodiment of this application.

[0067] Explanation of reference numerals in the attached drawings: 10-Aircraft; 20-Electric propulsion system; 11-Fuselage; 12-Wing; 13-Tail; 14-Arm; 15-Nacelle; 21-Propeller; 21a-Propeller blade; 22-Electric motor; 23-Fairing; 24-Propeller root; 25-Free section; 100-Power motor; 110-Stator; 120-Rotor; 130-Air gap; 140-Rotor through-hole; 150-Rear cover; 200-Drive motor; 300-Radiator; 310-Supply pipe; 320-Return pipe; 330-Liquid pump; 400-Fan; 410-Fan blade; 420-Hub; 421-Airflow channel; 421a-First group of airflow channels; 421b-Second group of airflow channels; 422-Circular through-hole; 423-Irregular through-hole; 500 - Airflow guiding structure; 510 - Air inlet side; 520 - Air outlet side; 530 - First airflow guiding path; 540 - Second airflow guiding path; 550 - Airflow guiding fins. Detailed Implementation

[0068] As described in the background art, the motors of an aircraft generate a lot of heat during operation. In one possible way, a radiator is used to dissipate heat from the motor. For example, the heat generated by the motor flows into the radiator, and then the heat is carried away by the external airflow, resulting in a cooling effect. However, when the radiator uses external airflow for heat dissipation, the heat dissipation efficiency is low.

[0069] Therefore, fans are often used to blow air onto the radiator to dissipate heat. In this arrangement, the fan is positioned above the radiator, blowing air downwards to cool it. In related fields, to improve heat dissipation, the size of the radiator or fan is increased, or the distance between them is increased. However, increasing the size of the radiator or fan, or the distance between them, often results in a larger overall equipment size. Since aircraft electric motors are relatively small, the space available for a cooling system is often limited, making it impossible to accommodate large radiators or fans or increase the distance between them.

[0070] Understandably, many high-power, heat-generating moving parts, such as drive motors in new energy vehicles and engines in gasoline vehicles, generate a significant amount of heat during operation. Therefore, they typically incorporate cooling systems (radiators and fans) to dissipate the heat generated by the moving parts through airflow generated by the fan. For motors and engines like those in automobiles, the structural layout is more flexible, and there are no strict quality requirements. Therefore, to meet cooling needs, there are fewer restrictions on radiator size and fan size, and the front of the radiator is usually not heavily obstructed. However, current electric vertical takeoff and landing (EVTOL) aircraft, to meet weight and space constraints, typically require designs that are small and precise while ensuring performance. This often results in the radiator's air intake being blocked by the motor and pump. This arrangement inevitably causes new problems not seen in other industries, such as uneven airflow distribution, which can lead to significant heat recirculation in the central area of ​​the radiator.

[0071] Therefore, in electric vertical takeoff and landing aircraft, due to space and weight requirements, the volume of radiators and fans cannot be increased, and the distance between the power motor and the fan cannot be increased, resulting in poor heat dissipation performance of the radiators.

[0072] Through analysis of the embodiments of this application, the inventors discovered that during the heat dissipation process, a heat recirculation phenomenon occurs between the fan and the heat sink. This heat recirculation causes reverse heating of the electric propulsion device located above the fan, easily leading to an increase in the temperature of the electric propulsion device and affecting its normal operation, thus reducing its reliability. For high-power motors in aircraft, the heat generated by the motor is even greater, and the temperature of the heat recirculation is even higher. The impact of the heat recirculation phenomenon on motor heat dissipation is even more significant, further affecting the heat dissipation of the electric propulsion device.

[0073] The reason for this problem is that the motor (e.g., the drive motor) in the electric propulsion device and the drive motor that drives the fan are both located on the side of the fan facing away from the radiator. In the axial direction of the fan, the drive motor and the drive motor are located in the middle area of ​​the fan. Therefore, the drive motor and the drive motor will obstruct the air intake in the middle area of ​​the fan, resulting in a reduction in the air intake volume in the middle area of ​​the fan and a decrease in the airflow velocity in the middle area of ​​the fan. As a result, less airflow is blown from the fan towards the middle area of ​​the radiator, the airflow distribution on the radiator is uneven, and the heat dissipation effect of the radiator is affected.

[0074] In another alternative approach, by increasing the distance between the heatsink and the fan, the airflow generated in the middle and edges of the fan will gradually mix as it travels further away from the fan, due to the turbulence and diffusion effects. This reduces the velocity difference between the airflow generated in the middle and edges of the fan, preventing heat backflow.

[0075] In order to ensure the small size of the electric motor, this application cannot increase the distance between the radiator and the fan, resulting in a close distance between the fan and the radiator. In the airflow blowing towards the radiator, the velocity difference between the airflow in the middle of the fan and the airflow at the edge of the fan is more obvious. It is impossible to reduce the velocity difference by mixing the airflow, which will lead to a heat backflow phenomenon between the fan and the radiator.

