Flying car integrated power conversion device and flying car

Abstract

The application discloses a flying car integrated power conversion device and a flying car, and relates to the technical field of flying cars. The flying car integrated power conversion device serves as a power source of the flying car and provides power for the flying car. The flying car integrated power conversion device comprises a wheel assembly, a speed reduction assembly, a power assembly and a telescopic gear shifting assembly. The power assembly comprises a ducted motor and a fan blade. The ducted motor and the fan blade are connected, and an output shaft is provided with a joint part. The joint part can be connected with the speed reduction assembly. The telescopic gear shifting assembly is used for adjusting the axial position of the power assembly relative to the wheel assembly, so as to selectively power-connect the joint part with the speed reduction assembly. Thus, by adjusting the axial position of the power assembly relative to the wheel assembly, the joint part can be selectively power-connected with the speed reduction assembly, so that the flying car integrated power conversion device can be switched between a vehicle driving power mode and a flying power mode, and the weight reduction and cost reduction of the flying car can be realized.

Description

Technical Field

[0001] This invention relates to the field of flying car technology, and more particularly to an integrated power conversion device for flying cars and a flying car. Background Technology

[0002] In related technologies, the design of the power system of flying cars is complex, which leads to the complex structure of flying cars, making it difficult to achieve lightweight design of flying cars, and also resulting in high assembly difficulty and high production costs. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes an integrated power conversion device for flying cars, which has a simple structure and can simultaneously realize vehicle driving power mode and flight power mode.

[0004] An integrated power conversion device for a flying car includes: a wheel assembly comprising a duct wall and a ground hub, the ground hub being disposed on the duct wall and rotatable relative to the duct wall around its central axis; a reduction assembly disposed on the duct wall and the ground hub; a power assembly comprising a ducted motor and fan blades, the output shaft of the ducted motor being connected to the fan blades, and the output shaft having a coupling portion that can engage with the reduction assembly, thereby powering the ducted motor and the reduction assembly; and a telescopic shifting assembly connected to the duct wall and the ducted motor respectively, and used to adjust the axial position of the power assembly relative to the wheel assembly, so as to selectively power the coupling portion with the reduction assembly.

[0005] According to the integrated power conversion device for flying cars of the present invention, a joint is provided on the output shaft of the ducted motor, and the axial position of the power component relative to the wheel component is adjusted by providing a telescopic gear shifting assembly. This allows the joint to selectively connect with the reduction assembly. When the joint is connected with the reduction assembly, the integrated power conversion device is in vehicle driving power mode. When the joint is disconnected from the reduction assembly, the integrated power conversion device is in flight power mode. That is, by adjusting the axial position of the power component, the integrated power conversion device can switch between vehicle driving power mode and flight power mode. This facilitates switching between the working modes of the integrated power conversion device without the need for two power systems, effectively simplifies the structure of the flying car, facilitates lightweight design of the flying car, and reduces the difficulty and cost of production and assembly of the flying car.

[0006] According to some embodiments of the present invention, the reduction assembly includes: a first planetary gear mechanism, the first planetary gear mechanism including a first sun gear, a first ring gear and a plurality of first planet gears, the first sun gear being sleeved on the output shaft and power-connected to the engagement portion, the first planet gears meshing with the first sun gear, the first ring gear being formed on the duct wall and located within the duct wall, the first ring gear meshing with the first planet gears; a first planet carrier, the first planet carrier being connected to the plurality of first planet gears; a second planetary gear mechanism, the second planetary gear mechanism including a second sun gear, a second ring gear and a plurality of second planet gears, the second sun gear being loosely sleeved on the output shaft and fixedly connected to the first planet carrier, the second sun gear meshing with the plurality of second planet gears, the second ring gear being formed on the duct wall and located on the side of the first ring gear closer to the duct motor, the second ring gear meshing with the plurality of second planet gears; and a second planet carrier, the second planet carrier being connected to the plurality of second planet gears, and the second planet carrier being formed on the ground hub.

[0007] According to some embodiments of the present invention, the joint has a polygonal cross-section in the axial direction of the output shaft, and the first sun gear has a polygonal engagement hole that is dynamically connected to the joint.

[0008] According to some embodiments of the present invention, the ground hub is located at the outer end of the culvert wall in the axial direction, and the ground hub is provided with a flange protruding inward in the radial direction, the flange being able to abut against the outer end of the culvert wall in the axial direction.

[0009] According to some embodiments of the present invention, the wheel assembly further includes a ground hub fixing member, which is disposed on the axial inner side of the ground hub and connected to the ground hub; the axial outer end of the culvert wall is provided with a positioning protrusion protruding outward in the radial direction, and the ground hub fixing member is disposed on the inner side of the positioning protrusion and abuts against the positioning protrusion to prevent the ground hub from detaching from the culvert wall.

[0010] According to some embodiments of the present invention, the wheel assembly further includes an auxiliary hub, which is sleeved on the outer wall surface of the culvert wall and is located axially inside the ground hub.

[0011] According to some embodiments of the present invention, the power assembly further includes a blade cover, which is fixedly connected to the blade.

[0012] According to some embodiments of the present invention, the telescopic shifting assembly includes: a duct clamp, the duct clamp being fixedly connected to the duct wall; and a motor frame, the motor frame being connected to the duct motor, and the position of the motor frame relative to the duct clamp being adjustable in the axial direction of the duct motor.

[0013] According to some embodiments of the present invention, the culvert clamp includes an upper culvert clamp and a lower culvert clamp, which are fastened together and fixed to the outer wall surface of the culvert.

