Electric engine, electric propulsion device and aircraft

Abstract

The embodiment of the invention provides an electric engine, an electric propulsion device and an aircraft, and relates to the technical field of aircrafts. The electric engine comprises a stator, a rotor and a conductive assembly. The rotor rotatably sleeves the outer side of the stator, and the rotor is configured to be connected with a propeller hub of the electric propulsion device; a rotating shaft is connected to the rotor and rotationally connected to the inner side of the stator, and the rotor and the stator are arranged in an insulated mode. The conductive assembly is located on the inner side of the stator, electrically connected with the rotating shaft and used for guiding current transmitted to the rotating shaft from the propeller hub to the outside of the electric engine. The conductive assembly is arranged on the inner side of the stator and is directly and conductively connected with the rotating shaft, so that a special low-impedance path is formed. And random discharge of current between the rotor and the stator is avoided, so that core parts of the electric engine are protected from being damaged, and the lightning protection and antistatic protection effects are remarkably improved.

Description

Technical Field

[0001] The present application relates to aircraft technology, and in particular to an electric engine, an electric propulsion device, and an aircraft. Background Art

[0002] An electric vertical take-off and landing (eVTOL) aircraft uses electricity as its power source and has vertical take-off and landing capabilities. It has the characteristics of vertical take-off and landing, intelligent operation, low noise, low emissions, easy maintenance, and high safety. The electric propulsion system is a system that provides lift or thrust for the electric vertical take-off and landing aircraft (hereinafter referred to as the aircraft), including an electric engine, a propeller, etc. The propeller includes blades and a hub, and the electric engine drives the blades to rotate through the hub. During flight, the aircraft is susceptible to being struck by lightning or static electricity generated by friction between the aircraft blades and the air. The above-mentioned lightning and static electricity will affect the stability of the electric engine. In related technologies, carbon brushes or slip rings are set between the rotor and stator of the electric engine to guide the current of lightning or static electricity.

[0003] However, the above-mentioned lightning and static electricity protection methods are prone to affect electric motors, require frequent maintenance, and have poor protection effects. Summary of the Invention

[0004] In view of this, the present application provides an electric engine, an electric propulsion device, and an aircraft, which can reasonably guide the current generated by lightning or static electricity on the electric engine and improve the protection effect of the electric engine.

[0005] To achieve the above objectives, the present application provides an electric engine, an electric propulsion device, and an aircraft, which adopt the following technical solutions:

[0006] In a first aspect, the present application provides an electric engine, comprising:

[0007] stator;

[0008] a rotor rotatably sleeved on an outer side of the stator; the rotor being configured to be connected to a hub of an electric propulsion device; the rotor being connected to a rotating shaft rotatably connected to an inner side of the stator, with the rotor and the stator being insulated;

[0009] A conductive component is located on the inner side of the stator and is conductively connected to the rotating shaft. The conductive component is used to guide the current transmitted from the hub to the rotating shaft to the outside of the electric motor.

[0010] In one possible implementation, the electric motor provided in the present application, the conductive component includes a first conductive component and a second conductive component, the first conductive component is rotatably connected to the rotating shaft, and the second conductive component extends to the outside of the electric motor.

[0011] In a possible implementation, the electric motor provided by the present application, the first conductive component includes an annular conductive rail, a conductive rolling element, and a first conductive ear;

[0012] Along the extension direction of the rotation centerline of the rotor, the conductive rail is arranged opposite to the rotating shaft, and the conductive rolling element is rotatably arranged between the conductive rail and the rotating shaft and is in rolling contact with the conductive rail and the rotating shaft respectively; the conductive rail is arranged on the stator bracket of the stator and is insulated from the stator bracket;

[0013] The first conductive ear is conductively connected to the conductive rail or is integrally provided therewith, and is conductively connected to the second conductive component;

[0014] The ring center of the conductive rail coincides with the rotation center line of the rotor.

[0015] In one possible implementation, the electric motor provided by the present application, the first conductive assembly further includes a guide rail seat and an elastic member, the guide rail seat being insulated from the stator bracket, the conductive rail being slidably connected to the guide rail seat, and the conductive rail sliding relative to the guide rail seat along an extension direction of the rotation centerline of the rotor;

[0016] The elastic member is arranged between the conductive rail and the stator bracket, and is used to apply elastic force to the conductive rail so that the conductive rail has a tendency to move along the rotation center line of the rotor toward the rotation shaft.

[0017] In a possible implementation, in the electric motor provided by the present application, conductive grease is coated between the conductive rolling element and the conductive rail, and / or conductive grease is coated between the conductive rolling element and the rotating shaft.

[0018] In a possible implementation, the electric motor provided by the present application, the second conductive component includes a conductive wire, a second conductive ear, and an electromagnetic shielding sleeve;

[0019] One end of the conductive wire is located on the inner side of the stator and is connected to the second conductive ear, and the second conductive ear is connected to the first conductive ear;

[0020] The other end of the conductive wire extends to the outside of the electric motor, and the electromagnetic shielding sleeve is arranged on the outside of the conductive wire. The electromagnetic shielding sleeve and the conductive wire are insulated.

[0021] In a possible implementation, the electric motor provided by the present application is configured such that the first conductive ear and the second conductive ear are overlapped and connected along an extension direction of a rotation centerline of the rotor;

[0022] Alternatively, the first conductive ear and the second conductive ear are overlapped and connected along a direction perpendicular to the rotation center line of the rotor.

[0023] In a possible implementation, the electric motor provided by the present application, the first conductive component further includes a guide rail seat and an elastic member, the guide rail seat including a seat body and a connecting section connected to each other;

[0024] Along the extension direction of the rotation center line of the rotor, the connecting section is connected to the base body, the conductive rail is slidably connected to the connecting section, and the elastic member is arranged between the conductive rail and the base body;

[0025] The first conductive ear is conductively connected to or integrally formed with the conductive rail on a side close to the base; the base is provided with a base through-hole, and the second conductive component connected to the second conductive ear passes through the base through-hole.

