CN119190372B

CN119190372B - Electric engine, electric propulsion device and aircraft

Info

Publication number: CN119190372B
Application number: CN202411733205.0A
Authority: CN
Inventors: 郭亮; 李清; 林江; 易礼杰; 宋建波
Original assignee: Sichuan Wofei Changkong Technology Development Co ltd; Zhejiang Geely Holding Group Co Ltd
Current assignee: Sichuan Wofei Changkong Technology Development Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2024-11-29
Filing date: 2024-11-29
Publication date: 2025-02-21
Anticipated expiration: 2044-11-29
Also published as: CN119190372A

Abstract

The embodiment of the application provides an electric engine, an electric propulsion device and an aircraft, and relates to the technical field of aircraft. The electric motor includes a power motor, a radiator, a drive motor, and a fan. The radiator is used for radiating heat of the power motor. The axial driving motor and the power motor are respectively positioned at two sides of the radiator, the driving motor is provided with a containing through hole, and the radiator covers one side of the containing through hole. At least part of the fan is positioned in the accommodating through hole, and the fan is in transmission connection with the driving motor. In this way, the axial dimensions of the electric propulsion device are shortened, and the drag experienced by the aircraft during flight is reduced.

Description

Electric motor, electric propulsion device and aircraft

Technical Field

The application relates to the technical field of aircrafts, in particular to an electric engine, an electric propulsion device and an aircraft.

Background

At present, an electric propulsion device is arranged on a wing of an electric vertical take-off and landing aircraft (ELECTRIC VERTICAL TAKE-off AND LANDING, eVTOL), the electric propulsion device comprises a power motor, a driving motor, a fan and a radiator which are sequentially arranged along the axial direction of the electric propulsion device, the driving motor drives the fan to radiate heat of the radiator, and the radiator is used for radiating heat of the power motor. However, the sequential arrangement of the power motor, the drive motor, the fan and the heat sink in the axial direction of the electric propulsion device results in a long axial dimension of the electric propulsion device, which increases the drag experienced by the electric vertical takeoff and landing aircraft during flight when the axial direction of the electric propulsion device is perpendicular to the direction of travel of the electric vertical takeoff and landing aircraft.

Disclosure of Invention

The embodiment of the application provides an electric engine, an electric propulsion device and an aircraft, which shorten the axial dimension of the electric propulsion device and reduce the resistance of the aircraft in the flight process.

A first aspect of an embodiment of the present application provides an electric motor including:

A power motor;

the radiator is used for radiating the power motor;

The driving motor is provided with a containing through hole, and the radiator covers one side of the containing through hole;

and at least part of the fan is positioned in the accommodating through hole, and the fan is in transmission connection with the driving motor.

Under the premise of being capable of radiating the radiator and radiating the power motor, at least part of the fan is embedded in the driving motor, so that the stacking size of the fan and the driving motor in the axial direction of the power motor is shortened, the arrangement of the motor in the axial direction is more compact, the purpose of shortening the axial size of the motor is achieved, the axial size of the electric propulsion device is reduced, and the resistance of the aircraft in the flying process is reduced.

In some possible implementations, the drive motor includes:

one end of the first rotor, which is far away from the radiator, is fixedly connected with the fan;

The first stator is positioned in the first rotor, the first stator is sleeved on the fan, the fan is rotationally connected with the first stator through a bearing, and the first stator is fixedly connected with the radiator.

In some possible implementations, a bearing is located inside the first stator, the bearing being sleeved over the fan.

In some possible implementations, the first stator is provided with a plurality of air flow holes near a top end of the heat sink, the plurality of air flow holes being arranged at intervals along a circumferential direction of the fan.

In some possible implementations, the surface of the first stator contacting the bearing is provided with a plurality of first openings, the first openings being in one-to-one correspondence with the airflow through holes, each first opening being in communication with the interior of the corresponding airflow through hole, the bearing being in contact with air in the airflow through hole through the first openings.

In some possible implementations, the fan includes a ring member, at least a portion of which is located outside of the first stator and fixedly connected to the first rotor, an outer periphery of the ring member and the first rotor forming a plurality of second openings, the plurality of second openings being spaced apart along a circumference of the ring member, the second openings being in communication with the airflow through-holes.

In some possible implementations, the fan includes:

the guide vanes are fixedly connected with the annular piece, a part of the guide vanes are located between the first stator and the annular piece along the axial direction of the annular piece, and the height of the guide vanes along the axial direction of the annular piece is larger than or equal to the opening depth of the second opening along the axial direction of the annular piece.

In some possible implementations, the fan includes:

The fan comprises a fan body, a plurality of fan blades, a radiator and a fan, wherein the fan body is provided with a plurality of fan blades, the fan blades are arranged at intervals along the circumferential direction of the center of the fan, each fan blade is fixedly connected with the center of the fan, the distance between the fan blades and the radiator is gradually reduced from inside to outside along the center of the fan, and the width of the fan blades in the axial direction of the fan is gradually increased.

In some possible implementations, at least a portion of the heat sink is spaced from the power motor, the heat sink having air channels that communicate between the receiving through-holes and a region between the heat sink and the power motor.

In some possible implementations, the heat sink includes:

the liquid inlet part is used for allowing cooling medium to enter the radiator, and one part of the liquid inlet part is positioned in the power motor;

The liquid outlet part is used for enabling the cooling medium to leave the inside of the radiator, and a part of the liquid outlet part is positioned in the power motor;

the body is arranged with the power motor at intervals.

A second aspect of an embodiment of the application provides an electric propulsion device comprising a propeller and an electric motor as in any one of the first aspects;

The propeller is arranged on one side of the power motor, which is far away from the radiator, and is in transmission connection with the power motor, and the power motor is used for driving the propeller to rotate;

the radiator, the driving motor and the fan are all positioned on one side of the power motor away from the propeller.

A third aspect of an embodiment of the application provides an aircraft comprising a nacelle and/or a horn, both of which are provided with an electric propulsion device of the second aspect.

In some possible implementations, at least one of the horn and nacelle has a mounting cavity with an air inlet and an air outlet, both communicating the interior and exterior of the mounting cavity;

at least part of the propeller is positioned outside the installation cavity, and at least part of the power motor is positioned inside the installation cavity.

In some possible implementations, the air intake is placed in communication with a region between the power motor and the radiator, or,

The quantity of fresh air inlet is a plurality of, and a plurality of fresh air inlets include first fresh air inlet and the second fresh air inlet that set up along the axial interval of fan, and first fresh air inlet sets up to be in communication with the region between power motor and the radiator, and the second fresh air inlet sets up to be in communication with motor engine's second opening.