[0014] According to some embodiments of the present invention, the telescopic shifting assembly further includes a motor frame shifting pin, the duct clamp is provided with a duct clamp insertion part, the motor frame is provided with a motor pin seat, the duct clamp insertion part and the motor pin seat are inserted and engaged along a first direction; wherein, the duct clamp insertion part forms a first pin hole and a second pin hole spaced apart along the first direction, the motor pin seat forms a first mating pin hole, and the motor frame shifting pin can pass through one of the first pin hole and the second pin hole and the first mating pin hole.

[0015] According to some embodiments of the present invention, the telescopic shifting assembly further includes a duct clamp shifting pin, the duct clamp is provided with a duct pin seat, the motor frame is provided with a motor insertion part, the motor insertion part and the duct pin seat are inserted and engaged in a first direction; wherein, the motor insertion part forms a third pin hole and a fourth pin hole spaced apart along the first direction, the duct pin seat forms a second mating pin hole, and the duct clamp shifting pin can pass through one of the third pin hole and the fourth pin hole and the second mating pin hole.

[0016] According to some embodiments of the present invention, the first direction is parallel to the axial direction of the ducted motor.

[0017] Another object of the present invention is to provide a flying car.

[0018] A flying car includes the aforementioned integrated power conversion device for flying cars.

[0019] The flying car described above has the same advantages as the integrated power conversion device for flying cars mentioned above, and will not be repeated here.

[0020] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a schematic diagram of the integrated power conversion device for flying cars according to an embodiment of the present invention. Figure 1 ;

[0023] Figure 2 This is a schematic diagram of the integrated power conversion device for flying cars according to an embodiment of the present invention. Figure 2 ;

[0024] Figure 3 This is a schematic diagram of the integrated power conversion device for flying cars according to an embodiment of the present invention. Figure 3 ;

[0025] Figure 4 This is a cross-sectional view of the integrated power conversion device for flying cars according to an embodiment of the present invention;

[0026] Figure 5 This is a schematic diagram of the assembly of the planetary carrier reverse cover according to an embodiment of the present invention;

[0027] Figure 6 This is a schematic diagram of the assembly of the first planetary gear mechanism and the first planetary carrier according to an embodiment of the present invention;

[0028] Figure 7 This is an assembly diagram of the second planetary gear mechanism according to an embodiment of the present invention;

[0029] Figure 8 This is a schematic diagram of the power assembly described in an embodiment of the present invention.

[0030] Figure label:

[0031] Flying car integrated power conversion device 100

[0032] Wheel assembly 110, duct wall 111, positioning protrusion 1111, duct lip 1112, first limiting protrusion 1113, second limiting protrusion 1114

[0033] Ground hub 112, flange 1121, plug-in protrusion 1122

[0034] Ground hub fixing component 113, insertion slot 1131

[0035] Auxiliary hub 114, first limiting groove 1141,

[0036] Reduction gear assembly 120, first planetary gear mechanism 121, first sun gear 1211, polygonal engagement hole 12111

[0037] First gear ring 1212, first planetary gear 1213

[0038] First planetary support 122,

[0039] Second planetary gear mechanism 123, second sun gear 1231, second ring gear 1232, second planetary gear 1233

[0040] Second planetary carrier 124, planetary carrier reverse cover 125

[0041] Power assembly 130, ducted motor 131, output shaft 1311, joint 1312

[0042] 132 fan blade, 133 fan blade cover, 134 fan blade connecting device

[0043] Telescopic shifting assembly 140, duct clamp 141, upper duct clamp 1411, lower duct clamp 1412, duct clamp insertion part 1413, duct pin seat 1414, second mating pin hole 1415, second limiting groove 1416.

[0044] Motor frame 142, motor pin holder 1421, first mating pin hole 1422, motor plug part 1423, third pin hole 1424, fourth pin hole 1425.

[0045] Motor frame shift pin 143, duct clamp shift pin 144. Detailed Implementation

[0046] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0047] In the description of this invention, it should be understood that the terms "center," "inner," "outer," "axial," "radial," "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0048] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0049] The following is for reference. Figures 1-8 A description of an integrated power conversion device 100 for a flying car according to an embodiment of the present invention.

[0050] Combination Figure 1 , Figure 4 and Figure 8 According to the integrated power conversion device 100 for flying cars of the present invention, the device includes: a wheel assembly 110, which includes a duct wall 111 and a ground hub 112, the ground hub 112 being disposed on the duct wall 111 and rotatable relative to the duct wall 111 around its central axis; a reduction assembly 120, which is disposed on the duct wall 111 and the ground hub 112; and a power assembly 130, which includes a ducted motor 131 and a fan blade 132. The output shaft 1311 of the duct motor 131 is connected to the fan blade 132, and the output shaft 1311 is provided with a joint 1312. The joint 1312 can be engaged with the reduction assembly 120 and powerly connect the duct motor 131 to the reduction assembly 120. The telescopic shifting assembly 140 is connected to the duct wall 111 and the duct motor 131 respectively, and is used to adjust the axial position of the power assembly 130 relative to the wheel assembly 110, so as to selectively powerly connect the joint 1312 to the reduction assembly 120.

[0051] Specifically, the fan blade 132 is disposed inside the duct wall 111. At least a portion of the output shaft 1311 of the duct motor 131 extends into the duct wall 111 and is connected to the fan blade 132. The output shaft 1311 of the duct motor 131 can drive the fan blade 132 to rotate. The telescopic gear shifting assembly 140 can adjust the axial position of the power assembly 130 relative to the wheel assembly 110, that is, the power assembly 130 can move axially relative to the duct wall 111, thereby allowing the engagement portion 1312 to move axially so that the engagement portion 1312 can be selectively connected to the reduction assembly 120. After the axial position of the power assembly 130 is adjusted, it can be connected to the duct wall 111 through the telescopic gear shifting assembly 140 to position the power assembly 130.