[0026] In one possible implementation, the electric engine provided in the present application further includes a motor controller and a motor rear cover, wherein the motor rear cover is connected to the stator bracket of the stator, and the motor controller is disposed in a space formed by the stator bracket and the motor rear cover;

[0027] The motor controller includes a controller mounting plate, the controller mounting plate is provided with a controller through-hole, the conductive component passes through the controller through-hole and is led to the outside of the electric motor;

[0028] And / or, the motor rear cover has a motor rear cover through-hole, and the conductive component passes through the motor rear cover through-hole and is led to the outside of the electric motor.

[0029] In one possible implementation, the electric motor provided by the present application, the motor controller includes a first type of electronic component and a second type of electronic component, and the electromagnetic sensitivity of the first type of electronic component is higher than the electromagnetic sensitivity of the second type of electronic component;

[0030] The distance between the first type of electronic component and the controller through-hole is greater than the distance between the second type of electronic component and the controller through-hole.

[0031] In one possible implementation, the electric motor provided in the present application is provided with a bearing between the rotating shaft and the stator, the bearing including a bearing inner ring, a bearing outer ring, and a bearing rolling element rotatably arranged between the bearing inner ring and the bearing outer ring, the bearing inner ring is connected to the rotating shaft, and the bearing outer ring is connected to the stator.

[0032] In a possible implementation, the electric motor provided by the present application, the rotor is rotatably sleeved on the outer side of the stator and forms a rotation gap, and is insulated at the rotation gap;

[0033] And / or, an insulating layer is provided at the connection between the rotating shaft and the inner ring of the bearing;

[0034] And / or, the bearing rolling element is an insulating element; and / or, an insulating layer is provided at the connection between the bearing outer ring and the stator.

[0035] In a second aspect, the present application provides an electric propulsion device, comprising:

[0036] paddle blades;

[0037] a propeller hub, electrically connected to the propeller blade;

[0038] As in the electric motor described above, the hub is connected to the rotor of the electric motor.

[0039] In a possible implementation, the electric propulsion device provided in the present application further includes a pitch-changing mechanism, wherein the pitch-changing mechanism is connected to the root of the blade and the hub;

[0040] The connection between the pitch-changing mechanism and the propeller root, and the connection between the pitch-changing mechanism and the propeller hub are both insulated.

[0041] In a third aspect, the present application provides an aircraft, comprising:

[0042] The body; the outer surface of the body is covered with a skin, and the skin is a conductive member;

[0043] The electric motor mentioned above,

[0044] or, the electric propulsion device as described above;

[0045] Wherein, the conductive component of the electric motor is conductively connected to the skin.

[0046] The present application provides an electric engine, an electric propulsion device, and an aircraft, wherein the electric engine includes a stator, a rotor, and a conductive component; the rotor is rotatably sleeved on the outside of the stator, and the rotor is configured to be connected to the hub of the electric propulsion device; a rotating shaft is connected to the rotor, and the rotating shaft is rotatably connected to the inside of the stator, and the rotor and the stator are insulated; the conductive component is located on the inside of the stator and is conductively connected to the rotating shaft, and the conductive component is used to lead the current transmitted from the hub to the rotating shaft to the outside of the electric engine. By arranging the conductive component on the inside of the stator, directly conductively connected to the rotating shaft, and leading the current to the outside of the electric engine, a dedicated low-impedance path is formed, blocking the risk of current directly penetrating the stator. At the same time, the rotor and the stator are insulated to block the risk of current directly penetrating the stator. The above-mentioned arrangement can efficiently guide the current generated by lightning or static electricity, avoid random discharge of current between the rotor and the stator, thereby protecting the core components of the electric engine from damage and significantly improving the protection effect of lightning protection and anti-static.

[0047] In addition to the technical problems solved by the embodiments of the present application described above, the technical features that constitute the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions, other technical problems that can be solved by the technical solutions provided by the present application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation methods described here are only used to illustrate and explain the present application, and the present application is not limited to the specific implementation methods described below.

[0049] Figure 1 A schematic diagram of an aircraft provided in an embodiment of the present application;

[0050] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of the present application;

[0051] Figure 3 A schematic diagram of an electric propulsion device provided in another embodiment of the present application;

[0052] Figure 4 A schematic diagram of a portion of the internal structure of an electric engine provided in an embodiment of the present application;

[0053] Figure 5 for Figure 4 Schematic diagram of the enlarged structure of part A;

[0054] Figure 6 A schematic diagram of a portion of the structure of the first conductive component and the second conductive component provided in an embodiment of the present application;

[0055] Figure 7 A schematic diagram of a portion of the internal structure of an electric engine provided in another embodiment of the present application;

[0056] Figure 8 for Figure 7 Schematic diagram of the enlarged structure of part B;

[0057] Figure 9 A schematic structural diagram of a guide rail base and a portion of a conductive component provided in another embodiment of the present application;

[0058] Figure 10 A schematic diagram of the structure of the motor controller provided in an embodiment of the present application.

[0059] Description of reference numerals:

[0060] 11. Airframe; 12. Wing; 13. Tail; 14. Arm; 15. Nacelle; 20. Electric propulsion device; 20a. Fixed electric propulsion device; 20b. Tilting electric propulsion device; 22. Propeller; 100. Electric motor; 101. Stator; 1011. Stator bracket; 110. Motor rear cover; 1101. Motor rear cover through-hole; 102. Rotor; 1021. Rotating shaft; 103. Conductive component; 1031. First conductive component; 1031a. Conductive rail; 1031b. Conductive rolling element; 1031c. First conductive ear; 1031d. Guide rail seat; 1 031e, elastic part; 1032, second conductive component; 1032a, conductive wire; 1032b, second conductive ear; 1032c, electromagnetic shielding sleeve; 1131, seat; 1131a, seat through-hole; 1231, connecting section; 104, bearing; 1041, bearing inner ring; 1042, bearing outer ring; 1043, bearing rolling element; 105, motor controller; 1051, controller through-hole; 1052, first type electronic component; 1053, second type electronic component; 200, blade; 300, hub; 400, pitch change mechanism; 500, skin.

[0061] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below in conjunction with the drawings in the preferred embodiments of the present application. In the drawings, the same or similar reference numerals throughout represent the same or similar parts or parts with the same or similar functions. The described embodiments are part of the embodiments of the present application, not all of the embodiments. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain the present application, and should not be understood as limitations on the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of the present application are described in detail below in conjunction with the drawings.