In some possible implementations, the aircraft further includes at least one of the following air intake channels for communicating the area between the power motor and the radiator:

A first air inlet channel is formed in a clearance area between the power motor and the inner wall of the mounting cavity;

A second air inlet channel is formed in a clearance area between a second stator and a second rotor of the power motor;

The power motor comprises a second rotor, the second rotor comprises a second rotor shell, and a third air inlet channel is formed by a rotor through hole in the second rotor shell.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Fig. 1 is a schematic perspective view of an aircraft according to an embodiment of the present application;

Fig. 2 is a schematic structural diagram of an electric propulsion device according to an embodiment of the present application;

FIG. 3 is a schematic cross-sectional view of another electric propulsion device according to an embodiment of the present application;

FIG. 4 is a schematic cross-sectional view of the heat sink, drive motor and fan assembly of FIG. 3;

FIG. 5 is a schematic perspective view of the radiator, drive motor and fan of FIG. 3;

FIG. 6 is an exploded view of the heat sink, drive motor and fan of FIG. 3;

FIG. 7 is a schematic perspective view of the heat sink of FIG. 6;

FIG. 8 is a schematic perspective view of the first rotor of FIG. 6;

Fig. 9 is a schematic perspective view of the first stator in fig. 6;

FIG. 10 is a schematic cross-sectional view of the first stator shown in FIG. 9;

FIG. 11 is a schematic perspective view of the fan of FIG. 6;

Fig. 12 is a schematic structural diagram of yet another electric propulsion device according to an embodiment of the present application.

Reference numerals illustrate:

11. Fuselage, 12, wings, 13, tail wings, 14, a horn, 15, a nacelle, 16, a mounting cavity, 17, a first air inlet hole, 18, an air outlet hole, 19, a second air inlet hole;

20. Electric propulsion device, 20a, fixed electric propulsion device, 20b, tilting electric propulsion device, 21, electric motor, 22, propeller;

100. the motor comprises a power motor, 110, a second rotor, 111, a second rotor shell, 112, second magnetic steel, 113, a drainage through hole, 114, a rotor through hole, 120, a second stator, 121, a second stator winding, 122 and a second stator bracket;

200. the radiator, 210, the air duct, 220, the body, 230, the liquid inlet part, 240, the liquid outlet part;

300. Fan 310, ring part 311, first ring section 312, second ring section 313, second step 320, fan blade 330, hub 340, deflector;

400. Driving motor 410, first rotor 411, first rotor shell 412, first magnetic steel 420, first stator 421, first stator bracket 4211, first step 422, first stator winding 430, bearing;

510. Accommodating through holes, 511, first through hole sections, 512, second through hole sections, 520, airflow through holes, 530, first openings, 550, second openings;

600. a motor controller;

700. a fastener.

Specific embodiments of the present application have been shown by way of the above drawings and will be described in more detail below. The drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but rather to illustrate the inventive concepts to those skilled in the art by reference to the specific embodiments.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

It should be noted that the terms "first," "second," and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying a number of technical features being indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly attached, detachably attached, or integrally formed, directly attached, indirectly attached via an intervening medium, or as an internal connection of two elements or an interaction of two elements unless otherwise explicitly specified. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the above description, descriptions of the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

The embodiment of the application provides an aircraft, which can be an electric vertical take-off and landing aircraft (ELECTRIC VERTICAL TAKE-off AND LANDING, eVTOL) or other types of aircraft.

Fig. 1 is a schematic perspective view of an aircraft according to an embodiment of the present application. The aircraft shown in fig. 1 is intended to be illustrative only and does not constitute a limitation on the specific structure and shape of the aircraft.

As shown in fig. 1, the aircraft includes a fuselage 11, wings 12, and a tail wing 13. The fuselage 11 is a symmetrical structure, and the rest of the structure and shape of the fuselage 11 are not limited, and reference may be made to the fuselage structure of an existing aircraft. The wings 12 are fixedly connected to the fuselage 11 and extend along two sides of the fuselage, the wings 12 on the two sides are symmetrical with respect to the plane of symmetry of the fuselage 11, and the structure of the wings 12 can also refer to the fixed wing structure of the existing aircraft, which is not described here again. The tail fin 13 is arranged at the tail part of the fuselage 11, and the tail fin 13 is integrally formed or mechanically connected with the fuselage 11 and is of a symmetrical structure. The structure of the tail wing 13 can also be referred to as the tail wing structure of an existing aircraft, and will not be described in detail here.

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

As shown in fig. 1, the aircraft further comprises an electric propulsion device 20, which electric propulsion device 20 may be used to power the aircraft. The number of electric propulsion devices 20 is one or more electric propulsion devices 20, for example, as shown in fig. 1, the aircraft comprises eight electric propulsion devices 20.

The electric propulsion device 20 is disposed on the fuselage 11 and/or the wings 12 and/or the tail wing 13, for example, as shown in fig. 1, and the electric propulsion device 20 is symmetrically disposed on each of the wings 12 and the tail wing 13. Of course, in some embodiments, the electric propulsion device 20 is disposed on the fuselage 11, and the wings 12 and tail 13 are not provided with the electric propulsion device 20. In other scenarios, the electric propulsion device 20 is disposed on the wing 12, and the electric propulsion device 20 is not disposed on the fuselage 11 and tail 13. In other embodiments, the electric propulsion device 20 is disposed on the tail 13, and the electric propulsion device 20 is not disposed on the fuselage 11 and the wings 12.

With continued reference to FIG. 1, the aircraft further includes a horn 14 and a nacelle 15, each of the horn 14 and nacelle 15 being configured to be coupled with an electric propulsion device 20 to provide the electric propulsion device 20 on the fuselage 11, wing 12, or tail 13. Of course, in some scenarios, the aircraft may also include one of the horn 14 and nacelle 15.

In some embodiments, as shown in FIG. 1, an electric propulsion device 20 is disposed on the wing 12 through the horn 14. In other embodiments, the electric propulsion device 20 may also be disposed on the wing 12 via the nacelle 15 (not shown).

In some embodiments, as shown in FIG. 1, an electric propulsion device 20 is provided on the tail 13 through the nacelle 15. In other embodiments, the electric propulsion device 20 may also be arranged on the tail 13 via the horn 14 (not shown in the figures).