[0052] Furthermore, when the joint 1312 is poweredly connected to the reduction assembly 120, the duct motor 131 can drive the reduction assembly 120 to run. At least a portion of the reduction assembly 120 is connected to the ground hub 112. When the reduction assembly 120 is running, the portion of the reduction assembly 120 connected to the ground hub 112 begins to rotate, and the reduction assembly 120 can drive the ground hub 112 to rotate relative to the duct wall 111, thereby putting the flying car integrated power conversion device 100 into vehicle driving power mode.

[0053] The reduction gear 120 can reduce the rotational speed transmitted from the output shaft 1311 of the ducted motor 131 to the ground hub 112 and increase the output torque, thereby improving the operational stability of the integrated power conversion device 100 for the flying car.

[0054] When the power assembly 130 moves axially to the point where the power connection is disconnected from the deceleration assembly 120, the output shaft 1311 of the ducted motor 131 drives the fan blade 132 to rotate independently, and the rotational speed of the output shaft 1311 of the ducted motor 131 is the rotational speed of the fan blade 132, so that the fan blade 132 can rotate at high speed and compress the airflow to generate thrust, thereby realizing the flight power mode of the integrated power conversion device 100 for flying cars.

[0055] In related technologies, flying cars typically require two power systems: one to drive the fan blades to achieve the flying car's flight mode, and the other to drive the wheel hubs to achieve the flying car's driving mode. However, the two power systems make the flying car's structure complex, which is not conducive to achieving lightweight design, and also makes the flying car difficult to assemble and has high production costs.

[0056] This application provides a joint 1312 on the output shaft 1311 of the ducted motor 131, and adjusts the axial position of the power assembly 130 relative to the wheel assembly 110 so that the joint 1312 can be selectively connected to the reduction assembly 120. This allows the working mode of the integrated power conversion device 100 for the flying car to be switched, eliminating the need for two power systems. This simplifies the structure of the flying car, facilitates lightweight design, and reduces the difficulty and cost of production and assembly.

[0057] According to the integrated power conversion device 100 for flying cars of the present invention, a joint portion 1312 is provided on the output shaft 1311 of the ducted motor 131, and the axial position of the power component 130 relative to the wheel component 110 is adjusted by a telescopic gear shifting component 140, so that the joint portion 1312 can selectively be poweredly connected to the reduction component 120. When the joint portion 1312 is poweredly connected to the reduction component 120, the integrated power conversion device 100 for flying cars is in vehicle driving power mode. When the joint portion 1312 is disconnected from the reduction component 120, the integrated power conversion device 100 for flying cars is in flight power mode. That is, by adjusting the axial position of the power component 130, the integrated power conversion device 100 for flying cars can switch between vehicle driving power mode and flight power mode. This facilitates switching the working mode of the integrated power conversion device 100 for flying cars without the need for two power systems, effectively simplifies the structure of the flying car, facilitates the lightweight design of the flying car, and reduces the production assembly difficulty and production cost of the flying car.

[0058] Combination Figure 4 , Figure 6 and Figure 7 In some embodiments of the present invention, the reduction assembly 120 includes: a first planetary gear mechanism 121, the first planetary gear mechanism 121 including a first sun gear 1211, a first ring gear 1212 and a plurality of first planet gears 1213, the first sun gear 1211 being sleeved on the output shaft 1311 and being power-connected to the engagement portion 1312, the first planet gears 1213 meshing with the first sun gear 1211, the first ring gear 1212 being formed on the duct wall 111 and located inside the duct wall 111, the first ring gear 1212 meshing with the first planet gears 1213.

[0059] Specifically, the first sun gear 1211 is sleeved on the output shaft 1311, and a plurality of first planet gears 1213 are spaced apart along the circumferential direction of the first sun gear 1211 and respectively mesh with the first sun gear 1211. The first gear ring 1212 is coaxially arranged with the first sun gear 1211 and meshes with the radial outer side of the plurality of first planet gears 1213 (i.e., the side of the first planet gear 1213 that is radially away from the first sun gear 1211). The first gear ring 1212 can limit the first planet gears 1213 on the radial outer side of the plurality of first planet gears 1213, so that the plurality of first planet gears 1213 can move along a predetermined trajectory, that is, the plurality of first planet gears 1213 rotate along the first gear ring 1212. At the same time, the first gear ring 1212 can increase the torque of the reduction assembly 120.

[0060] When the first sun gear 1211 is poweredly connected to the joint 1312, the output shaft 1311 of the ducted motor 131 can drive the first sun gear 1211 to rotate, and the first sun gear 1211 drives the multiple first planet gears 1213 meshing with it to rotate along the first gear ring 1212.

[0061] Further integration Figure 4 and Figure 6 The reduction gear assembly 120 also includes a first planetary carrier 122, which is connected to a plurality of first planetary gears 1213. When the plurality of first planetary gears 1213 rotate around the first gear ring 1212, the plurality of first planetary gears 1213 can drive the first planetary carrier 122 to rotate.

[0062] Combination Figure 4 and Figure 7 The reduction assembly 120 also includes a second planetary gear mechanism 123, which includes a second sun gear 1231, a second ring gear 1232, and a plurality of second planet gears 1233. The second sun gear 1231 is loosely fitted on the output shaft 1311 and is fixedly connected to the first planet carrier 122. The second sun gear 1231 meshes with the plurality of second planet gears 1233. The second ring gear 1232 is formed on the duct wall 111 and is located on the side of the first ring gear 1212 near the duct motor 131. The second ring gear 1232 meshes with the plurality of second planet gears 1233.