[0063] In the description of the embodiments of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to a fixed connection, an indirect connection via an intermediate medium, internal communication between two components, or an interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0064] In the description of the embodiments of the present application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0065] In the description of the embodiments of the present application, “plurality” means two or more, unless otherwise precisely and specifically specified.

[0066] The terms "first", "second", "third", "fourth", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0067] In addition, the terms "comprises" and "having" and any variations thereof are intended to cover a non-exclusive inclusion. For example, a process, method, system, product or apparatus that includes a series of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, product or apparatus.

[0068] An electric vertical take-off and landing (eVTOL) aircraft uses electricity as its power source and is capable of vertical take-off and landing. It features vertical take-off and landing, intelligent operation, low noise, low emissions, easy maintenance, and high safety. An electric propulsion system, consisting of an electric engine, propeller, and accessories, provides lift or thrust for powered aircraft. Electric engines have traditionally been used primarily in ground-based industrial products, such as new energy vehicles. Compared to ground-based products, the electric engines in eVTOLs must not only meet power requirements but also meet the requirements for safe flight in various environments.

[0069] Aircraft are susceptible to lightning strikes and static electricity generated by friction between the blades and the air during flight. These lightning and static electricity can affect the stability of electric motors. Because lightning is an uncontrollable natural phenomenon and often exhibits high voltage and high current characteristics, a lightning strike can cause structural damage, destruction, equipment failure, or degradation, resulting in severe consequences for the aircraft. Lightning protection is a crucial measure for aircraft to protect against lightning strikes.

[0070] Because some lightning is difficult to predict, whether it is an aircraft flying only in an environment where no thunderstorms are expected or for an aircraft flying in all weather conditions, the aircraft's protection against lightning must be considered. For aircraft flying in all weather conditions, the impact of lightning must be considered even more.

[0071] Compared to traditional propeller aircraft, eVTOLs using electric propulsion systems are more susceptible to lightning damage or destruction after being struck by lightning because they rely on electronic and electrical components. This is especially true for electric propulsion systems where the electric motor directly drives the propeller. The electric motor is the only path for lightning current to flow through the propeller. As a core unit, the electric propulsion system, if not lightning-protected, may directly fail under high voltage and high current. This can even cause high voltage and high current to form a channel within the aircraft, leading to temporary or permanent failure of more electrical equipment and structural failure, resulting in catastrophic consequences if the aircraft is struck by lightning.

[0072] Due to the limited structural space of eVTOL aircraft, the electromagnetic environment faced by electronic equipment when struck by lightning may be even harsher. As the primary power output component, the electric propulsion motors (EPMs) may become a necessary conduit for lightning currents attached to the blades, creating an extremely harsh lightning electromagnetic environment. The consequences of an EPM failure are unacceptable and directly impact the safety of the aircraft. Therefore, the EPMs, which carry the lightning currents, must be able to withstand the harsh electromagnetic environment of lightning and must be lightning-protected.

[0073] The blades produce friction with the air during flight, and friction is one of the main reasons for static electricity deposition on the fuselage and blades. If an effective electrostatic conduction and discharge channel is not built for the propeller blades and the static electricity on the blades cannot be discharged in time, the charge density at the tip will be the highest as the propeller rotates. When the voltage on the blade reaches a certain level due to static electricity deposition, electric spark discharge will occur at the blade tip or in the small gap between the hub and the motor. The generated electromagnetic pulse may interfere with airborne communications, navigation and control systems; or because the motor bearings are electrically isolated from the motor stator and rotor, the potential difference between the blades and the motor rotor and the motor stator is transmitted to the electric propulsion motor stator through the electric propulsion motor bearings. Over time, this may cause electrical corrosion to the electric propulsion motor bearings; at the same time, because the blades fail to build an effective conduction path with the fuselage, when the potential difference between the blades and the fuselage is large due to static electricity deposition, the accumulated charge on the blades will reduce the breakdown voltage between the aircraft and the surrounding air, attracting lightning strikes. The propeller blade tips, due to their large curvature and high charge density, may become the preferred channel for lightning strikes, increasing the probability of lightning attaching to the blades, and thus increasing the probability of the motor taking on the lightning current flow path.

[0074] Therefore, a reliable low-impedance channel must be built to discharge the static electricity deposited on the propeller blades in the electric propulsion device to protect the electric propulsion electric engine.

[0075] Currently, related technologies use carbon brushes or slip rings between the rotor and stator of an electric motor to guide currents from lightning or static electricity. Carbon brushes are suitable for low linear speeds, large space, easy maintenance, and convenient collection of brush wear powder. High-current conductive slip rings are also suitable for lower speeds. However, the motors in electric propulsion systems rotate at high speeds, have limited space, and carbon brush wear powder has a significant impact on the motor, requiring frequent maintenance and disposal of the wear powder.

[0076] In addition, some inner rotor motors rely on the front end bearing to conduct lightning or static electricity current, so that the plasma channel formed by high-voltage breakdown between the motor rotor and the mounting bearing can conduct the lightning or static electricity current. The lightning current can be conducted away by overlapping with the low-impedance path on the motor housing. The motor housing can form a Faraday cage to protect the interior of the motor from damage.

[0077] For external rotor motors, the electromagnetic field environment inside the motor is complex and harsh. Furthermore, the temperature of the plasma channel, which conducts lightning, is high. Arc heat and high currents in the uncertain lightning channel between small gaps can demagnetize the magnets. Due to manufacturing and other factors, the lightning conduction path is also uncertain, posing a greater challenge to external rotor motor protection. Therefore, currently used methods are not suitable for lightning and electrostatic protection of external rotor motors in direct-drive propellers.

[0078] For aviation-grade mechatronic electric engines, which contain both high-voltage and low-voltage components, and whose operating conditions and environments are exposed to lightning strikes and static electricity accumulation, how to solve the problems of high voltage and high current caused by lightning and static electricity deposition breaking through the motor, resulting in motor structural failure, or even temporary or permanent failure and structural failure of more electrical equipment, avoid the interference of lightning current on the low-voltage components inside the electric engine, and the interference of charge accumulation on communication, navigation and control systems, ensure all-weather flight safety, and avoid catastrophic accidents caused by lightning, are the technical problems to be solved by this application.