[0076] In addition, due to the centrifugal force of the fan rotation, the wind speed on the outer ring of the fan is higher than that on the inner ring. In addition, the structure of the heat sink will block the smooth flow of air. As a result, the air between the fan and the heat sink will be squeezed outward, forming a heat recirculation phenomenon from bottom to top (reverse). This reverses the heating of components such as the power motor and drive motor above the fan, and prevents the power motor and drive motor from being cooled in time, thus affecting the operation of the power motor and drive motor.

[0077] This application provides an electric motor, an electric propulsion device, and an aircraft. Without increasing the size of the radiator or fan to improve heat dissipation, during the fan's cooling process, a flow-guiding structure directs airflow from the intake side to the exhaust side and further towards the fan. The fan cools the radiator, and the radiator cools the power motor. The flow-guiding structure directs a portion of the airflow towards the central region of the fan. Without changing the flow area in the central region, increasing the intake airflow in the central region increases the airflow velocity in that region, thereby reducing the size of the central region and other areas of the fan. The airflow velocity difference makes the airflow velocity distribution in different areas of the fan more uniform, thereby improving the uniformity of airflow distribution. This reduces heat backflow caused by the airflow velocity difference between the fan and the radiator, reducing or eliminating the reverse heating of the drive motor and power motor caused by heat backflow. In addition, through the guiding effect of the airflow structure, the airflow in the middle of the fan can dissipate heat in the middle area of ​​the radiator. The final airflow distribution and velocity on the radiator are more uniform, which has a significant effect on improving the heat dissipation efficiency of the radiator. In this way, the radiator can effectively dissipate heat from the power motor, ensuring the normal operation of the power motor.

[0078] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0079] Referring to Figure 1, this application embodiment also provides an aircraft 10, which may include an electric propulsion device 20, a fuselage 11, and a wing 12 fixedly connected to the fuselage 11. The fuselage 11 may be a symmetrical structure, and the structure of the fuselage 11 may refer to the fuselage structure of existing aircraft. The structure of the wing 12 may also refer to the fixed wing structure of existing aircraft, and will not be described in detail here.

[0080] The electric propulsion device 20 can be installed on the fuselage 11, or as shown in Figure 1, the electric propulsion device 20 can be installed on the wing 12, or in some examples, the electric propulsion device 20 can be installed on both the fuselage 11 and the wing 12.

[0081] As shown in Figure 1, when the electric propulsion device 20 is installed on the wing 12, it can be connected to the wing 12 via the arm 14. For example, one end of the arm 14 is connected to the wing 12, and the other end is connected to the electric propulsion device 20. Of course, in some examples, the electric propulsion device 20 can also be connected to the wing 12 via other connecting mechanisms. It is understood that the number of electric propulsion devices 20 installed on the wing 12 is not limited to the six shown in Figure 1; for example, it can also be four or eight, etc. In some examples, the number of electric propulsion devices 20 installed on the wing 12 can be adjusted according to requirements.

[0082] In some examples, as shown in Figure 1, the tail of the fuselage 11 is provided with a tail 13, which is symmetrically arranged with respect to the fuselage 11. An electric propulsion device 20 may also be provided on the tail 13, for example, as shown in Figure 1, each tail 13 is provided with an electric propulsion device 20.

[0083] In this embodiment of the application, referring to Figure 1, the aircraft 10 further includes a nacelle 15, which is mounted on the tail fin 13. The electric propulsion device 20 is connected to the nacelle 15, thereby enabling the electric propulsion device 20 to be mounted on the tail fin 13. In some examples, the electric propulsion device 20 on the tail fin 13 can also be connected to the tail fin 13 via an arm 14.

[0084] In this embodiment of the application, referring to Figure 1, under different flight phases and operating conditions, the axial rotation of the two electric propulsion devices 20 located on the tail fin 13 has different positional relationships with the extension direction of the fuselage 11. In one example, the axial rotation of the four electric propulsion devices 20 located on the outer side of the wing 12 (i.e., away from the fuselage 11) can be perpendicular to or intersect with the extension direction of the fuselage 11. Specifically, the two electric propulsion devices 20 located on the tail fin 13 can be tiltrotors, the four electric propulsion devices 20 located on the outer side of the wing 12 (i.e., away from the fuselage 11) can be fixed rotors, and the two electric propulsion devices 20 located on the inner side of the wing 12 (closer to the fuselage 11) can also be tiltrotors.

[0085] The specific structure of the electric propulsion device 20 is described in detail below.

[0086] In this embodiment of the application, as shown in FIG2, the electric propulsion device 20 may include a propeller 21 and an electric motor 22. The propeller 21 is connected to the electric motor 22 in a transmission manner, and the electric motor 22 is capable of driving the propeller 21 to rotate.