[0063] Specifically, the first planetary gear mechanism 121 is located on the side of the first planetary carrier 122 that is relatively close to the fan blade 132 in the axial direction, and the second planetary gear mechanism 123 is located on the side of the first planetary carrier 122 that is relatively close to the ducted motor 131 in the axial direction. Since the second sun gear 1231 is fixedly connected to the first planetary carrier 122, the rotation of the first planetary carrier 122 can drive the second sun gear 1231 to rotate synchronously. Multiple second planetary gears 1233 are arranged at intervals along the circumferential direction of the second sun gear 1231 and mesh with the second sun gear 1231. The second sun gear 1231 can drive multiple second planetary gears 1231 to rotate synchronously. The second planetary gear 1233 rotates, and the second ring gear 1232 is coaxially arranged with the second sun gear 1231 and meshes with the radial outer side of the multiple second planetary gears 1233 (i.e. the side of the second planetary gears 1233 that is radially away from the second sun gear 1231). The second ring gear 1232 can limit the second planetary gears 1233 on the radial outer side of the multiple second planetary gears 1233, so that the multiple second planetary gears 1233 can move along a predetermined trajectory, that is, the multiple second planetary gears 1233 rotate along the first ring gear 1212. At the same time, the second ring gear 1232 can increase the torque of the reduction assembly 120.

[0064] Further reference Figure 4The deceleration assembly 120 also includes a second planetary carrier 124, which is connected to a plurality of second planetary gears 1233. When the plurality of second planetary gears 1233 rotate, they can drive the second planetary carrier 124 to rotate. The second planetary carrier 124 is formed on the ground hub 112. Therefore, when the second planetary carrier 124 rotates, it can drive the ground hub 112 to rotate relative to the duct wall 111, thereby realizing the vehicle driving power mode of the integrated power conversion device 100 for flying cars.

[0065] When the drive power assembly 130 moves axially to cancel the power connection between the first sun gear 1211 and the joint 1312, the power connection between the output shaft 1311 of the duct motor 131 and the reduction assembly 120 is canceled. The duct motor 131 cannot drive the reduction assembly 120 to run, and thus cannot drive the ground hub 112 to rotate relative to the duct wall 111. At this time, the output shaft 1311 of the duct motor 131 only drives the fan blade 132 to rotate, and the rotation speed of the output shaft 1311 of the duct motor 131 is the rotation speed of the fan blade 132, so that the fan blade 132 can rotate at high speed and compress the airflow to generate thrust, realizing the flight power mode of the flying car integrated power conversion device 100.

[0066] Combination Figure 4 and Figure 5 In some embodiments of the present invention, the first planetary gear mechanism 121 is provided with a planetary carrier cover 125 on the side away from the first planetary carrier 122 in the axial direction. The planetary carrier cover 125 is sleeved on the output shaft 1311 and can rotate around the output shaft 1311. The sides of the multiple first planetary gears 1213 away from the first planetary carrier 122 are all connected to the planetary carrier cover 125. The planetary carrier cover 125 can limit the multiple first planetary gears 1213 in the axial direction to ensure the stability of the first planetary gears 1213 in the axial direction.

[0067] It should be noted that the first planetary gear 1213 and the first planetary carrier 122, as well as the first planetary gear 1213 and the planetary carrier cover 125, can be connected by a shaft hole structure. Similarly, the second planetary gear 1233 and the first planetary carrier 122, as well as the second planetary gear 1233 and the second planetary carrier 124, can also be connected by a shaft hole structure.

[0068] For example, the planet carrier cover 125 may have a plurality of spaced through holes, and the side of the first planetary gear 1213 facing the planet carrier cover 125 may have a connecting shaft structure, which can be inserted into the through holes to connect the first planetary gear 1213 to the planet carrier cover 125.

[0069] Multiple fixed shaft structures can be formed on the first planetary carrier 122 at intervals. The axial direction of the fixed shaft structure is parallel to the axial direction of the output shaft 1311. The side of the first planetary gear 1213 opposite to the first planetary carrier 122 can be sleeved on the fixed shaft structure, so that the first planetary gear 1213 can be connected to the first planetary carrier 122.

[0070] Alternatively, a shaft structure can be formed on both the first planetary carrier 122 and the planetary carrier cover 125, and the first planetary gear 1213 can be fitted with the shaft structure on both the first planetary carrier 122 and the planetary carrier cover 125; or a hole structure can be formed on both the first planetary carrier 122 and the planetary carrier cover 125, and the first planetary gear 1213 can be inserted into the hole structure on both the first planetary carrier 122 and the planetary carrier cover 125.

[0071] It is understandable that the relationship between the second planetary gear 1233 and the first planetary carrier 122, as well as between the second planetary gear 1233 and the second planetary carrier 124, can be the same as described above, and will not be elaborated here.

[0072] Combination Figure 4 , Figure 6 and Figure 8 In some embodiments of the present invention, the joint 1312 has a polygonal cross-section in the axial direction of the output shaft 1311, and the first sun gear 1211 is formed with a polygonal engagement hole 12111 that is poweredly connected to the joint 1312.

[0073] Specifically, the first sun gear 1211 is sleeved on the output shaft 1311 through the polygonal engagement hole 12111. When the engagement part 1312 moves into the polygonal engagement hole 12111, the engagement part 1312 engages with the polygonal engagement hole 12111 to realize the power connection between the engagement part 1312 and the first sun gear 1211, so that the output shaft 1311 can drive the first sun gear 1211 to rotate through the engagement part 1312.

[0074] Combination Figures 1 to 4 In some embodiments of the present invention, the ground hub 112 is located at the outer end of the culvert wall 111 in the axial direction, and the ground hub 112 is provided with a flange 1121 that protrudes inward in the radial direction, and the flange 1121 can abut against the outer end of the culvert wall 111 in the axial direction.

[0075] It should be noted that "the outer end in the axial direction" refers to the end of the duct wall 111 that is close to the duct motor 131 in the axial direction, and correspondingly, "the inner end in the axial direction" refers to the end of the duct wall 111 that is far away from the duct motor 131 in the axial direction.