In some examples, the electric propulsion device 20 disposed on the aircraft may include a stationary electric propulsion device 20a (e.g., a stationary rotor), the stationary electric propulsion device 20a being fixedly coupled to any one of the fuselage 11, the wings 12, and the tail wing 13.

In some examples, the electric propulsion device 20 disposed on the aircraft may include a tilting electric propulsion device 20b (e.g., a tilting rotor), with a tilting mechanism disposed between the tilting electric propulsion device 20b and any one of the fuselage 11, the wing 12, and the tail 13, for adjusting a tilting angle of the tilting electric propulsion device 20 b.

In some examples, all of the electric propulsion devices 20 provided on the aircraft are stationary electric propulsion devices 20a.

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

In still other examples, the portion of the electric propulsion devices 20 disposed on the aircraft are stationary electric propulsion devices 20a, and the portion of the electric propulsion devices 20 are tilting electric propulsion devices 20b, such as shown in fig. 1, wherein four of the electric propulsion devices 20 are stationary electric propulsion devices 20a and the remaining four electric propulsion devices 20 are tilting electric propulsion devices 20b, and the stationary electric propulsion devices 20a are disposed outside of the tilting electric propulsion devices 20b.

In the embodiment of the present application, the electric propulsion device 20 is composed of a power battery (not shown in the figure), an electric motor 21, a propeller 22, and the like, and accessories thereof. The motor 21 is composed of a power motor 100, a motor controller 600, cables, etc. and accessories thereof, and can convert electric energy into mechanical energy. In a practical implementation, the electric motor 21 may also be referred to as an electric propulsion system.

As shown in fig. 1, the motor engine 21 is disposed on the horn 14 or the nacelle 15, the propeller 22 is disposed on one side of the motor engine 21, the motor engine 21 is in transmission connection with the propeller 22, and the motor engine 21 is used for driving the propeller 22 to rotate.

Fig. 2 is a schematic structural diagram of an electric propulsion device 20 according to an embodiment of the present application.

As shown in fig. 2, the motor engine 21 includes a power motor 100 and a motor controller 600, the power motor 100 is in transmission connection with the propeller 22, the motor controller 600 is electrically connected with the power motor 100, and the motor controller 600 is used for controlling the power motor 100 to drive the propeller 22 to rotate.

As shown in fig. 2, the motor controller 600 is located inside the second stator 120 of the power motor 100. In addition, the motor controller 600 includes a power module, a bus capacitor, a driving board, a main control board, and the like. The motor controller 600 may be used to control the drive motor 400 and/or the pitch motor and/or the drive pump motor, in addition to the power motor 100 for controlling the rotation of the drive propeller 22.

During operation, the power motor 100 continuously accumulates heat therein, which causes the temperature inside the power motor 100 to rise. In view of this, the motor engine 21 further includes a heat dissipation system for dissipating heat from the power motor 100, ensuring the operation performance of the power motor 100.

In some embodiments, as shown in fig. 2, the electric motor 21 may be an integrated electric motor, which is a unitary structure in which the power motor 100 and the heat dissipation system are integrated together. Wherein in a practical implementation the integrated electric motor may also be referred to as an integrated electric propulsion system. The integrated motor engine has compact structure, is beneficial to saving the space of the aircraft, and is beneficial to reducing the volume of the aircraft. In addition, the power motor 100 and the heat dissipation system are integrated together, so that the assembly of the aircraft can be facilitated, the assembly process is reduced, and the assembly efficiency is improved.

As shown in fig. 2, the heat dissipation system includes a fan 300, a driving motor 400, and a heat sink 200. Wherein, driving motor 400 is connected with fan 300 transmission, and driving motor 400 is fixedly connected with the casing of power motor 100. For example, the housing of the power motor 100 includes a motor rear cover, and the driving motor 400 is fixedly connected to the motor rear cover to fix the driving motor 400.

The radiator 200 is used for radiating heat of the power motor 100, and the fan 300 is used for radiating heat of the radiator 200. The driving motor 400 is used for driving the fan 300 to rotate, generating air flow blowing to the radiator 200, and performing air cooling and heat dissipation on the radiator 200.

In order to remove heat generated from the power motor 100, the power motor 100 has a cooling flow passage, an inlet end of which is communicated with an outlet end of the radiator 200, an outlet end of which is communicated with an inlet end of the radiator 200, and the radiator 200 and the cooling flow passage are used to form a cooling medium circuit through which a cooling medium flows.

The cooling medium may be a single coolant (e.g., water/glycol mixture, oil, etc.) or a mixture of multiple coolants.

The cooling medium flows in the cooling flow passage, and can perform liquid-cooled heat dissipation on the power motor 100. The cooling medium absorbs heat generated by the power motor 100 and is changed from a low-temperature cooling medium to a high-temperature cooling medium, and when the high-temperature cooling medium flows to the radiator 200, the heat of the power motor 100 is transferred to the radiator 200.

The heat sink 200 has a large heat dissipation area and can rapidly release heat to the external environment. In addition, the air flow generated by the fan 300 can also act on the surface of the radiator 200, thereby improving the heat dissipation efficiency of the radiator 200.

In one embodiment, as shown in fig. 2, the power motor 100, the driving motor 400, the fan 300, and the heat sink 200 are sequentially arranged in the axial direction of the power motor 100 (e.g., in the Z direction of fig. 2) such that the axial dimension of the motor generator 21 in the axial direction of the power motor 100 is long, and thus the axial dimension of the electric propulsion device 20 is long. However, during the flight of the aircraft, the axial direction of the electric propulsion device 20 shown in fig. 2 is perpendicular to the direction of travel of the aircraft, which increases the drag experienced by the aircraft.

In addition, in order to secure the heat radiation effect of the heat sink 200, the space between the heat sink 200 and the fan 300 needs to be set to a large space, which will also further increase the axial dimension of the electric propulsion device 20.

In view of this, the embodiment of the present application provides an electric motor 21 with a shorter axial dimension, and the electric motor 21 is configured to shorten the stacking dimension of the fan 300 and the driving motor 400 in the axial direction of the power motor 100 by embedding at least a portion of the fan 300 inside the driving motor 400, so that the arrangement of the electric motor 21 in the axial direction is more compact, and the purpose of shortening the axial dimension of the electric motor 21 is achieved, thereby reducing the axial dimension of the electric propulsion device 20 and further reducing the resistance of the aircraft during flight.