[0079] Specifically, for the lightning and electrostatic protection of the outer rotor motor direct-drive propeller electric propulsion system for all-weather flight, the lack of lightning protection or improper lightning protection may cause the motor structure to fail directly under the high voltage and high current of lightning; it may also cause the high voltage to break through the small gap in the motor during the flow of lightning current to form a plasma discharge channel, thereby generating arc heat or Joule heat, causing the magnets in the motor to demagnetize and the windings to burn out, causing the electric propulsion system to fail; it may even cause high voltage and high current to enter the internal cross-linking system from the motor end to form a channel, causing temporary or permanent failure of more electrical equipment and structural failure. If an effective electrostatic conduction and discharge channel is not built for the propeller blades through the direct-drive electric propulsion electric engine, the static electricity on the blades cannot be discharged in time. The accumulated charge causes the voltage of the blades and the rotor end connected to the motor to increase. The high voltage may cause the tip of the blade to discharge, and the electromagnetic pulse generated by the discharge may interfere with the airborne communication, navigation and control system; due to the potential difference between the blades and the fuselage, the discharge in small gaps such as the motor bearings under the high potential difference will cause electrocorrosion to the electric propulsion electric engine bearings, affecting the service life of the bearings; and the accumulation of static electricity on the blades will affect the breakdown voltage of the aircraft and the surrounding air, which may become a priority channel for lightning strikes, increasing the probability of lightning attaching to the blades.

[0080] Based on the above technical problems, the embodiments of the present application provide an electric engine, an electric propulsion device and an aircraft. In this technical solution, the rotor is rotatably sleeved on the outside of the stator, and the rotor is configured to be connected to the hub of the electric propulsion device; a rotating shaft is connected to the rotor, and the rotating shaft is rotatably connected to the inside of the stator, and the rotor and the stator are insulated; the conductive component is located on the inside of the stator and is conductively connected to the rotating shaft. The conductive component is used to lead the current transmitted from the hub to the rotating shaft to the outside of the electric engine. By arranging the conductive component on the inside of the stator, directly conductively connected to the rotating shaft, and leading the current to the outside of the electric engine, a dedicated low-impedance path is formed, blocking the risk of current directly penetrating the stator. At the same time, the rotor and the stator are insulated to block the risk of current directly penetrating the stator. The above-mentioned setting method can effectively guide the current generated by lightning or static electricity, avoid random discharge of current between the rotor and the stator, thereby protecting the core components of the electric engine from damage and significantly improving the protection effect of lightning protection and anti-static.

[0081] Under this planned lightning and static electricity path, lightning and static electricity flow only along this path. This prevents lightning from randomly entering the electric motor, potentially degrading performance or even causing outright failure. It also prevents lightning static electricity from directly entering the motor through the power and signal lines at the motor end, potentially threatening the safety of more power-supply electrical equipment. Lightning static electricity current does not flow through the stator, and the electromagnetic field generated by the lightning static electricity flow does not affect the motor windings. The low-impedance path and insulation treatment of small gaps minimize the possibility of breakdown conduction through small gaps.

[0082] The above-mentioned setting method can effectively channel the current generated by lightning or static electricity, preventing the random discharge of current between the rotor and stator, thereby protecting the core components of the electric engine from damage and significantly improving the protection effect against lightning strikes and anti-static electricity.

[0083] It should be noted that Figures 1 to 10 The schematic diagram of the electric engine, electric propulsion device and each component of the aircraft is shown. The specific structure of the electric engine, electric propulsion device and other components of the aircraft is not limited to Figures 1 to 10 of examples.

[0084] The present application is described in detail below with reference to the accompanying drawings and specific embodiments:

[0085] An embodiment of the present application provides an aircraft, which may be an electric vertical take-off and landing (eVTOL) aircraft, or may be other aircraft.

[0086] Figure 1A schematic diagram of an aircraft provided in an embodiment of the present application. Figure 1 The aircraft shown is for illustration only and does not constitute a limitation to the specific structure and shape of the aircraft.

[0087] like Figure 1 As shown, the aircraft includes a fuselage 11, wings 12, and a tail 13. The fuselage 11 is a symmetrical structure, and the remaining structure and shape of the fuselage 11 are not limited and can refer to the structure of the fuselage 11 of an existing aircraft. The wings 12 are fixedly connected to the fuselage 11. The structure of the wings 12 can also refer to the structure of the fixed wings 12 of an existing aircraft, and will not be described in detail here. The tail 13 is fixedly arranged at the tail of the fuselage 11. The tail 13 is integrally formed with the fuselage 11 or mechanically connected, and has a symmetrical structure. The structure of the tail 13 can also refer to the structure of the tail 13 of an existing aircraft, and will not be described in detail here.

[0088] It should be noted that, in some scenarios, the aircraft may also include a body 11 and wings 12 , that is, the aircraft does not include a tail 13 .

[0089] like Figure 1 As shown, the aircraft further includes an electric propulsion device 20, which can be used to provide power for the aircraft. The number of the electric propulsion device 20 is one or more electric propulsion devices 20, for example Figure 1 As shown, the aircraft includes eight electric propulsion devices 20 .

[0090] The electric propulsion device 20 is provided on the fuselage 11 and / or the wings 12 and / or the tail 13, for example Figure 1 As shown, electric propulsion devices 20 are symmetrically provided on the wings 12 and the tail 13. Of course, in some scenarios, the electric propulsion devices 20 are provided on the fuselage 11, and the wings 12 and tail 13 are not provided with electric propulsion devices 20. In other scenarios, the electric propulsion devices 20 are provided on the wings 12, and the fuselage 11 and tail 13 are not provided with electric propulsion devices 20. In still other scenarios, the electric propulsion devices 20 are provided on the tail 13, and the fuselage 11 and wings 12 are not provided with electric propulsion devices 20.

[0091] Continue to see Figure 1 As shown, the aircraft further includes an arm 14 and a nacelle 15, both of which are used to connect to an electric propulsion device 20, so as to set the electric propulsion device 20 on the fuselage 11, the wing 12, or the tail 13. Of course, in some scenarios, the aircraft may also include either the arm 14 or the nacelle 15.

[0092] In some embodiments, as Figure 1 As shown, the electric propulsion device 20 is disposed on the wing 12 via the arm 14. In other embodiments, the electric propulsion device 20 may also be disposed on the wing 12 via a nacelle 15 (not shown in the figure).