[0076] Specifically, the ground hub 112 is fitted onto the duct wall 111, and a retaining edge 1121 is formed at the end of the ground hub 112 near the duct motor 131 in the axial direction. The retaining edge 1121 protrudes in the radial direction of the ground hub 112 towards the central axis of the ground hub 112. The retaining edge 1121 can be engaged with the end of the duct wall 111 near the duct motor 131 in the axial direction to prevent the ground hub 112 from moving away from the duct motor 131 in the axial direction, thus ensuring the assembly stability of the ground hub 112.

[0077] Combination Figures 1 to 4 In some embodiments of the present invention, the wheel assembly 110 further includes a ground hub fixing member 113, which is disposed on the axial inner side of the ground hub 112 and connected to the ground hub 112; the axial outer end of the culvert wall 111 is provided with a positioning protrusion 1111 that protrudes outward in the radial direction, and the ground hub fixing member 113 is disposed on the inner side of the positioning protrusion 1111 and abuts against the positioning protrusion 1111 to prevent the ground hub 112 from falling out of the culvert wall 111.

[0078] It should be noted that "axial inner side" refers to the side relatively far away from the ducted motor 131, while "axial outer side" refers to the side relatively close to the ducted motor 131.

[0079] Specifically, such as Figure 7 As shown, the positioning protrusion 1111 is spaced apart from the end of the duct wall 111 near the duct motor 131 in the axial direction, further combining... Figure 4 The ground hub 112 is located on the side of the positioning protrusion 1111 that is close to the duct motor 131 in the axial direction. The ground hub fixing member 113 is sleeved on the outer wall surface of the duct wall 111 and is located on the side of the positioning protrusion 1111 that is away from the duct motor 131 in the axial direction. The ground hub fixing member 113 can be engaged with the positioning protrusion 1111 in the axial direction to prevent the ground hub fixing member 113 from moving towards the side close to the duct motor 131 in the axial direction, thereby preventing the ground hub fixing member 113 from detaching from the duct wall 111.

[0080] It should be noted that "outer wall surface" refers to the side wall surface of the ducted motor 131 that is radially away from its central axis.

[0081] Furthermore, the ground hub 112 is connected to the ground hub fixing member 113, thereby preventing the ground hub 112 from moving towards the side closer to the duct motor 131 in the axial direction, so as to prevent the ground hub 112 from detaching from the duct wall 111 and improve the assembly stability of the ground hub 112.

[0082] Therefore, by engaging the ground hub fixing component 113 with the flange 1121 on the ground hub 112, the assembly stability of the ground hub 112 is further improved, preventing the ground hub 112 from detaching from the duct wall 111 when rotating relative to the duct wall 111, and ensuring the assembly reliability between the ground hub 112 and the duct wall 111.

[0083] like Figure 4 As shown, in some embodiments of the present invention, the ground hub fixing member 113 has a recessed insertion groove 1131 that extends axially from the side near the ducted motor 131 to the side away from the ducted motor 131. In the axial direction, the insertion groove 1131 is located radially outside the positioning protrusion 1111. The ground hub 112 has an insertion protrusion 1122 at the end away from the ducted motor 131 in the axial direction. The insertion protrusion 1122 can be inserted into the insertion groove 1131 to connect the ground hub 112 to the ground hub fixing member 113. The insertion method facilitates the positioning and assembly between the ground hub fixing member 113 and the ground hub 112, and also facilitates the disassembly of the ground hub 112.

[0084] like Figure 4 As shown, in some embodiments of the present invention, the wheel assembly 110 further includes an auxiliary hub 114, which is sleeved on the outer wall surface of the culvert wall 111 and is located on the axial inner side of the ground hub 112.

[0085] Specifically, the auxiliary hub 114 is located at the end of the duct wall 111 that is away from the duct motor 131 in the axial direction, and the auxiliary hub 114 and the ground hub 112 are spaced apart in the axial direction. The auxiliary hub 114 serves to support the duct wall 111 to prevent the duct wall 111 from deflecting to one side in the axial direction.

[0086] In addition, a duct lip 1112 is provided at the end of the duct wall 111 away from the duct motor 131 in the axial direction. The duct lip 1112 and the auxiliary hub 114 are spaced apart in the axial direction. The duct lip 1112 is used to guide the airflow generated by the fan and improve the airflow effect. In the axial direction, the projection surface of the auxiliary hub 114 covers the projection surface of the duct lip 1112, that is, the outer diameter of the auxiliary hub 114 is larger than the outer diameter of the duct lip 1112. When the flying car integrated power conversion device 100 is in the vehicle driving power mode, the auxiliary hub 114 can be supported between the duct wall 111 and the ground so that the duct lip 1112 is spaced apart from the ground to prevent the duct lip 1112 from wearing.

[0087] Combination Figure 4 and Figure 7In some embodiments of the present invention, a first limiting protrusion 1113 is provided on the duct wall 111 in the radial direction away from its central axis. The first limiting protrusion 1113 is located at one end of the duct wall 111 in the axial direction away from the duct motor 131. A first limiting groove 1141 is formed on the auxiliary hub 114 in the radial direction away from its central axis. The first limiting protrusion 1113 can be embedded in the first limiting groove 1141 and abut against the groove wall of the first limiting groove 1141 in the axial direction to prevent the auxiliary hub 114 from detaching from the duct wall 111 and to ensure the assembly stability of the auxiliary hub 114.

[0088] Combination Figure 1 , Figure 4 and Figure 8 In some embodiments of the present invention, the power assembly 130 further includes a fan blade cover 133, which is fixedly connected to the fan blade 132.