[0087] The electric propulsion device 20 provided in this application uses an electric motor 22 to drive an upper propeller 21 to rotate. During the rotation of the propeller 21, the propeller 21 can generate a downward airflow, which can blow towards the electric motor 22. The airflow carries away the large amount of heat generated by the electric motor 22 during operation through air cooling, thereby achieving air cooling of the electric motor 22, improving the heat dissipation effect of the electric motor 22, reducing the possibility of overheating of the electric motor 22, and improving the operational reliability of the electric propulsion device 20.

[0088] In some embodiments, the electric propulsion device 20 may include a power battery, an electric motor 22, a propeller 21, and accessory structures.

[0089] Referring to Figure 2, and Figures 3 through 5, in some embodiments, the electric propulsion device 20 may also include a fairing 23.

[0090] The propeller 21 has multiple blades 21a, which can be arranged at circumferential intervals along the electric motor 22. The blades 21a may include a root portion 24 and a free portion 25, both of which are located outside the fairing 23. The propeller 21 may also include a shaft and a hub.

[0091] The rotor hub can be housed inside the fairing 23, and one end of the rotor shaft is connected to the rotor hub. The other end of the rotor shaft extends out of the fairing 23 and is connected to the rotor root 24 outside the fairing 23. The other end of the rotor root 24 is connected to the free part 25. The rotor root 24 is located between the free part 25 and the rotor hub.

[0092] In some embodiments, the propeller shaft can drive the propeller root 24 to rotate axially about the propeller shaft, thereby adjusting the angle between the width extension direction of the propeller root 24 and the central axis of the fairing 23. A gap may be present between the propeller root 24 and the fairing 23 to prevent the propeller root 24 from contacting the fairing 23 and hindering its rotation when the propeller shaft drives the propeller root 24 and the free portion 25 to rotate axially about the propeller shaft.

[0093] In some embodiments, the propeller root 24, the free portion 25, and the propeller shaft can be an integral structure. The propeller shaft is fixedly connected to the propeller hub.

[0094] The propeller root 24 can be a plate-like structure, which can be a flat structure similar to that shown in Figure 5. The fairing 23 can be connected to the electric motor 22.

[0095] In this way, by setting the portion of the propeller root 24 located outside the fairing 23 as a plate structure, compared with the approximately cylindrical structure in an alternative embodiment, the plate structure of the propeller root 24 has a larger contact area with the air along the rotation direction of the propeller blade 21a, which can generate a large amount of airflow, thereby providing more airflow to the electric motor 22, facilitating air cooling of the electric motor 22, and improving the heat dissipation effect of the electric motor 22.

[0096] Referring to Figure 5, in some embodiments, the angle between the width extension direction of the propeller root 24 and the central axis of the fairing 23 (angle β in Figure 5) is less than 55°. For example, the angle between the width extension direction of the propeller root 24 and the central axis of the fairing 23 can be one of 20°, 30°, 40° and 50°.

[0097] This avoids reducing the contact area between the propeller root 24 and the air due to an excessively small angle, and thus avoids reducing the airflow generated by the propeller root 24 due to an excessively small contact area between the propeller root 24 and the air, thereby ensuring that the propeller 21 generates a large amount of airflow when rotating.

[0098] Referring to FIG7, in some embodiments, multiple flow paths are formed between the blade 21a and the air inlet side 510 of the guide structure 500 of the electric motor 22 (as shown by flow paths a1, a2 and a3 in FIG7). The flow paths are used to guide the airflow generated by the blade 21a through the power motor 100 to the air inlet side 510 of the guide structure 500.

[0099] In this way, by setting up multiple flow paths, more of the large amount of airflow generated when the blade 21a rotates can flow to the power motor 100 of the electric motor 22, so that the power motor 100 can be cooled by airflow through multiple flow paths.

[0100] Furthermore, by setting multiple flow paths, the airflow generated when the blade 21a rotates can be increased through the flow guide structure 500 via the power motor 100, which can reduce the obstruction effect of the power motor 100 on the airflow to the fan 400, thereby further increasing the airflow to the fan 400, improving the heat dissipation effect of the fan 400 on the radiator 300, and improving the reliability of the electric motor 22 and the electric propulsion device 20.

[0101] Referring to FIG7, in some embodiments, the power motor 100 may include a stator 110 and a rotor 120, with an air gap 130 formed between the rotor 120 and the stator 110. The blade 21a and the air inlet side 510 of the guide structure 500 of the electric motor 22 form a first flow path through the air gap 130 (as shown by flow path a1 in FIG7).

[0102] Thus, since the air gap 130 forms the first flow path between the rotor 120 and stator 110 of the motor 100, a portion of the airflow generated when the propeller 21 rotates passes through the motor 100. This reduces the obstruction of the airflow by the motor 100, allowing more airflow to flow to the fan 400 and the guide structure 500, which helps improve the heat dissipation effect of the radiator 300.