In addition, the fan 300 is arranged by utilizing the depth space inside the driving motor 400, so that the distance between the fan 300 and the radiator 200 can still be set to be a large distance, the heat dissipation performance of the radiator 200 is ensured, and the axial dimension of the electric propulsion device 20 is reduced. In addition, the distance between the radiator 200 and the power motor 100 may be set to be a small distance, so as to meet the requirement that air enters the air duct 210 of the radiator 200, and achieve heat dissipation of the radiator 200.

A specific structure of embedding the fan 300 inside the driving motor 400 will be described with reference to the accompanying drawings.

Fig. 3 is a schematic cross-sectional view of another electric propulsion device 20 according to an embodiment of the present application, and fig. 4 is a schematic cross-sectional view of the radiator 200, the driving motor 400 and the fan 300 in fig. 3.

Specifically, as shown in fig. 3, the radiator 200 is connected to the housing of the power motor 100, the driving motor 400 is connected to the radiator 200, and the driving motor 400 is located at a side of the radiator 200 away from the power motor 100 in the axial direction of the power motor 100, that is, the driving motor 400 and the power motor 100 are respectively located at both sides of the radiator 200.

As shown in fig. 4, the driving motor 400 has a top end and a bottom end in an axial direction (Z direction in fig. 4) of the driving motor 400, and the driving motor 400 has a receiving through hole 510 penetrating the top end and the bottom end. The heat sink 200 is positioned at the top end of the driving motor 400 and is covered on the receiving through-hole 510, that is, the heat sink 200 covers one side of the receiving through-hole 510.

At least a portion of the fan 300 is located inside the receiving through-hole 510, for example, as shown in fig. 4, a portion of the fan 300 is located inside the receiving through-hole 510, and of course, the entire fan 300 may be disposed inside the receiving through-hole 510. The driving motor 400 is in transmission connection with the fan 300, the driving motor 400 is used for driving the fan 300 to rotate, and in the process that the driving motor 400 drives the fan 300 to rotate, the fan 300 blows air to the radiator 200 so as to perform air cooling and heat dissipation on the radiator 200.

The greater the depth of the fan 300 protruding into the accommodating through hole 510 in the axial direction of the power motor 100 (in the Z direction in fig. 4), the lower the stacking height of the fan 300 and the driving motor 400 in the axial direction of the power motor 100, and the shorter the axial length of the motor engine 21. When the axial direction of the electric propulsion device 20 is perpendicular to the forward direction of the aircraft during the flight of the aircraft, the axial length of the electric propulsion device 20 is short, which can reduce the drag experienced by the aircraft.

In addition, by embedding the fan 300 inside the receiving through hole 510, the fan 300 is directly connected with the driving motor 400 without connecting the fan 300 with the driving motor 400 through a connection shaft, and there is no gap between the fan 300 and the driving motor 400 along the axial direction of the fan 300, thereby reducing the vibration of the fan 300.

In the axial direction of the power motor 100, at least a portion of the heat sink 200 is spaced apart from the power motor 100, for example, as shown in fig. 3, a portion of the heat sink 200 is spaced apart from the power motor 100, and another portion of the heat sink 200 is located inside the power motor 100, that is, a portion of the heat sink 200 is disposed outside the power motor 100 and spaced apart from the power motor 100, and another portion of the heat sink 200 extends into the power motor. In this way, the axial length of the heat sink 200 after stacking with the power motor 100 is facilitated to be reduced. Of course, in some embodiments, the heat sink 200 may also be spaced apart from the power motor 100.

The heat sink 200 has air duct 210, and the air duct 210 communicates with the accommodating through-hole 510 and the area between the heat sink 200 and the power motor 100.

In the embodiment of the present application, the fan 300 is used to draw air from the radiator 200 toward one side of the power motor 100 into the air duct 210, for example, as shown in fig. 3, and the fan 300 blows air (as shown by solid arrows in fig. 3) in the area between the power motor 100 and the radiator 200 toward the inside of the air duct 210. Air in the air duct 210 enters the inside of the accommodating through hole 510 and flows toward the side of the driving motor 400 away from the heat sink 200.

Of course, in some embodiments, the fan 300 may also suck air into the inside of the accommodating through hole 510 at a side of the driving motor 400 away from the heat sink 200. Wherein air within the receiving through-hole 510 may enter the air duct 210 until flowing into the area between the power motor 100 and the radiator 200.

Fig. 5 is a schematic perspective view illustrating the cooperation of the heat sink 200, the driving motor 400 and the fan 300 in fig. 3, fig. 6 is an exploded schematic view of the heat sink 200, the driving motor 400 and the fan 300 in fig. 3, and fig. 7 is a schematic perspective view illustrating the heat sink 200 in fig. 6.

The specific structure of the heat sink 200 is not limited herein. Illustratively, as shown in fig. 7, the heat sink 200 includes a liquid inlet 230, a liquid outlet 240, and a body 220. Wherein, the body 220 is spaced apart from the power motor 100 (as shown in fig. 3), and the body 220 has an air duct 210 (as shown in fig. 7). The liquid inlet portion 230 is used for communicating with an outlet end of a cooling flow passage of the power motor 100, and the liquid outlet portion 240 is used for communicating with an inlet end of the cooling flow passage of the power motor 100. The liquid inlet portion 230 is used for allowing the cooling medium to enter the radiator 200, and the liquid outlet portion 240 is used for allowing the cooling medium to leave the radiator 200. In some embodiments, a portion of the liquid inlet 230 is located inside the power motor 100, and a portion of the liquid outlet 240 is located inside the power motor 100, which helps to reduce the spacing between the radiator 200 and the power motor 100, further reducing the axial length of the motor engine 21.

As shown in fig. 7, the number of liquid inlet portions 230 and the number of liquid outlet portions 240 are one, however, the number of liquid inlet portions 230 may be plural, and the number of liquid outlet portions 240 may be plural.

As shown in fig. 6, the driving motor 400 includes a first rotor 410 and a first stator 420. As shown in fig. 4, an end of the first rotor 410 away from the heat sink 200 is fixedly connected to the fan 300, and the first rotor 410 is spaced from the heat sink 200. The first stator 420 is located inside the first rotor 410, the first stator 420 is sleeved on the fan 300 and rotationally connected with the fan 300, and the first stator 420 is fixedly connected with the radiator 200. Thus, the first rotor 410 is rotatably connected to the first stator 420 by the fan 300, and the rotational connection between the first rotor 410 and the first stator 420 is achieved. In addition, the fan 300 is fixedly connected with the first rotor 410, and the first rotor 410 directly drives the fan 300 to rotate while the first rotor 410 rotates without arranging a connecting shaft in the axial direction of the fan 300.