[0089] Specifically, the fan blade 132 is connected to the output shaft 1311 of the duct motor 131 via the fan blade connecting device 134 and is located inside the duct wall 111. Multiple fan blades 132 are provided, and the multiple fan blades 132 are arranged at intervals in the circumferential direction of the fan blade connecting device 134. The fan blade cover 133 is located at the end of the fan blade 132 away from the duct motor 131 in the axial direction and is connected to the radial inner end of the multiple fan blades 132. The fan blade cover 133 can limit the fan blade 132 in the axial direction to prevent the fan blade 132 from flying out of the duct wall 111 during rotation, thereby improving the connection reliability of the fan blade 132.

[0090] Combination Figures 1 to 4 In some embodiments of the present invention, the telescopic shifting assembly 140 includes: a duct clamp 141, which is fixedly connected to the duct wall 111; and a motor frame 142, which is connected to the duct motor 131, and the position of the motor frame 142 relative to the duct clamp 141 is adjustable in the axial direction of the duct motor 131.

[0091] Specifically, the duct clamp 141 is fixed to the outer wall of the duct wall 111 and is located between the auxiliary hub 114 and the ground hub 112 in the axial direction. The duct clamp 141 is used to fix the duct wall 111 to the frame. The motor frame 142 is used to support the duct motor 131, and the motor frame 142 can move relative to the duct clamp 141 in the axial direction to adjust the position between the motor frame 142 and the duct clamp 141. Since the motor frame 142 is connected to the duct motor 131, the position of the duct motor 131 in the axial direction can be adjusted by moving the motor frame 142 relative to the duct clamp 141, thereby adjusting the position of the joint 1312 in the axial direction so that the joint 1312 can be selectively connected to the reduction assembly 120.

[0092] When the drive motor frame 142 moves axially toward the duct wall 111, the joint 1312 can be poweredly connected to the first sun gear 1211, so that the duct motor 131 drives the ground hub 112 to rotate through the reduction assembly 120; when the drive motor frame 142 moves axially away from the duct wall 111, the joint 1312 disengages from the first sun gear 1211, and at this time the duct motor 131 only drives the fan blade 132 to rotate.

[0093] Reference Figure 4 In some embodiments of the present invention, a second limiting protrusion 1114 is formed on the outer wall surface of the duct wall 111. The second limiting protrusion 1114 is located between the positioning protrusion 1111 and the first limiting protrusion 1113 in the axial direction, and the second limiting protrusion 1114 protrudes radially away from the central axis of the duct wall 111. A second limiting groove 1416 is formed on the duct clamp 141, which is recessed radially away from the duct wall 111. The second limiting protrusion 1114 can be embedded in the second limiting groove 1416 and abut against the groove wall of the second limiting groove 1416 in the axial direction to prevent the duct clamp 141 from detaching from the duct wall 111 and ensure the assembly reliability of the duct clamp 141.

[0094] In addition, the positioning protrusion 1111, the first limiting protrusion 1113, and the second limiting protrusion 1114 can also improve the structural strength of the culvert wall 111.

[0095] Combination Figures 1 to 3 In some embodiments of the present invention, the duct clamp 141 includes an upper duct clamp 1411 and a lower duct clamp 1412, which are engaged and fixed on the outer wall surface of the duct wall 111.

[0096] Specifically, both the upper duct clamp 1411 and the lower duct clamp 1412 are constructed in an arc shape, and the upper duct clamp 1411 and the lower duct clamp 1412 are engaged and fixedly connected on the radial outer side of the duct wall 111, so as to facilitate the assembly of the duct clamp 141 onto the duct wall 111, effectively improving the assembly convenience of the duct clamp 141.

[0097] Combination Figures 1 to 3 In some embodiments of the present invention, the telescopic shifting assembly 140 further includes a motor frame shifting pin 143, the duct clamp 141 is provided with a duct clamp insertion part 1413, the motor frame 142 is provided with a motor pin seat 1421, and the duct clamp insertion part 1413 and the motor pin seat 1421 are inserted and engaged in a first direction.

[0098] Specifically, the duct clamp insertion part 1413 can be formed on the upper duct clamp 1411 and extend in the first direction toward the motor frame 142. The motor frame 142 has a motor pin seat 1421 formed at a position directly opposite to the duct clamp insertion part 1413 in the first direction. The motor pin seat 1421 has a hole structure that extends through in the first direction. The duct clamp insertion part 1413 can be inserted into the hole structure, so that the duct clamp insertion part 1413 and the motor pin seat 1421 can be inserted and engaged in the first direction, which facilitates the positioning of the motor frame 142 and the duct clamp 141.

[0099] The duct clamp insertion part 1413 forms a first pin hole (not shown) and a second pin hole (not shown) spaced apart along a first direction. The motor pin seat 1421 forms a first mating pin hole 1422. The motor frame shift pin 143 can pass through one of the first pin hole and the second pin hole and the first mating pin hole 1422.

[0100] It should be noted that the extension direction of the first pin hole, the second pin hole, and the first mating pin hole 1422 is perpendicular to the first direction.

[0101] Specifically, by moving the motor frame 142 relative to the duct clamp 141 in a first direction, the first mating pin hole 1422 can be selectively aligned with one of the first pin hole or the second pin hole. After the position of the motor frame 142 relative to the duct clamp 141 is adjusted, the motor frame shift pin 143 can pass through the first pin hole and the second pin hole that is aligned with the first mating pin hole 1422 and further pass through the first mating pin hole 1422 to position and connect the duct clamp insertion part 1413 with the motor pin seat 1421, thereby connecting the duct clamp 141 with the motor frame 142, and thus achieving a fixed connection between the duct motor 131 and the duct, preventing the duct motor 131 from disengaging during the operation of the integrated power conversion device 100 for the flying car.