[0103] In addition, the airflow generated when the propeller 21 rotates can carry away some of the heat from the power motor 100 when it passes through the first flow path, which helps to dissipate heat from the power motor 100 and thus improves the heat dissipation effect of the electric motor 22.

[0104] The rotor 120 has a rotor through hole 140, and a second flow path is formed between the blade 21a and the air inlet side 510 of the guide structure 500 of the electric motor 22 through the rotor through hole 140 (as shown in flow path a2 in Figure 7). The air gap 130 is closer to the center region of the power motor 100 than the rotor through hole 140.

[0105] In this way, the second flow path formed by the rotor through hole 140 facilitates the airflow generated when the propeller 21 rotates to pass through the power motor 100, which can further reduce the obstruction effect of the power motor 100 on the airflow and further increase the airflow to the fan 400 and the guide structure 500.

[0106] A third flow path is formed on the outer periphery of the power motor 100 between the propeller blade 21a and the air inlet side 510 of the guide structure 500 of the electric motor 22. (See flow path a3 in Figure 7). The third flow path allows the airflow generated when the propeller 21 rotates to flow from the outer periphery of the power motor 100 to the fan 400 and the guide structure 500, which facilitates increasing the airflow to the fan 400 and the guide structure 500.

[0107] The specific structure of the electric motor 22 is described in detail below.

[0108] In order to dissipate the heat generated during the operation of the electric motor 22 in a timely manner, referring to Figures 6, 7 and 8, this application embodiment provides an electric motor 22, which may include a power motor 100, a drive motor 200, a radiator 300, a fan 400 and a flow guiding structure 500.

[0109] In some embodiments, the electric motor 22 may further include a motor controller, cables, and their accessories. The electric motor 22 can convert electrical energy into mechanical energy. In practical implementations, the electric motor 22 may also be referred to as an electric propulsion system.

[0110] The power motor 100 can be used to provide power to the propeller 21 of the electric propulsion device 20 to drive the propeller 21 to rotate. The power motor 100 generates a large amount of heat during operation, which needs to be dissipated by the heat sink 300. The power motor 100 may include a rear cover 150 for protection.

[0111] The drive motor 200 can be connected to the housing of the power motor 100. The drive motor 200 can be connected to the fan 400. The fan 400 is located on the side of the drive motor 200 facing away from the power motor 100. The drive motor 200 can drive the fan 400 to rotate through the transmission shaft. In this way, the fan 400 can drive the air to flow downwards and form an airflow to remove the heat from the power motor 100.

[0112] The radiator 300 can be used to dissipate heat from the motor 100. The radiator 300 can be heat-transfer connected to the motor 100. The heat generated by the motor 100 when it is working can be transferred to the radiator 300 to dissipate heat from the motor 100.

[0113] In some embodiments, the heat sink 300 can be located on the side of the fan 400 facing away from the drive motor 200. For example, the heat sink 300 can be located below the fan 400 in Figure 8. The fan 400 drives the surrounding air to flow downward, so that the airflow passes through the air channels on the heat sink 300. In this way, the airflow generated when the fan 400 is working will carry away the heat absorbed on the heat sink 300, thereby enabling the fan 400 to perform air cooling on the heat sink 300, accelerating the dissipation of heat on the heat sink 300, and improving the heat dissipation effect.

[0114] Along the axial direction of the fan 400 (Y direction in Figure 8), the airflow guiding structure 500 has an air inlet side 510 and an air outlet side 520. The drive motor 200 and the power motor 100 are both located on the air inlet side 510 of the airflow guiding structure 500, and the fan 400 and the radiator 300 are both located on the air outlet side 520 of the airflow guiding structure 500. The fan 400 is located between the airflow guiding structure 500 and the radiator 300. The airflow guiding structure 500 is used to guide at least part of the airflow from the air inlet side 510 to the central region of the fan 400.

[0115] During the process of cooling the radiator 300 by the fan 400, the airflow is guided by the airflow guide structure 500 from the air intake side 510 to the air outlet side 520 and further to the fan 400. The fan 400 cools the radiator 300, and the radiator 300 cools the motor 100. The airflow guide structure 500 guides a portion of the airflow to the middle region of the fan 400. Without changing the flow area in the middle region, the airflow in the middle region is increased to improve the airflow in the upper middle region of the fan 400. The airflow velocity is reduced, thereby narrowing the velocity difference between the central region of the fan 400 and other locations on the fan 400. This makes the velocity distribution of the airflow in each region of the fan 400 more uniform, thus improving the uniformity of airflow distribution. Consequently, it reduces the heat backflow caused by the velocity difference between the fan 400 and the radiator 300, reducing or eliminating the reverse heating of the drive motor 200 and the power motor 100 by the heat backflow, and improving the reliability of the electric motor 22 and the electric propulsion device 20.