[0093] In some embodiments, as Figure 1 As shown, the electric propulsion device 20 is disposed on the tail 13 via the nacelle 15. In other embodiments, the electric propulsion device 20 may also be disposed on the tail 13 via the machine arm 14 (not shown in the figure).

[0094] In some examples, the electric propulsion device 20 provided on the aircraft may include a fixed electric propulsion device 20 a , which is fixedly connected to any one of the fuselage 11 , the wings 12 , and the tail 13 .

[0095] In some examples, the electric propulsion device 20 provided on the aircraft may include a tilting electric propulsion device 20b, and a tilting mechanism is provided between the tilting electric propulsion device 20b and any one of the fuselage 11, wings 12 and tail 13, and the tilting mechanism is used to adjust the tilt angle of the tilting electric propulsion device 20b.

[0096] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20 a.

[0097] In other examples, all electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0098] In some other examples, some of the electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20a, and some of the electric propulsion devices 20 are tilting electric propulsion devices 20b, for example. Figure 1 As shown, four of the electric propulsion devices 20 are fixed electric propulsion devices 20a, and the remaining four electric propulsion devices 20 are tilting electric propulsion devices 20b. The fixed electric propulsion devices 20a are arranged on the outside of the tilting electric propulsion devices 20b.

[0099] In the embodiment of the present application, the electric propulsion device 20 includes an electric motor 100 and a propeller 22. The propeller 22 includes blades 200 and a hub 300. The blades 200 and the hub 300 are electrically connected. The electric motor 100 can convert electrical energy into mechanical energy.

[0100] like Figure 1 As shown, the electric engine 100 is disposed on the aircraft arm 14 or the nacelle 15 , and the electric engine 100 is in transmission connection with the propeller 22 . The electric engine 100 is used to drive the propeller 22 to rotate and provide power for the aircraft.

[0101] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of the present application; Figure 3 A schematic diagram of an electric propulsion device provided in accordance with another embodiment of the present application.

[0102] Reference Figure 2 、 Figure 3 、 Figure 4 and Figure 5 As shown, in a possible embodiment, the electric engine 100 includes a stator 101, a rotor 102 and a conductive component 103; the rotor 102 is rotatably mounted on the outside of the stator 101, and the rotor 102 is used to be connected to the hub 300 of the electric propulsion device 20; the rotor 102 and the stator 101 are insulated; the rotor 102 is connected to the rotating shaft 1021, and the rotating shaft 1021 is rotatably connected to the inner side of the stator 101.

[0103] It should be noted that the rotor 102 and the rotating shaft 1021 can be connected via a connector, or the rotor 102 and the rotating shaft 1021 can be integrally formed. Alternatively, the rotating shaft 1021 can be a partial structure of the rotor 102. In this way, the portion of the rotor 102 located outside the stator 101 is sleeved on the outside of the stator 101, while the portion of the rotor 102 located inside the stator 101, that is, the rotating shaft 1021, is located inside the stator 101.

[0104] The conductive component 103 is located inside the stator 101 and is conductively connected to the rotating shaft 1021 . The conductive component 103 is used to guide the current transmitted from the hub 300 to the rotating shaft 1021 to the outside of the electric generator 100 .

[0105] In the above embodiment, by arranging the conductive component 103 on the inner side of the stator 101, directly conductively connected to the rotating shaft 1021, and directing the current to the outside of the electric generator 100, a dedicated low-impedance path is formed. At the same time, the rotor 102 and the stator 101 are insulated to block the risk of current directly penetrating the stator 101. Under the planned lightning and static electricity path, when lightning and static electricity flow, lightning and static electricity are only guided along this path, preventing lightning from randomly entering the interior of the electric generator 100, causing the electric generator 100 to face performance degradation or direct failure. It also prevents lightning static electricity from directly introducing lightning current into the machine from the power and signal lines at the motor end, threatening the safety of more electrical equipment.

[0106] Lightning static electricity does not flow through stator 101, and the electromagnetic field generated by lightning static electricity does not affect the motor windings. The low-impedance paths and insulation treatment at small gaps also minimize the possibility of breakdown conduction through small gaps. This arrangement effectively channels current generated by lightning or static electricity, preventing random current discharge between rotor 102 and stator 101, thereby protecting the core components of electric motor 100 from damage and significantly improving the protection against lightning and static electricity.

[0107] In one possible embodiment, the conductive assembly 103 includes a first conductive assembly 1031 and a second conductive assembly 1032 that are interconnected. The first conductive assembly 1031 and the second conductive assembly 1032 may also be integrally provided, forming a single piece. The first conductive assembly 1031 is rotatably connected to the rotating shaft 1021, and the second conductive assembly 1032 extends outside the electric generator 100. Here, the first conductive assembly 1031 and the second conductive assembly 1032 may be electrically connected to ensure current conduction between the first conductive assembly 1031 and the second conductive assembly 1032.

[0108] In the above embodiment, the first conductive component 1031 is rotatably connected to the rotating shaft 1021, which can significantly reduce friction losses compared to the sliding contact of traditional carbon brushes or slip rings. By providing the first conductive component 1031 and the second conductive component 1032, independent design and maintenance are possible, reducing replacement costs. For example, only the worn first conductive component 1031 or the second conductive component 1032 needs to be replaced without disassembling the entire component. The second conductive component 1032 extends to the outside of the electric generator 100, which can be flexibly adapted to different installation scenarios and facilitates integration with other systems.

[0109] Moreover, based on the high-performance electric propulsion electric engine 100 with high motor power density, the electric engine 100 provided in the embodiment of the present application solves the lightning and electrostatic protection problems on the blades 200 of the above-mentioned outer rotor motor direct-drive propeller electric propulsion system.

[0110] Compared with traditional means, the required structural space is small, the wear is small, and the speed can be high. This structure is different from carbon brushes and high-current conductive slip rings. It does not require special inspection and maintenance. After being hit by lightning, it can be inspected and maintained together with the motor. At the same time, it can be used in working conditions where traditional protection means are applicable.

[0111] In one possible implementation, refer to Figure 4 and Figure 5 As shown, the first conductive component 1031 includes an annular conductive rail 1031a, a conductive rolling element 1031b and a first conductive ear 1031c.