With continued reference to fig. 6, the driving motor 400 further includes a bearing 430, the bearing 430 is sleeved on the fan 300, the bearing 430 is located inside the first stator 420, and the fan 300 is rotatably connected to the first stator 420 through the bearing 430. The first stator 420 is rotatably coupled to the fan 300 by means of a bearing 430 such that the fan 300 and the first rotor 410 are movably fixed to the first stator 420. In addition, the structure of the first stator 420 rotatably connected to the fan 300 can be simplified by implementing the first stator 420 rotatably connected to the fan 300 using the bearing 430.

Illustratively, as shown in fig. 5, the first rotor 410 is fixedly connected to the fan 300 by a fastener 700, the fastener 700 being a screw, a bolt, or the like. The first rotor 410 is fixedly connected with the fan 300 through the fastening member 700, so that the first rotor 410 rotates while driving the fan 300 to rotate together.

Fig. 8 is a schematic perspective view of the first rotor 410 in fig. 6.

As shown in fig. 8, the first rotor 410 includes a first magnetic steel 412 and a first rotor housing 411, and the first magnetic steel 412 is fixedly connected to an inner sidewall of the first rotor housing 411. As shown in fig. 4, the first rotor housing 411 is arranged at intervals with the radiator 200, one end of the first rotor housing 411 away from the radiator 200 is fixedly connected with the fan 300, and the fan 300 is driven to rotate while the first rotor housing 411 rotates.

Fig. 9 is a schematic perspective view of the first stator 420 in fig. 6, and fig. 10 is a schematic cross-sectional view of the first stator 420 shown in fig. 9.

As can be seen in conjunction with fig. 9 and 10, the first stator 420 includes a first stator winding 422 and a first stator support 421. The first stator winding 422 is located outside the first stator support 421 and inside the first rotor housing 411 (as shown in fig. 4), and an air gap is formed between the first stator winding 422 and the first magnetic steel 412. As shown in fig. 4, the first stator 421 has a receiving through hole 510, and the first stator 421 is sleeved on the outer side of the bearing 430 and is rotatably connected to the fan 300 through the bearing 430, and the first stator 421 is fixedly connected to the heat sink 200. In this way, the first stator 420 can be coupled to each other with the first rotor 410 such that the first rotor 410 rotates. Meanwhile, the first stator 420 can accommodate the fan 300 and is rotatably connected with the fan 300.

As shown in fig. 4, the bearing 430 is located inside the receiving through hole 510, i.e., the first stator bracket 421 is sleeved on the outer ring of the bearing 430. Air between the power motor 100 and the radiator 200 enters the accommodating through hole 510 through the air duct 210, and can cool the bearing 430 by air.

To reduce the difficulty of assembling the bearing 430 with the first stator frame 421, in some embodiments, as shown in fig. 9, the receiving through-hole 510 includes a first through-hole section 511 and a second through-hole section 512. The first through hole section 511 is located between the heat sink 200 and the second through hole section 512, the inner diameter of the first through hole section 511 is smaller than the inner diameter of the second through hole section 512, the first through hole section 511 and the second through hole section 512 enclose a first step 4211 (as shown in fig. 10), the first step 4211 abuts against the top end surface of the bearing 430 (as shown in fig. 4), and the bearing 430 is fixed by the first step 4211, so as to prevent the bearing 430 from moving towards the heat sink 200 along the axial direction of the fan 300.

During operation of the driving motor 400, heat is continuously generated inside the driving motor 400, and in order to bring the temperature inside the driving motor 400 within an allowable range, in some possible implementations, as shown in fig. 9, a plurality of air flow holes 520 are provided at the first stator 420 near the top end of the driving motor 400, and in particular, a plurality of air flow holes 520 are provided at the first stator support 421 near the top end of the driving motor 400. The plurality of air flow holes 520 are spaced apart along the circumferential direction of the fan 300, and the axial direction of the air flow holes 520 is parallel to the axial direction of the fan 300. As shown in fig. 4, the radiator 200 covers one side of the airflow through-hole 520, and the airflow through-hole 520 communicates with the air duct 210 of the radiator 200. When the fan 300 blows air in the region between the power motor 100 and the heat sink 200 toward the driving motor 400, the air flow passing through the air duct 210 can enter the inside of the air flow through hole 520 (as shown in fig. 4), then enter the air gap between the first magnetic steel 412 and the first stator winding 422, and finally exit from the gap between the first rotor 410 and the heat sink 200. In this way, the air inside the air duct 210 is used to cool and dissipate the heat of the first magnetic steel 412 and the first stator winding 422, so as to ensure the output power of the driving motor 400.

To further increase the heat dissipation efficiency of the bearing 430, in some possible implementations, as shown in fig. 9 and 10, the surface of the first stator 420 contacting the bearing 430 is provided with a plurality of first openings 530. The part of the first stator 420, which is in contact with the bearing 430, is a first stator bracket 421, and the first stator bracket 421 is sleeved on the outer ring of the bearing 430, so that the first opening 530 is disposed on the surface of the first stator bracket 421, which is in contact with the bearing 430. The first openings 530 are in one-to-one correspondence with the airflow through holes 520, and each first opening 530 communicates with the corresponding airflow through hole 520. In addition, each of the first openings 530 communicates with the receiving through-hole 510. The bearing 430 is located inside the accommodating through hole 510, and when the peripheral wall of the outer ring of the bearing 430 contacts with the inner wall of the first stator 420, the bearing 430 contacts with the air in the air flow through hole 520 through the first opening 530 (as shown in fig. 4), so that the air directly contacts with the bearing 430, and the heat dissipation effect of the bearing 430 can be further improved.

The second through hole section 512 is in contact with the peripheral wall of the outer ring of the bearing 430, and the first opening 530 may be disposed on the surface of the second through hole section 512 in contact with the bearing 430, and the opening area of the first opening 530 may be increased to increase the area of the bearing 430 in direct contact with air, further increasing the heat dissipation effect of the bearing 430.

In some embodiments, the opening depth of the first opening 530 is the same as the width of the bearing 430 in the axial direction of the bearing 430, at which time the bearing 430 covers the first opening 530. In other embodiments, the opening depth of the first opening 530 may be smaller or larger than the width of the bearing 430 along the axial direction of the bearing 430.