[0116] In addition, through the guiding effect of the airflow structure 500, the airflow in the middle of the fan 400 can dissipate heat in the middle area of ​​the radiator 300. The airflow distribution and speed that finally blows onto the radiator 300 are more uniform, which has a significant effect on improving the heat dissipation efficiency of the radiator 300. In this way, the radiator 300 can provide good heat dissipation for the power motor 100 and ensure the normal operation of the power motor 100.

[0117] Based on the above embodiments, the fairing 23 and the propeller 21 are fixedly connected to the electric motor 22, and the propeller 21 is connected to the electric motor 22 by transmission. The radiator 300, fan 400 and flow guide structure 500 are arranged below the power motor 100, which can improve the integration and modularity of the electric propulsion device 20 and facilitate the optimized arrangement of space.

[0118] Referring to Figures 9 and 10, in some embodiments, the airflow guiding structure 500 may include a first airflow guiding path 530 and a second airflow guiding path 540. The first airflow guiding path 530 is used to guide the airflow of the air inlet side 510 to the fan 400 in a vertical direction, and the second airflow guiding path 540 is used to guide part of the airflow of the air inlet side 510 from the outside of the airflow guiding structure 500 to the inside of the airflow guiding structure 500 and from the inside to the central region of the fan 400.

[0119] In this way, the airflow located outside the guide structure 500 is guided to the inside of the guide structure 500 through the second guide path 540 of the guide structure 500, and then guided to the middle region of the fan 400 through the inside of the guide structure 500, thereby increasing the airflow in the middle region of the fan 400.

[0120] With the flow area on the fan 400 remaining unchanged, the airflow in the middle region of the fan 400 increases, resulting in an increase in the airflow velocity in the middle region of the fan 400. This reduces the airflow velocity difference between the middle region of the fan 400 and other regions (such as the region near the edge of the fan 400), reduces the heat backflow phenomenon caused by the velocity difference between the fan 400 and the radiator 300, and improves the heat dissipation effect and operational reliability of the electric motor 22.

[0121] Referring to Figure 9, in some embodiments, the airflow guiding structure 500 may include a plurality of airflow guiding fins 550, one end of which is connected, and the other end of which is arranged at intervals along the circumference of the fan 400. The number of airflow guiding fins 550 may be 3, 6, 9, 15, 20 or even more.

[0122] Each guide fin 550 is inclined relative to the central axis of the fan 400 so that a first guide path 530 and a second guide path 540 are formed between the guide fins 550.

[0123] The end of the guide fin 550 facing away from the central axis of the fan 400 is closer to the drive motor 200 than the end closer to the central axis of the fan 400, so that the guide fin 550 is tilted downward.

[0124] One end of the second guide path 540 is close to the outer side of the guide structure 500, and the other end is close to the inner side of the guide structure 500. When the airflow flows into the guide structure 500 from the air inlet side 510, under the guidance of the second guide path 540, the airflow will flow from the outer side of the guide structure 500 downward along the second guide path 540 to the inner side of the guide structure 500, and further flow through the inner side of the guide structure 500 to the middle region of the fan 400 located below the guide structure 500, so as to provide airflow to the middle region of the fan 400.

[0125] In this way, by making the end of the guide fin 550 facing away from the central axis closer to the drive motor 200 than the end closer to the central axis, the inclined guide fin 550 directs part of the airflow to the central region of the guide structure 500, and further directs the airflow to the central region of the fan 400 from the central region of the guide structure 500. This reduces the airflow velocity difference between the central region of the fan 400 and other regions, reduces the heat backflow caused by the airflow velocity difference between the fan 400 and the radiator 300, makes the airflow distribution on the fan 400 more uniform, and reduces or eliminates the reverse heating of the drive motor 200 and the power motor 100 by the heat backflow.

[0126] Referring to Figure 11, in some embodiments, the angle between the guide fin 550 and the central axis of the fan 400 (angle α in Figure 11) is greater than or equal to 5° and less than or equal to 15°. For example, the angle between the guide fin 550 and the central axis of the fan 400 can be one of 5°, 7°, 9°, 11°, 12°, 13°, and 14°. Alternatively, the angle between the guide fin 550 and the central axis of the fan 400 can be any angle within the range of greater than or equal to 5° and less than or equal to 15°.

[0127] This avoids the problem that the angle between the guide fins 550 and the central axis of the fan 400 is too small, which would affect the guiding effect of the second guide path 540 of the guide structure 500 on the airflow, thus failing to improve the problem of the airflow velocity being too low in the middle region of the fan 400 and the airflow velocity being too high in the edge region of the fan 400.

[0128] It can also prevent the airflow from being guided too much to the middle region of the fan 400 by the guide structure 500 due to the excessive angle between the guide fins 550 and the central axis of the fan 400. This would result in excessive airflow velocity in the middle region of the fan 400 and insufficient airflow velocity in the edge region, thus increasing the airflow velocity difference between the middle and edge regions of the fan 400.