[0112] Along the extension direction of the rotation centerline of the rotor 102, the conductive rail 1031a is arranged opposite to the rotating shaft 1021, and the conductive rolling element 1031b is rotatably arranged between the conductive rail 1031a and the rotating shaft 1021 and rollingly abuts against the conductive rail 1031a and the rotating shaft 1021 respectively.

[0113] The first conductive lug 1031 c is connected to the conductive rail 1031 a and is also connected to the second conductive element 1032 .

[0114] The center of the conductive rail 1031 a coincides with the rotation centerline of the rotor 102 .

[0115] Reference Figure 4 As shown, the conductive rail 1031a is provided on the stator support 1011 of the stator 101 and is insulated from the stator support 1011. In a specific implementation, an insulating pad may be provided between the conductive rail 1031a and the stator support 1011. Alternatively, the stator support 1011 may be made of insulating material.

[0116] In the above embodiment, the conductive rolling element 1031b can be a ball or a roller, preferably a ball. The conductive rail 1031a can be provided with a rolling groove adapted to the conductive rolling element 1031b. The conductive rolling element 1031b rolls in the rolling groove. The rolling groove can limit the rolling path of the conductive rolling element 1031b and improve stability.

[0117] Conductive rolling elements 1031b, such as balls or rollers, are used to achieve rolling contact between the conductive rail 1031a and the rotating shaft 1021, replacing the sliding contact of traditional carbon brushes or slip rings, significantly reducing friction loss and wear, and lowering maintenance frequency.

[0118] The rotating shaft 1021 is in rolling contact with the conductive rolling element 1031 b , and the rotating shaft 1021 and the conductive rolling element 1031 b are conductively connected. The rotating shaft 1021 and the conductive rolling element 1031 b can both be made of conductive metal or other conductive materials.

[0119] The current on the rotor 102 will flow to the rotating shaft 1021, and then be conducted to the conductive rail 1031a through the conductive rolling element 1031b. The conductive rail 1031a is connected to the second conductive component 1032 through the first conductive ear 1031c. The current on the conductive rail 1031a is then conducted to the second conductive component 1032 and then conducted to the outside of the electric motor 100 through the second conductive component 1032, forming a conductive path of rotor 102 - rotating shaft 1021 - conductive rolling element 1031b - conductive rail 1031a - first conductive ear 1031c - second conductive component 1032 - outside of the electric motor 100.

[0120] The conductive rail 1031a is an annular structure, and its ring center coincides with the rotation centerline of the rotor 102, ensuring that the conductive path is symmetrical and uniform, avoiding uneven contact or circuit breakage due to eccentricity, and ensuring the stability of current conduction. The conductive rolling element 1031b rolls against the conductive rail 1031a and the rotating shaft 1021 respectively, forming a low-impedance conductive path, effectively guiding the current generated by lightning or static electricity to the outside, preventing the current from randomly discharging between the rotor 102 and the stator 101, and protecting the core components of the motor. In addition, the conductive rail 1031a is arranged relative to the rotating shaft 1021 along the rotation centerline of the rotor 102, making full use of the axial space inside the electric motor 100 and avoiding an increase in radial dimensions. It is suitable for scenarios where eVTOL is sensitive to volume and weight. It helps to achieve miniaturization and lightweighting of eVTOL.

[0121] The number of conductive rolling elements 1031b can be multiple, each disposed within the rolling grooves of the conductive rail 1031a. Rolling contact between the rotor 102 and the conductive rolling elements 1031b, and between the conductive rolling elements 1031b and the conductive rail 1031a, forms a low-impedance electrical path. The multiple conductive rolling elements 1031b further enhance the reliability of this low-impedance electrical path and provide current diversion. This diversion by multiple conductive rolling elements 1031b avoids the risk of a single conductive rolling element 1031b eroding or failing due to excessive current conduction.

[0122] In one possible implementation, continue to refer to Figure 5 and Figure 6 As shown, the first conductive component 1031 further includes a guide rail seat 1031d and an elastic member 1031e. The conductive rail 1031a is slidably connected to the guide rail seat 1031d. The conductive rail 1031a slides relative to the guide rail seat 1031d along the extension direction of the rotation centerline of the rotor 102.

[0123] The guide rail seat 1031d is insulated and connected to the stator bracket 1011 of the stator 101. In specific implementation, the insulation setting of the guide rail seat 1031d and the stator bracket 1011 is achieved by using a guide rail seat 1031d made of an insulating material such as plastic or ceramic and / or an elastic member 1031e made of an insulating material to ensure that current is not transmitted to the stator 101 through the guide rail seat 1031d, ensuring that the current is conducted along a preset path.

[0124] The elastic member 1031 e is connected to the conductive rail 1031 a and is used to apply elastic force to the conductive rail 1031 a so that the conductive rail 1031 a tends to move along the rotation center line of the rotor 102 toward the rotation shaft 1021 .

[0125] In the above embodiment, the guide rail seat 1031d is insulated from the conductive rail 1031a to prevent the current on the conductive rail 1031a from being conducted to the guide rail seat 1031d, and the conductive rail 1031a is insulated from the elastic member 1031e. In specific implementation, the elastic member 1031e can be an elastic washer with insulating properties; or it can be a spring or reed with elastic and insulating properties. At the same time, the elastic member 1031e is insulated from the conductive rail 1031a.

[0126] Elastic member 1031e applies an axial elastic force to conductive rail 1031a, forcing conductive rail 1031a toward shaft 1021. This ensures stable rolling contact pressure between conductive roller 1031b, shaft 1021, and conductive rail 1031a. Even if rotor 102 experiences slight displacement due to vibration or manufacturing errors, the elastic force automatically compensates for the gaps. This prevents rolling friction and wear between conductive shaft 1021, conductive roller 1031b, and conductive rail 1031a, as well as the formation of small gaps between them due to impact and vibration in the onboard environment, which increases contact impedance. This ensures a more stable low-impedance path between conductive shaft 1021, conductive roller 1031b, and conductive rail 1031a, preventing the risk of disconnection due to poor contact. The cushioning effect of the elastic member 1031e can absorb vibration or impact energy during flight, prevent contact failure due to severe shaking, and improve protection reliability under complex working conditions.