Illustratively, as shown in fig. 9 and 10, the first opening 530 is a bar-shaped notch extending in the axial direction of the power motor 100. Of course, the first opening 530 may be a bar-shaped through hole extending in the axial direction of the power motor 100.

Fig. 11 is a schematic perspective view of the fan 300 in fig. 6.

Illustratively, as shown in FIG. 11, the fan 300 includes a ring 310, a hub 330, and a plurality of blades 320. At least a portion of the ring member 310 is located at the outside of the first stator 420, as shown in fig. 4, a portion of the ring member 310 is located at the outside of the first stator 420 and fixedly connected with the first rotor 410, and another portion of the ring member 310 is located at the inside of the first stator 420, that is, a portion of the ring member 310 is located at the inside of the receiving through hole 510, and another portion of the ring member 310 is located at the outside of the receiving through hole 510 and fixedly connected with the first rotor 410. The ring 310 is fixedly connected to the first rotor housing 411 by fasteners 700. The hub 330 is located inside the ring 310, the hub 330 being the center of the fan 300. The plurality of blades 320 are positioned between the ring member 310 and the hub 330, the plurality of blades 320 are arranged at intervals along the circumference of the center of the fan 300, and both ends of each blade 320 are fixedly connected with the hub 330 and the ring member 310, respectively. Thus, the fan 300 can be fixedly connected with the first rotor 410, and the first rotor 410 rotates and drives the fan 300 to rotate.

As shown in fig. 4, the bearing 430 is sleeved on the outer wall of the ring member 310, the bearing 430 is fixedly connected with the ring member 310, and the bearing 430 enables the ring member 310 to be rotatably connected with the first stator 420, so that the fan 300 can be movably connected with the first stator 420.

In some embodiments, as shown in fig. 11, the ring member 310 includes a first ring segment 311 and a second ring segment 312, the first ring segment 311 is located between the second ring segment 312 and the heat sink 200, the outer diameter of the first ring segment 311 is smaller than the outer diameter of the second ring segment 312, the first ring segment 311 and the second ring segment 312 form a second step 313, the second step 313 abuts against a bottom end surface of the bearing 430 (as shown in fig. 4), and the bearing 430 is fixed by the second step 313, so as to prevent the bearing 430 from moving in a direction away from the heat sink 200.

To further reduce vibration of the fan 300 during operation, in some implementations, the distance between the fan blades 320 and the heat sink 200 (as shown by L in fig. 4) decreases gradually from inside to outside along the center of the fan 300, and the width of the fan blades 320 in the axial direction of the fan 300 increases gradually, such that the fan blades 320 have an arc-shaped structure. The center of mass of the arc-shaped blades 320 is positioned on the bearing 430, so that the bearing 430 is supported at the center of mass of the fan 300, further reducing vibration generated when the fan 300 is operated.

In some possible implementations, the outer circumference of the ring 310 forms a plurality of second openings 550 with the first rotor 410, the plurality of second openings 550 being spaced apart along the circumference of the ring 310, the second openings 550 being in communication with the airflow through holes 520. Specifically, the ring 310, the first rotor 410, and the first stator 420 enclose a cavity, and the second opening 550 communicates with the airflow through-hole 520 through the cavity. In this way, air inside the air flow hole 520 may enter the cavity, a portion of air inside the cavity exits from the second opening 550, and another portion of air inside the cavity exits from the gap between the first rotor 410 and the heat sink 200, improving efficiency of exhausting air inside the driving motor 400.

To direct air inside the drive motor 400 away from the second opening 550, in some possible implementations, the fan 300 further includes a plurality of guide vanes 340, the guide vanes 340 being located outside the first stator 420 and inside the cavity, the guide vanes 340 being fixedly connected to the ring member 310, a portion of the guide vanes 340 being located between the first stator 420 and the ring member 310 along an axial direction of the ring member 310, a height of the guide vanes 340 along the axial direction of the ring member 310 being greater than or equal to an opening depth of the second opening 550 along the axial direction of the ring member 310. In this way, the deflector 340 is able to direct the air at the outlet of the airflow aperture 520 towards the second opening 550, ensuring, on the one hand, that the air in the cavity exits from the second opening 550 and, on the other hand, also to the air gap between the first stator 420 and the first rotor 410.

In some embodiments, as shown in fig. 11, the guide vane 340 and the ring member 310 are integrally formed, and the guide vane 340 and the ring member 310 may be manufactured at the same time, and the connection strength between the guide vane 340 and the ring member 310 may be improved.

As shown in fig. 11, the guide vane 340 has an arc-shaped plate structure. Of course, the guide vane 340 may have other structures, for example, the guide vane 340 may have a flat plate structure.

As shown in fig. 5, each second opening 550 corresponds to a plurality of guide vanes 340, and at this time, each second opening 550 is divided into a plurality of sub-openings by the corresponding plurality of guide vanes 340, so as to guide the air inside the driving motor 400 to exit.

The aircraft also has a mounting cavity 16, at least a portion of the propeller 22 being located outside of the mounting cavity 16 and at least a portion of the power motor 100 being located inside of the mounting cavity 16. The mounting cavity 16 is provided in the part of the horn 14, nacelle 15, etc. carrying the electric propulsion device 20, and the nacelle 15 is described below with the mounting cavity 16 as an example.

The mounting cavity 16 has mounting holes, air inlet holes (as shown in fig. 3 a) and air outlet holes 18 (as shown in fig. 3). Wherein the mounting hole, the air outlet hole 18 and the air inlet hole are all communicated with the inside and the outside of the mounting cavity 16. At least a portion of the power motor 100 is positioned through the mounting aperture into the interior of the mounting cavity 16. The air outlet 18 is located at a side of the fan 300 away from the propeller 22, and the air outlet 18 is used for exhausting air inside the installation cavity 16. An air inlet hole is provided to communicate with a region between the power motor 100 and the radiator 200, the air inlet hole being for air outside the installation cavity 16 to enter the inside of the installation cavity 16. In this way, air outside the installation cavity 16 can enter the inside of the installation cavity 16 through the air inlet hole, enter the region between the power motor 100 and the radiator 200, and then enter the air duct 210 under the driving of the fan 300.

The air inlet hole (shown in fig. 3 a) is close to the area between the power motor 100 and the heat sink 200, and when the power motor 100 drives the propeller 22 to rotate, the air flow generated by the rotation of the propeller 22 enters the area between the heat sink 200 and the power motor 100 through the air inlet hole, and the fan 300 sucks the air in the area between the heat sink 200 and the power motor 100 into the air duct 210, blows the air in the air duct 210 toward the air outlet hole 18, and finally leaves the mounting cavity 16 from the air outlet hole 18. In this way, the heat sink 200 is radiated by the air flow generated by the rotation of the propeller 22, and the heat radiation capability of the heat sink 200 can be improved by the high flow rate of the air flow generated by the rotation of the propeller 22.