[0129] Referring to FIG8, in some embodiments, the fan 400 may include fan blades 410, and the horizontal distance between the outer edge of the fan blades 410 and the outer side wall of the heat sink 300 along the radial direction of the fan 400 is L1, and the horizontal distance between the outer edge of the guide fins 550 and the outer side wall of the heat sink 300 is L2, where L1≥L2.

[0130] In this way, the guide fins 550 can completely cover the fan blades 410 along the axial direction of the fan 400, so that the guide structure 500 has a larger guide area relative to the fan blades 410. This allows the guide structure 500 to guide more airflow to the fan 400, increasing the airflow from the fan 400 to the radiator 300, improving the airflow guiding effect of the guide structure 500, and improving the heat dissipation effect of the radiator 300.

[0131] Referring to Figures 10 and 12, in some embodiments, the fan 400 includes a hub 420 and a plurality of fan blades 410. The hub 420 is drive-connected to a drive motor 200, and the plurality of fan blades 410 are arranged at circumferential intervals along the hub 420 and connected to the hub 420. At least one set of airflow channels 421 are provided on the hub 420, which are used to direct at least a portion of the airflow guided to the central region of the fan 400 to the radiator 300.

[0132] The hub 420 can be equipped with one airflow channel 421, two airflow channels 421, three airflow channels 421, or even more airflow channels 421.

[0133] In this way, by providing at least one set of airflow channels 421 on the hub 420 of the fan 400, a portion of the airflow flowing towards the central region of the fan 400 can be guided to the radiator 300 through the airflow channels 421, thereby increasing the airflow in the central region of the fan 400. This increases the heat dissipation effect of the portion of the radiator 300 corresponding to the central region of the fan 400, improves the heat dissipation effect of the fan 400 on the radiator 300, and further improves the heat dissipation effect of the electric motor 22.

[0134] Referring to Figures 10 and 12, in some embodiments, there are two sets of airflow channels 421, namely a first set of airflow channels 421a and a second set of airflow channels 421b. The first set of airflow channels 421a and the second set of airflow channels 421b are distributed radially at intervals along the hub 420, and the first set of airflow channels 421a is close to the center of the hub 420.

[0135] In this way, by setting the first set of airflow channels 421a and the second set of airflow channels 421b at intervals along the radial direction of the hub 420, the flow area of ​​the airflow on the hub 420 can be increased while ensuring the structural strength of the hub 420. This increases the airflow rate on the hub 420, increases the airflow rate in the middle region of the fan 400, further reduces the airflow velocity difference between the middle region of the fan 400 and other regions, and improves the heat dissipation of the middle region of the radiator 300, thereby improving the heat dissipation effect of the radiator 300.

[0136] Referring to FIG12, in some embodiments, the first group of airflow channels 421a may include a plurality of circular through holes 422, which are distributed at intervals around the circumference of the hub 420.

[0137] In this way, the first set of airflow channels 421a passes through multiple circular through holes 422. The circular through holes facilitate processing, simplify the processing technology of the hub 420, and improve the production efficiency of the fan 400.

[0138] Referring to Figure 12, in some embodiments, the second set of airflow channels 421b may include a plurality of irregularly shaped through holes 423, which are distributed at intervals around the circumference of the hub 420.

[0139] In this way, the second set of airflow channels 421b, by including multiple irregular through holes 423, can increase the flow area of ​​the second set of airflow channels 421b. The irregular through holes 423 can also be adapted to the shape of the hub 420 to maximize the opening of through holes, thereby increasing the flow area of ​​the irregular through holes 423 and increasing the airflow on the hub 420.

[0140] Referring to Figures 6 and 8, in some embodiments, the airflow guiding structure 500 is fixedly connected to the fan shroud, or the airflow guiding structure 500 can be fixedly connected to the housing of the power motor 100. The fan 400 may also include a fan shroud surrounding the outer periphery of the plurality of fan blades 410, and the fan shroud can be fixedly connected to the radiator 300, or the fan shroud can be fixedly connected to the housing of the power motor 100.

[0141] In this way, by setting a fan cover, the fan 400 can be protected, the influence of external debris on the rotation of the fan 400 can be reduced, and the working reliability of the electric motor 22 can be improved.

[0142] In some embodiments, the airflow guide fins 550 are directly fixed to the fan cover, or the airflow guide fins 550 are integrally formed with the fan cover, or the airflow guide fins 550 are fixedly connected to the housing of the power motor 100.

[0143] Referring to Figures 6 and 8, in some embodiments, the power motor 100 has a liquid cooling channel, the outlet end of which is connected to the inlet end of the radiator 300, and the outlet end of the radiator 300 is connected to the inlet end of the liquid cooling channel, forming a cooling medium circulation loop with the liquid cooling channel and the radiator 300.