[0127] In one possible embodiment, conductive grease is applied between the conductive roller 1031b and the conductive rail 1031a, and / or between the conductive roller 1031b and the rotating shaft 1021. This grease forms a lubricating layer between the contact surfaces of the conductive roller 1031b, the conductive rail 1031a, and the rotating shaft 1021, significantly reducing the coefficient of friction and alleviating wear caused by high-speed rotation or vibration. The grease also mitigates wear caused by the compressive forces between the conductive rail 1031a and the rotating shaft 1021, extending the service life of the conductive roller 1031b and the contact surfaces. The grease fills in microscopic irregularities in the contact surface, ensuring consistent, close conductive contact between the conductive roller 1031b, the conductive rail 1031a, and the rotating shaft 1021, preventing increased contact resistance or disconnection due to increased gaps. The inherent conductivity of the conductive grease creates a continuous conductive path, effectively channeling transient currents generated by lightning or static electricity. Furthermore, the grease absorbs micro-wear particles, ensuring a clean and stable operating environment.

[0128] In one possible implementation, the second conductive component 1032 includes a conductive wire 1032a, a second conductive ear 1032b, and an electromagnetic shielding sleeve 1032c.

[0129] One end of the conductive wire 1032a is located inside the stator 101 and connected to the second conductive lug 1032b. The second conductive lug 1032b is connected to the first conductive lug 1031c.

[0130] The other end of the conductive wire 1032a extends to the outside of the electric generator 100, and the electromagnetic shielding sleeve 1032c is sleeved on the outside of the conductive wire 1032a. The electromagnetic shielding sleeve 1032c and the conductive wire 1032a are insulated.

[0131] In the above embodiment, one end of the conductive wire 1032a is connected to the second conductive lug 1032b, the conductive wire 1032a is conductively connected to the second conductive lug 1032b, the second conductive lug 1032b is conductively connected to the first conductive lug 1031c, and the other end of the conductive wire 1032a extends to the outside of the electric engine 100. The current in the first conductive lug 1031c is diverted to the second conductive lug 1032b, and then drained to the outside of the electric engine 100 through the conductive wire 1032a. Conductive wire 1032a is a wire with a conductive function. For those skilled in the art, conductive wire 1032a itself has an insulating outer sheath. The conductive function of conductive wire 1032a is achieved through the copper wire or other metal wire inside it. Second conductive ear 1032b has a sleeve-shaped clamping end. After stripping the insulating outer sheath from a portion of the end of conductive wire 1032a, conductive wire 1032a is inserted into the sleeve-shaped clamping end of second conductive ear 1032b. The conductive wire 1032a and the sleeve-shaped clamping end of second conductive ear 1032b form an interference fit, ensuring a stable connection. Second conductive ear 1032b also has a connection end connected to first conductive ear 1031c. The connection between first conductive ear 1031c and second conductive ear 1032b can be welded or bolted. This embodiment of the application does not limit the connection method between first conductive ear 1031c and second conductive ear 1032b.

[0132] In another embodiment, the extension direction of the conductive wire 1032 a of the conductive assembly 103 in the cavity of the stator 101 is parallel to the rotation axis of the rotor 102 .

[0133] In this embodiment, conductive wire 1032a is positioned inside electromagnetic shielding sleeve 1032c to prevent the current in conductive wire 1032a from causing electromagnetic interference with the electronic components of electric motor 100. This minimizes the impact of the electromagnetic field generated by lightning static electricity traveling along conductive wire 1032a on the exterior of electromagnetic shielding sleeve 1032c and the interior of electric motor 100. High-performance, integrated motor controller 105 and other components are often installed inside electric motor 100 and are sensitive to the strong electromagnetic fields generated by lightning, easily losing functionality in strong electromagnetic environments. However, in this embodiment, conductive wire 1032a is positioned inside electromagnetic shielding sleeve 1032c, ensuring that lightning static electricity flowing through conductive wire 1032a does not affect the controller and other electronic components within the motor.

[0134] The electromagnetic shielding sleeve 1032c is used to isolate the conductive wire 1032a from interfering with external electronic components. In a possible embodiment, the electromagnetic shielding sleeve 1032c is a copper tube. In other embodiments, the electromagnetic shielding sleeve is made of any one of aluminum, silver, and nickel.

[0135] In this embodiment, the electromagnetic shielding sleeve 1032c is a copper tube. Copper tubes offer high shielding effectiveness and are applicable across the entire frequency range, ensuring leak-free shielding and protecting the electronic components in the stator 101 from interference. Furthermore, the electromagnetic shielding sleeve 1032c is constructed of a copper tube, which offers high structural strength and enhances the structural strength of the conductive wire 1032a, providing support and reinforcement for the conductive wire 1032a.

[0136] Using conductive wire 1032a as a current transmission medium can quickly guide transient currents generated by lightning or static electricity to the exterior of electric generator 100, reducing energy loss. One end of conductive wire 1032a is connected to second conductive lug 1032b, and the other end extends to the exterior, forming a continuous conductive path and ensuring efficient current conduction.

[0137] Reference Figure 7 and Figure 8 As shown, combined with Figure 5 As shown, in one possible embodiment, the first conductive lug 1031c and the second conductive lug 1032b are overlapped and connected along the extension direction of the rotation centerline of the rotor 102. The overlapping connection between the second conductive lug 1032b and the first conductive lug 1031c increases the contact area, reduces contact resistance, improves conductive stability, and avoids the risk of short circuit due to poor contact.

[0138] Alternatively, the first conductive ear 1031c and the second conductive ear 1032b may be overlapped and connected in a direction perpendicular to the rotational centerline of the rotor 102. It is understood that by overlapping and connecting the first conductive ear 1031c and the second conductive ear 1032b in a direction perpendicular to the rotational centerline of the rotor 102, it is possible to distinguish from the above-described arrangement, i.e., the arrangement direction of the second conductive ear 1032b is different, thereby facilitating the realization of various positions of the second conductive component 1032 and improving adaptability. For example, Figure 4 The middle conductive wire 1032a coincides with the axis of the stator 101, or as Figure 8 The conductive wire 1032a is arranged close to the conductive rail 1031a, which can shorten the arrangement length of the conductive wire 1032a.

[0139] In a possible implementation, the first conductive lug 1031c is connected to the inner side of the ring of the conductive track 1031a and extends toward the center of the ring of the conductive track 1031a; the second conductive lug 1032b is disposed on the inner side of the ring of the conductive track 1031a.