[0102] Combination Figures 1 to 3 In some embodiments of the present invention, the telescopic shifting assembly 140 further includes a duct clamp shifting pin 144, the duct clamp 141 is provided with a duct pin seat 1414, the motor frame 142 is provided with a motor plug-in portion 1423, and the motor plug-in portion 1423 and the duct pin seat 1414 are plugged into each other along a first direction.

[0103] Specifically, the duct pin seat 1414 is located at the position where the upper duct clamp 1411 and the lower duct clamp 1412 are engaged. A portion of the duct pin seat 1414 is formed on the upper duct clamp 1411, and another portion is formed on the lower duct clamp 1412. When the upper duct clamp 1411 and the lower duct clamp 1412 are engaged, the two portions of the duct pin seat 1414 are engaged and define a through hole structure that extends along the first direction. The motor frame 142 is provided with a motor insertion part 1423 at a position directly opposite the duct pin seat 1414 in the first direction. The motor insertion part 1423 can be inserted into the through hole structure, so that the motor insertion part 1423 and the duct pin seat 1414 can be engaged along the first direction, which facilitates the positioning of the motor frame 142 and the duct clamp 141.

[0104] The motor connector 1423 has a third pin hole 1424 and a fourth pin hole 1425 spaced apart along the first direction. The duct pin seat 1414 has a second mating pin hole 1415. The duct clamp shift pin 144 can pass through one of the third pin hole 1424 and the fourth pin hole 1425 and the second mating pin hole 1415.

[0105] It should be noted that the extension directions of the third pin hole 1424, the fourth pin hole 1425 and the second mating pin hole 1415 are perpendicular to the first direction, and the extension directions of the third pin hole 1424, the fourth pin hole 1425 and the second mating pin hole 1415 are perpendicular to the extension directions of the first pin hole, the second pin hole and the first mating pin hole 1422.

[0106] Specifically, by moving the motor frame 142 relative to the duct clamp 141 in the first direction, the second mating pin hole 1415 can be selectively aligned with one of the third pin hole 1424 and the fourth pin hole 1425. After the position of the motor frame 142 relative to the duct clamp 141 is adjusted, the duct clamp shift pin 144 can pass through the third pin hole 1424 and the fourth pin hole 1425 that is aligned with the second mating pin hole 1415 and further pass through the second mating pin hole 1415 to position and connect the motor plug part 1423 with the duct plug seat 1414, thereby connecting the duct clamp 141 with the motor frame 142, and thus achieving a fixed connection between the duct motor 131 and the duct, preventing the duct motor 131 from disengaging during the operation of the integrated power conversion device 100 for the flying car.

[0107] Optionally, combined Figure 3 and Figure 4A third pin hole 1424 and a fourth pin hole 1425 can be defined as a set. Two sets can be formed on the motor plug part 1423. Correspondingly, at least two second mating pin holes 1415 can be formed on the duct pin seat 1414. The two second mating pin holes 1415 are respectively opposite to a set of third pin holes 1424 and fourth pin holes 1425. Two duct clamp shift pins 144 can be provided. One of the two duct clamp shift pins 144 passes through the third pin hole 1424 and the second mating pin hole 1415 opposite to the third pin hole 1424. The other of the two duct clamp shift pins 144 passes through the fourth pin hole 1425 and the second mating pin hole 1415 opposite to the fourth pin hole 1425, so as to improve the connection reliability between the motor frame 142 and the duct clamp 141.

[0108] In some embodiments of the present invention, the first direction is parallel to the axial direction of the ducted motor 131.

[0109] Specifically, by engaging the duct clamp insertion part 1413 with the motor pin seat 1421 in an axial direction parallel to the duct motor 131, and engaging the motor insertion part 1423 with the duct pin seat 1414 in an axial direction parallel to the duct motor 131, it is convenient to adjust the axial position of the power assembly 130 relative to the wheel assembly 110, and at the same time, it is convenient to position and connect the motor frame 142 with the duct clamp 141.

[0110] It should be noted that the "axial direction" mentioned in this application can be understood as the axial direction of the ducted motor 131 or the direction parallel to the axial direction of the ducted motor 131.

[0111] The flying car according to the present invention includes the aforementioned integrated power conversion device 100 for flying cars.

[0112] The integrated power conversion device 100 of the flying car is rotatably connected to the frame. The servo motor on the flying car can drive the integrated power conversion device 100 to rotate relative to the frame. When the flying car is in flight, the fan blade 132 in the integrated power conversion device 100 is opposite to the ground, that is, the rotation center line of the fan blade 132 and the rotation center line of the ground hub 112 are perpendicular to the ground. When the flying car is in driving mode, the ground hub 112 in the integrated power conversion device 100 is in contact with the ground, and the rotation center line of the ground hub 112 is parallel to the ground.

[0113] Because the flying car is equipped with the aforementioned integrated power conversion device 100, a joint 1312 is provided on the output shaft 1311 of the ducted motor 131, and the axial position of the power component 130 relative to the wheel component 110 is adjusted by a telescopic gear shifting assembly 140. This allows the joint 1312 to selectively connect with the reduction assembly 120. When the joint 1312 is connected with the reduction assembly 120, the integrated power conversion device 100 is in vehicle driving power mode. When the joint 1312 is disconnected from the reduction assembly 120, the integrated power conversion device 100 is in flight power mode. That is, by adjusting the axial position of the power component 130, the integrated power conversion device 100 can switch between vehicle driving power mode and flight power mode. This facilitates switching the working mode of the integrated power conversion device 100 without the need for two power systems, effectively simplifying the structure of the flying car, and contributing to the lightweight design of the flying car. It also reduces the difficulty and cost of production and assembly of the flying car.

[0114] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. 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.