[0144] In this way, the radiator 300 forms a cooling medium circulation loop with the liquid cooling channel in the power motor 100. The heat generated when the power motor 100 is working is absorbed by the cooling medium in the liquid cooling channel and transferred to the radiator 300 through the flow of the cooling medium. Then, the radiator 300 dissipates the heat to the external environment to achieve heat dissipation of the power motor 100.

[0145] Referring to Figures 6 and 8, in some embodiments, the electric motor 22 may further include a liquid supply pipe 310 and a liquid return pipe 320. The outlet end of the liquid cooling channel is connected to the inlet end of the radiator 300 via the liquid return pipe 320, and the outlet end of the radiator 300 is connected to the inlet end of the liquid cooling channel via the liquid supply pipe 310. The liquid cooling channel, the liquid return pipe 320, the radiator 300, and the liquid supply pipe 310 form a circulation loop. This facilitates the flow of the cooling medium between the radiator 300 and the liquid cooling channel, improving heat dissipation efficiency.

[0146] In some embodiments, the supply pipe 310 and the return pipe 320 are both rigid pipes, and the radiator 300 is rigidly connected to the power motor 100 through the supply pipe 310 and the return pipe 320. Thus, the supply pipe 310 and the return pipe 320 constitute a support structure, fixing the radiator 300 to the power motor 100.

[0147] Referring to Figures 6 and 8, in some embodiments, the electric motor 22 may further include a liquid pump 330, which is disposed on the power motor 100 and is located in the circulation loop and is used to drive the flow of cooling medium in the circulation loop.

[0148] In this way, by setting up a liquid pump 330 in the circulation loop, the flow rate of the cooling medium in the circulation loop can be increased, thereby accelerating the circulation speed of the cooling medium in the circulation loop, thereby improving the heat dissipation efficiency of the radiator 300, and thus improving the heat dissipation effect of the electric motor 22.

[0149] Referring to Figures 6 and 8, in some embodiments, the first output terminal of the drive motor 200 is connected to the fan 400, and the second output terminal of the drive motor 200 is connected to the liquid pump 330. The drive motor 200 is used to drive the fan 400 to rotate and cause the liquid pump 330 to drive the cooling medium to flow.

[0150] In this way, by driving the fan 400 to rotate through the drive motor 200 and driving the liquid pump 330 to work through the drive motor 200, it is possible to drive the fan 400 and the liquid pump 330 simultaneously through one drive motor 200. Compared with the fan 400 and the liquid pump 330 being driven by separate drive motors 200, the number of parts in the electric motor 22 is reduced, and the manufacturing cost and size of the electric motor 22 are also reduced.

[0151] In some embodiments, the drive motor 200 may further include a rotating shaft, with the two ends of the rotating shaft being a first output end and a second output end, respectively.

[0152] In some embodiments, the drive motor 200 may be a pump motor having a second output terminal, which drives the liquid pump 330 to operate. The electric motor 22 may also include another independent motor, distinct from the pump motor, having a first output terminal, which drives the fan 400 to rotate.

[0153] Based on the above embodiments, as shown in Figure 13, which simulates the airflow velocity distribution at different locations on the electric motor 22, it can be seen that by setting the airflow guide structure 500 in the electric motor 22, the airflow velocity difference between the central region of the fan 400 and other regions of the fan 400 is significantly reduced when the electric motor 22 is running. The airflow distribution on the radiator 300 is more uniform, which can effectively solve the heat backflow phenomenon caused by the velocity difference, improve the heat dissipation effect of the electric motor 22, and improve the reliability of the electric motor 22.

[0154] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0155] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "fixation," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the connection within two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0156] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0157] In the above description, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0158] The foregoing detailed description of the embodiments provided in this application is not limited to these examples. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application, and all such equivalent modifications or substitutions are included within the scope defined by the claims of this application. Furthermore, the above embodiments are an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0159] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An electric motor wherein, include: Power motor; Drive motor; A radiator having air vents and configured to dissipate heat from the power motor; A fan, wherein the fan is connected to the drive motor, and the drive motor is configured to drive the fan to rotate; The airflow guiding structure, along the axial direction of the fan, has an air inlet side and an air outlet side, and both the drive motor and the power motor are located on the air inlet side of the airflow guiding structure; Both the fan and the heat sink are located on the air outlet side of the airflow guiding structure, and the fan is located between the airflow guiding structure and the heat sink; The airflow guiding structure is configured to guide at least a portion of the airflow from the intake side to the central region of the fan.

2. The motorized engine of claim 1, wherein, The airflow guiding structure includes a first airflow guiding path and a second airflow guiding path. The first airflow guiding path is configured to guide the airflow on the air intake side to the fan in a vertical direction. The second airflow guiding path is configured to guide a portion of the airflow on the air intake side from the outside of the airflow guiding structure to the inside of the airflow guiding structure and from the inside to the central region of the fan.