The number of the air inlet holes is multiple, and the multiple air inlet holes are arranged at intervals along the axial direction of the fan 300 so as to improve the air quantity entering the installation cavity 16 and allow air to enter from the circumferential direction of the installation cavity 16.

In some embodiments, a first air intake passage is formed between the power motor 100 and the inner wall of the mounting cavity 16, and an outlet end of the first air intake passage communicates with a region between the power motor 100 and the radiator 200, and an inlet end of the first air intake passage is used for air flow generated by rotation of the propeller 22 to enter. In this way, the air flow generated by the rotation of the propeller 22 enters between the radiator 200 and the power motor 100 through the first air inlet channel, and the air quantity of the air flow generated by the rotation of the propeller 22 entering between the radiator 200 and the power motor 100 is increased, so that the heat dissipation capability of the radiator 200 is further improved.

In other embodiments, the power motor 100 further includes a second air intake passage, an outlet end of which communicates with a region between the power motor 100 and the radiator 200, and an inlet end of which is used for air flow generated by rotation of the propeller 22 to enter. The air flow generated by the rotation of the propeller 22 can also enter the area between the radiator 200 and the power motor 100 through the second air inlet channel, so as to further improve the heat dissipation capability of the radiator 200.

In still other embodiments, the power motor 100 further includes a third air intake passage, an outlet end of which communicates with a region between the power motor 100 and the radiator 200, and an inlet end of which is for an air flow generated by rotation of the propeller 22 to enter. The air flow generated by the rotation of the propeller 22 can also enter the area between the radiator 200 and the power motor 100 through the third air inlet channel, so as to further improve the heat dissipation capability of the radiator 200.

It should be noted that at least one of the first air intake passage, the second air intake passage, and the third air intake passage may be provided in the aircraft to increase the area between the radiator 200 and the power motor 100, so as to improve the heat dissipation capability of the radiator 200.

Specifically, as shown in fig. 3, the power motor 100 includes a second stator 120 and a second rotor 110, and the second rotor 110 is fixedly connected with the propeller 22. The second rotor 110 includes a second magnetic steel 112 and a second rotor housing 111, the second magnetic steel 112 is connected to the inside of the second rotor housing 111, the second stator 120 includes a second stator winding 121 and a second stator bracket 122, and the second stator winding 121 is connected to the second stator bracket 122 and is located between the second stator bracket 122 and the second magnetic steel 112.

Wherein a gap region between the second stator 120 and the second rotor 110 forms a second air intake passage. The second rotor housing 111 has a drainage through hole 113, the drainage through hole 113 communicates with an inlet end of the second air intake passage, and the inlet end of the drainage through hole 113 is used for introducing an air flow generated by rotation of the propeller 22 into the interior of the second air intake passage.

As shown in fig. 3, the second rotor housing 111 includes a rotor through hole 114, an outlet end of the rotor through hole 114 communicates with a region between the power motor 100 and the radiator 200, an inlet end of the rotor through hole 114 is used for allowing air flow generated by rotation of the propeller 22 to enter, and the rotor through hole 114 forms a third air inlet channel.

In the above, heat is radiated from the bearing 430 and the driving motor 400 by the air flow passing through the air duct 210, specifically, the air flow passing through the air duct 210 enters the inside of the driving motor 400 through the air flow through hole 520 and air-cools the first stator winding 422 and the first magnetic steel 412 to radiate heat, and then exits from the gap between the first rotor 410 and the heat sink 200 and/or the second opening 550. However, in some scenarios, the bearing 430 and the drive motor 400 may also be cooled by air outside the mounting cavity 16, such as with air outside the nacelle 15.

How the air outside the nacelle 15 dissipates heat from the drive motor 400 and the bearings 430 is described below with reference to the drawings.

Fig. 12 is a schematic structural diagram of yet another electric propulsion device 20 according to an embodiment of the present application.

Fig. 12 differs from fig. 3 in that the plurality of air inlet holes includes first air inlet holes 17 and second air inlet holes 19 disposed at intervals in the axial direction of the fan 300. The first air inlet hole 17 is provided to communicate with a region between the power motor 100 and the radiator 200. The second air intake hole 19 is provided in communication with the second opening 550 of the electric motor 21. Specifically, in the axial direction of the power motor 100, the second air intake 19 is located between the first air intake 17 and the air outlet 18, the second air intake 19 is close to the second opening 550 of the electric engine 21, the second air intake 19 communicates with the second opening 550 through the mounting cavity 16, and the second air intake 19 is configured to allow air outside the mounting cavity 16 to enter the second opening 550. The second air inlet hole 19 is far from the propeller 22 along the axial direction of the fan 300, and the temperature of the air at the second air inlet hole 19 and outside the nacelle 15 is low, so that the heat dissipation efficiency of the driving motor 400 and the bearing 430 can be further improved by radiating the driving motor 400 and the bearing 430 through the low-temperature air.

The number of the second air inlet holes 19 is plural, and the second air inlet holes 19 surround the fan 300 and are arranged at intervals along the circumferential direction of the fan 300.

When the fan 300 rotates, the pressure in the cavity is smaller than the pressure outside the nacelle 15, the cavity and the environment outside the nacelle 15 form a negative pressure relationship, and the air outside the nacelle 15 flows into the interior of the mounting cavity 16 from the second air inlet 19, then flows into the interior of the cavity, then flows to the air gap between the first stator 420 and the first rotor 410 and the interior of the air flow through hole 520, dissipates heat from the bearing 430, the first magnetic steel 412 and the first stator winding 422, and finally exits from the gap between the first rotor 410 and the heat sink 200 and the accommodating through hole 510.

When the bearing 430 and the driving motor 400 are cooled by the air outside the nacelle 15, the second opening 550 corresponds to an air inlet in function, so that the air outside the nacelle 15 enters the inside of the cavity. At the same time, the air guide 340 guides the air outside the nacelle 15 into the air flow hole 520 to radiate heat from the bearing 430 and the first rotor 410.