[0115] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A flying car integrated power conversion device, characterized in that, include: A wheel assembly (110) includes a duct wall (111), a ground hub (112), and an auxiliary hub (114). The ground hub (112) is disposed on the duct wall (111) and can rotate relative to the duct wall (111) around the central axis of the ground hub (112). The auxiliary hub (114) is sleeved on the outer wall surface of the duct wall (111) and is disposed on the axial inner side of the ground hub (112). A deceleration assembly (120) is provided on the culvert wall (111) and the ground hub (112); The power assembly (130) includes a ducted motor (131) and a fan blade (132). The output shaft (1311) of the ducted motor (131) is connected to the fan blade (132), and the output shaft (1311) is provided with a joint (1312). The joint (1312) can be engaged with the reduction assembly (120) and power the ducted motor (131) and the reduction assembly (120). The duct wall (111) is provided with a duct lip (1112) at one end away from the ducted motor (131) in the axial direction. The outer diameter of the auxiliary hub (114) is larger than the outer diameter of the duct lip (1112). Telescopic shifting assembly (140) is connected to the duct wall (111) and the duct motor (131) respectively, and is used to adjust the axial position of the power assembly (130) relative to the wheel assembly (110) so as to selectively power the joint (1312) to the deceleration assembly (120).

2. The integrated power conversion device for flying cars according to claim 1, characterized in that, The deceleration assembly (120) includes: The first planetary gear mechanism (121) includes a first sun gear (1211), a first ring gear (1212), and a plurality of first planet gears (1213). The first sun gear (1211) is sleeved on the output shaft (1311) and can be poweredly connected to the joint (1312). The first planet gears (1213) mesh with the first sun gear (1211). The first ring gear (1212) is formed on the duct wall (111) and located inside the duct wall (111). The first ring gear (1212) meshes with the first planet gears (1213). A first planetary carrier (122) is connected to a plurality of first planetary gears (1213); The second planetary gear mechanism (123) includes a second sun gear (1231), a second ring gear (1232), and a plurality of second planet gears (1233). The second sun gear (1231) is loosely fitted on the output shaft (1311) and fixedly connected to the first planet carrier (122). The second sun gear (1231) meshes with the plurality of second planet gears (1233). The second ring gear (1232) is formed on the duct wall (111) and is located on the side of the first ring gear (1212) close to the duct motor (131). The second ring gear (1232) meshes with the plurality of second planet gears (1233). The second planetary carrier (124) is connected to a plurality of second planetary gears (1233) and is formed on the ground hub (112).

3. The integrated power conversion device for flying cars according to claim 2, characterized in that, The joint (1312) has a polygonal cross-section in the axial direction of the output shaft (1311), and the first sun gear (1211) has a polygonal engagement hole (12111) that is poweredly connected to the joint (1312).

4. The integrated power conversion device for flying cars according to claim 1, characterized in that, The ground hub (112) is located at the outer end of the culvert wall (111) in the axial direction, and the ground hub (112) is provided with a flange (1121) that protrudes inward in the radial direction. The flange (1121) can abut against the outer end of the culvert wall (111) in the axial direction.

5. The integrated power conversion device for flying cars according to claim 4, characterized in that, The wheel assembly (110) also includes a ground hub fixing member (113), which is located on the axial inner side of the ground hub (112) and connected to the ground hub (112). The outer axial end of the culvert wall (111) is provided with a positioning protrusion (1111) that protrudes outward in the radial direction. The ground hub fixing member (113) is located inside the positioning protrusion (1111) and abuts against the positioning protrusion (1111) to prevent the ground hub (112) from coming off the culvert wall (111).

6. The integrated power conversion device for flying cars according to claim 1, characterized in that, The power assembly (130) also includes a blade cover (133), which is fixedly connected to the blade (132).

7. The integrated power conversion device for flying cars according to claim 1, characterized in that, The telescopic shifting assembly (140) includes: A duct clamp (141) is fixedly connected to the duct wall (111); A motor frame (142) is connected to the ducted motor (131), and the position of the motor frame (142) relative to the duct clamp (141) is adjustable in the axial direction of the ducted motor (131).

8. The integrated power conversion device for flying cars according to claim 7, characterized in that, The culvert clamp (141) includes an upper culvert clamp (1411) and a lower culvert clamp (1412), which are fastened together and fixed to the outer wall surface of the culvert wall (111).

9. The integrated power conversion device for flying cars according to claim 7, characterized in that, The telescopic shifting assembly (140) also includes a motor frame shifting pin (143), the duct clamp (141) is provided with a duct clamp insertion part (1413), the motor frame (142) is provided with a motor pin seat (1421), and the duct clamp insertion part (1413) and the motor pin seat (1421) are inserted and engaged in a first direction; The duct clamp insertion part (1413) forms a first pin hole and a second pin hole spaced apart along the first direction, the motor pin seat (1421) forms a first mating pin hole (1422), and the motor frame shift pin (143) can be inserted into one of the first pin hole and the second pin hole and the first mating pin hole (1422).

10. The integrated power conversion device for flying cars according to claim 7, characterized in that, The telescopic shifting assembly (140) also includes a duct clamp shifting pin (144), the duct clamp (141) is provided with a duct pin seat (1414), the motor frame (142) is provided with a motor plug-in part (1423), and the motor plug-in part (1423) and the duct pin seat (1414) are plugged into each other in a first direction; The motor connector (1423) has a third pin hole (1424) and a fourth pin hole (1425) spaced apart along the first direction. The duct pin seat (1414) has a second mating pin hole (1415). The duct clamp shift pin (144) can pass through one of the third pin hole (1424) and the fourth pin hole (1425) and the second mating pin hole (1415).

11. The integrated power conversion device for flying cars according to claim 9 or 10, characterized in that, The first direction is parallel to the axial direction of the ducted motor (131).

12. A flying car, characterized in that, Includes the integrated power conversion device for flying cars according to any one of claims 1-11.

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