3. The motorized engine of claim 2, wherein, The airflow guiding structure includes multiple airflow guiding fins, one end of each of the multiple airflow guiding fins is connected, and the other ends of the multiple airflow guiding fins are arranged at intervals along the circumference of the fan. Furthermore, each of the air guide fins is inclined relative to the central axis of the fan, so that the first air guide path and the second air guide path are formed between the air guide fins.

4. The motorized engine of claim 3, wherein, The angle between the airflow guide fins and the central axis of the fan is greater than or equal to 5° and less than or equal to 15°; or the fan includes fan blades, and along the radial direction of the fan, the horizontal distance between the outer edge of the fan blades and the outer side wall of the radiator is L1, and the horizontal distance between the outer edge of the airflow guide fins and the outer side wall of the radiator is L2, where L1≥L2.

5. The motorized engine of any one of claims 1-4, wherein, The fan includes: A wheel hub, which is connected to the drive motor via a transmission connection; Multiple fan blades, the multiple fan blades being arranged at intervals along the circumference of the hub and connected to the hub; The hub has at least one set of airflow channels, which are configured to direct at least a portion of the airflow that is directed to the central region of the fan to the radiator.

6. The motorized engine of claim 5, wherein, The number of airflow channels is two sets, namely the first set of airflow channels and the second set of airflow channels, which are distributed at a radial interval along the hub. Furthermore, the first set of airflow channels is located near the center of the wheel hub; the first set of airflow channels includes multiple circular through holes, which are distributed at intervals around the circumference of the wheel hub; or the second set of airflow channels includes multiple irregularly shaped through holes, which are distributed at intervals around the circumference of the wheel hub.

7. The motorized engine of claim 5 or 6, wherein, The flow guiding structure is fixedly connected to the housing of the power motor; Alternatively, it may also include a fan shroud, wherein the airflow guiding structure is fixedly connected to the fan shroud, and the fan shroud is fixedly connected to the housing of the radiator or the power motor.

8. The motorized engine of any one of claims 1 to 7, wherein, The power motor has a liquid cooling channel; The outlet end of the liquid cooling channel is connected to the inlet end of the radiator, and the outlet end of the radiator is connected to the inlet end of the liquid cooling channel. The liquid cooling channel and the radiator form a cooling medium circulation loop.

9. The motorized engine of claim 8, wherein, The electric motor also includes a liquid supply pipe and a liquid return pipe; The outlet end of the liquid cooling channel is connected to the inlet end of the radiator through the return pipe, and the outlet end of the radiator is connected to the inlet end of the liquid cooling channel through the supply pipe. The liquid cooling channel, the return pipe, the radiator, and the supply pipe form the circulation loop. Both the supply pipe and the return pipe are rigid pipes, and the radiator is rigidly connected to the power motor through the supply pipe and the return pipe.

10. The motorized engine of claim 8 or 9, wherein, The electric motor also includes a liquid pump, which is mounted on the power motor and located on the circulation loop and configured to drive the flow of cooling medium in the circulation loop. The first output terminal of the drive motor is connected to the fan, and the second output terminal of the drive motor is connected to the liquid pump. The drive motor is configured to drive the fan to rotate and cause the liquid pump to drive the cooling medium to flow.

11. An electric propulsion device, wherein, Including a propeller and an electric motor as described in any one of claims 1 to 10; The propeller is connected to the power motor of the electric motor, and the power motor is configured to drive the propeller to rotate.

12. The electric propulsion device of claim 11, wherein, Also includes: Fairing; The propeller has blades, each blade including a root portion, the root portion being located outside the fairing and cooperating with the fairing. The propeller root has a plate-like structure; the angle between the width extension direction of the propeller root and the central axis of the fairing is less than 55°.

13. The electric propulsion device of claim 12, wherein, Multiple flow paths are formed between the blade and the air intake side of the guide structure of the electric motor. The flow paths are configured to allow the airflow generated by the blade to flow through the power motor to the air intake side of the guide structure.

14. The electric propulsion device of claim 13, wherein, The power motor includes a stator and a rotor, and an air gap is formed between the rotor and the stator. The blade and the air intake side of the guide structure of the electric motor form a first flow path through the air gap. And / or, the rotor is provided with a rotor through hole, and a second flow path is formed between the blade and the air intake side of the guide structure of the electric motor through the rotor through hole; And / or, a third flow path is formed between the blade and the air intake side of the guide structure of the electric motor on the outer periphery of the power motor.

15. An aircraft, wherein, Includes the electric propulsion device and fuselage, wings and tail as described in any one of claims 11 to 14, wherein the electric propulsion device is disposed on the wings and / or the fuselage and / or the tail.

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