In summary, when any one of the air intake holes is provided to communicate with the area between the power motor 100 and the radiator 200, the bearing 430 and the driving motor 400 are cooled by the air passing through the air duct 210. When the plurality of air inlet holes are divided into the first air inlet hole 17 and the second air inlet hole 19, the air outside the nacelle 15 performs air cooling and heat dissipation on the bearing 430 and the driving motor 400 through the second air inlet hole 19 by combining the negative pressure principle.

It should be noted that the above embodiments are merely for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the above embodiments, it should be understood by those skilled in the art that the technical solution described in the above embodiments may be modified or some or all of the technical features may be equivalently replaced, and these modifications or substitutions do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the present application.

Claims

1. An electric motor (21), characterized by comprising:

A power motor (100);

a radiator (200), the radiator (200) being configured to radiate heat from the power motor (100);

The driving motor (400) is arranged on two sides of the radiator (200) along the axial direction of the power motor (100), the driving motor (400) is provided with a containing through hole (510), and the radiator (200) covers one side of the containing through hole (510);

And the fan (300) is at least partially positioned in the accommodating through hole (510), and the fan (300) is in transmission connection with the driving motor (400).

2. The electric motor (21) as set forth in claim 1, characterized in that the drive motor (400) includes:

The first rotor (410), one end of the first rotor (410) far away from the radiator (200) is fixedly connected with the fan (300);

The fan comprises a first stator (420), wherein the first stator (420) is positioned in the first rotor (410), the first stator (420) is sleeved on the fan (300), the fan (300) is rotationally connected with the first stator (420) through a bearing (430), and the first stator (420) is fixedly connected with the radiator (200).

3. The electric engine (21) as set forth in claim 2, characterized in that the bearing (430) is located inside the first stator (420), the bearing (430) being sleeved over the fan (300).

4. The electric engine (21) as set forth in claim 2, characterized in that the first stator (420) is provided with a plurality of air flow holes (520) near a top end of the radiator (200), the plurality of air flow holes (520) being arranged at intervals along a circumferential direction of the fan (300).

5. The electric engine (21) as set forth in claim 4, characterized in that a surface of the first stator (420) in contact with the bearing (430) is provided with a plurality of first openings (530), the first openings (530) being in one-to-one correspondence with the air flow through holes (520), each of the first openings (530) being in communication with an interior of the corresponding air flow through hole (520), the bearing (430) being in contact with air in the air flow through hole (520) through the first openings (530).

6. The electric motor (21) as set forth in claim 4, characterized in that the fan (300) comprises a ring member (310), at least a portion of the ring member (310) being located outside the first stator (420) and being fixedly connected to the first rotor (410), an outer periphery of the ring member (310) and the first rotor (410) forming a plurality of second openings (550), the plurality of second openings (550) being arranged at intervals along a circumferential direction of the ring member (310), the second openings (550) being in communication with the air flow through holes (520).

7. The electric engine (21) as set forth in claim 6, characterized in that the fan (300) comprises:

The guide vanes (340) are fixedly connected with the annular piece (310), a part of the guide vanes (340) is located between the first stator (420) and the annular piece (310) along the axial direction of the annular piece (310), and the height of the guide vanes (340) along the axial direction of the annular piece (310) is greater than or equal to the opening depth of the second opening (550) along the axial direction of the annular piece (310).

8. The electric engine (21) as set forth in any of claims 1-7, characterized in that the fan (300) comprises:

The fan comprises a plurality of fan blades (320), wherein the fan blades (320) are arranged at intervals along the circumferential direction of the center of the fan (300), each fan blade (320) is fixedly connected with the center of the fan (300), the distance between the fan blade (320) and the radiator (200) is gradually reduced from inside to outside along the center of the fan (300), and the width of the fan blade (320) in the axial direction of the fan (300) is gradually increased.

9. The electric engine (21) as set forth in any of claims 1-7, characterized in that at least a portion of the radiator (200) is disposed spaced apart from the power motor (100), the radiator (200) having an air duct (210), the air duct (210) communicating the receiving through-hole (510) and a region between the radiator (200) and the power motor (100).

10. The electric engine (21) as set forth in claim 9, characterized in that the radiator (200) includes:

A liquid inlet part (230), wherein the liquid inlet part (230) is used for allowing cooling medium to enter the radiator (200), and a part of the liquid inlet part (230) is positioned in the power motor (100);

A liquid outlet portion (240), wherein the liquid outlet portion (240) is used for allowing a cooling medium to leave the interior of the radiator (200), and a part of the liquid outlet portion (240) is positioned in the interior of the power motor (100);

the body (220), the body (220) with power motor (100) interval arrangement.

11. An electric propulsion device (20), characterized by comprising a propeller (22) and an electric motor (21) according to any one of claims 1 to 10;

The propeller (22) is arranged on one side, far away from the radiator (200), of the power motor (100) and is in transmission connection with the power motor (100), and the power motor (100) is used for driving the propeller (22) to rotate;

the radiator (200), the driving motor (400) and the fan (300) are all located at one side of the power motor (100) away from the propeller (22).

12. An aircraft, characterized in that it comprises a nacelle (15) and/or a horn (14), said nacelle (15) and said horn (14) being provided with electric propulsion means (20) according to claim 11.

13. The aircraft of claim 12, wherein at least one of the horn (14) and the nacelle (15) has a mounting cavity (16), the mounting cavity (16) having an air inlet and an air outlet (18), the air outlet (18) and the air inlet each communicating an interior and an exterior of the mounting cavity (16);

at least part of the propeller (22) is located outside the mounting cavity (16), and at least part of the power motor (100) is located inside the mounting cavity (16).

14. The aircraft according to claim 13, wherein the air inlet is arranged in communication with a region between the power motor (100) and the radiator (200), or,

The number of the air inlet holes is multiple, the air inlet holes comprise first air inlet holes (17) and second air inlet holes (19) which are arranged at intervals along the axial direction of the fan (300), the first air inlet holes (17) are communicated with the area between the power motor (100) and the radiator (200), and the second air inlet holes (19) are communicated with a second opening (550) of the motor (21).

15. The aircraft of claim 13, further comprising at least one of the following air intake channels for communicating an area between the power motor (100) and the radiator (200):

a first air inlet channel is formed in a clearance area between the power motor (100) and the inner wall of the installation cavity (16);

A second air inlet channel is formed in a clearance area between a second stator (120) and a second rotor (110) of the power motor (100);

The power motor (100) comprises a second rotor (110), the second rotor (110) comprises a second rotor shell (111), and a third air inlet channel is formed by a rotor through hole (114) in the second rotor shell (111).