[0140] Both the first conductive lug 1031c and the second conductive lug 1032b are positioned inside the loop of the conductive rail 1031a, utilizing limited space for efficient connection and reducing the risk of poor contact due to loose structure. This shortens the current transmission path, reduces resistance and energy loss, and enhances the stability of the conductive contact with the rotating shaft 1021.

[0141] In another possible embodiment, referring to Figure 9 As shown, the first conductive component 1031 includes a guide rail seat 1031d and an elastic member 1031e. The guide rail seat 1031d includes a seat body 1131 and a connecting section 1231 that are connected to each other. The seat body 1131 is disposed on the stator bracket 1011 of the stator 101, and the seat body 1131 and the stator bracket 1011 of the stator 101 are insulated from each other. The insulation between the seat body 1131 and the stator bracket 1011 of the stator 101 can be achieved by disposing an insulating pad between the seat body 1131 and the stator bracket 1011 of the stator 101, or by arranging the seat body 1131 and the stator bracket 1011 of the stator 101 to be made of insulating material.

[0142] Along the extension direction of the rotation centerline of the rotor 102 , the connecting section 1231 is connected to the base 1131 , the conductive rail 1031 a is slidably connected to the connecting section 1231 , and the elastic member 1031 e is disposed between the conductive rail 1031 a and the base 1131 .

[0143] The first conductive lug 1031c is connected to the side of the conductive rail 1031a near the base 1131. The base 1131 is provided with a base through-hole 1131a. The second conductive component 1032 connected to the first conductive lug 1031c passes through the base through-hole 1131a. Here, the first conductive component 1031 and the second conductive component 1032 can be provided integrally.

[0144] In the above embodiment, the base 1131 can be disc-shaped or annular, and the connecting section 1231 can be cylindrical to match the base 1131. By providing a disc-shaped or annular base 1131 and a cylindrical connecting section 1231, more support can be provided to the annular conductive rail 1031a, thereby improving the stability of the conductive rail 1031a. The conductive rail 1031a can slide stably in the extension direction of the connecting section 1231. The conductive rail 1031a slides along the connecting section 1231 of the guide rail seat 1031d. The flexible action of the elastic member 1031e allows the conductive rail 1031a to adaptively adjust its position within a certain range, maintaining rolling contact with the rotating shaft 1021, thereby improving long-term conductive stability. The base 1131 is provided with a through hole, and the second conductive component 1032 is directly inserted therethrough, shortening the current transmission path and reducing wiring complexity.

[0145] In one possible implementation, please refer to Figure 4 and Figure 5 As shown, a bearing 104 is arranged between the rotating shaft 1021 and the stator 101. The bearing 104 includes a bearing inner ring 1041, a bearing outer ring 1042 and a bearing rolling element 1043 rotatably arranged between the bearing inner ring 1041 and the bearing outer ring 1042. The bearing inner ring 1041 is connected to the rotating shaft 1021, and the bearing outer ring 1042 is connected to the stator 101.

[0146] The rotor 102 is rotatably sleeved on the outer side of the stator 101 and forms a rotation gap, and is insulated at the rotation gap.

[0147] And / or, an insulating layer is provided at the connection between the rotating shaft 1021 and the bearing inner ring 1041 .

[0148] And / or, the bearing rolling element 1043 is an insulating element; and / or, an insulating layer is provided at the connection between the bearing outer ring 1042 and the stator 101 .

[0149] The bearing inner ring 1041 is connected to the rotating shaft 1021 and is sleeved on the outside of the rotating shaft 1021. The bearing outer ring 1042 is connected to the stator 101 and is disposed on the inside of the stator 101. Here, the bearing inner ring 1041 is connected to the rotating shaft 1021, and the bearing outer ring 1042 is connected to the stator 101. This is prior art within the relevant technical field, and this application does not limit the connection method of the bearing inner ring 1041 to the rotating shaft 1021 and the bearing outer ring 1042 to the stator 101.

[0150] An insulating layer is provided at the connection between the rotating shaft 1021 and the bearing inner ring 1041. The insulating layer can be an insulating spray material coated on the outside of the rotating shaft 1021 and provided at the connection between the rotating shaft 1021 and the bearing inner ring 1041, or an insulating bushing can be provided between the rotating shaft 1021 and the bearing inner ring 1041.

[0151] Of course, when the bearing rolling element 1043 is an insulating element, the bearing rolling element 1043 can be made of ceramic insulating material or other insulating materials. An insulating layer is provided at the connection between the bearing outer ring 1042 and the stator 101. The insulating layer can be coated on the outside of the bearing outer ring 1042, provided at the connection between the bearing outer ring 1042 and the stator 101 with an insulating spray material, or provided between the bearing outer ring 1042 and the stator 101 with an insulating bushing.

[0152] Specifically, all small gaps between the rotor 102 and the stator 101 may be electrically insulated using insulating materials, insulating coatings, etc., to achieve insulation between the rotor 102 and the stator 101 .

[0153] In the above embodiment, insulating layers are provided at the connections between the rotating shaft 1021 and the bearing inner ring 1041, and between the bearing outer ring 1042 and the stator 101. This effectively blocks current generated by lightning or static electricity from forming unintended conductive paths through the metal components of the bearing 104. This forces the current to be directed only through the designed conductive paths, preventing random current leakage from damaging the bearing 104.

[0154] In one possible implementation, refer to Figure 10 As shown, combined with Figures 3 to 8 ,

[0155] The electric engine 100 also includes a motor controller 105 and a motor back cover 110. The motor controller 105 is arranged on the side of the stator 101 away from the hub 300. The motor back cover 110 is connected to the stator bracket 1011. The motor controller 105 is arranged in the space formed by the motor back cover 110 and the stator bracket 1011. The motor controller 105 includes a controller mounting plate, and the controller mounting plate is provided with a controller through hole 1051. The motor back cover 110 has a motor back cover through hole 1101. The conductive component 103 passes through the controller through hole 1051 and is led to the outside of the electric engine 100, forming a reinforcement structure of the motor controller 105. Inside the motor controller 105, the structural strength of the controller mounting plate is not high. When multiple electronic components are provided, there is a risk of deformation or breakage.

[0156] This application utilizes the conductive component 103 to penetrate the controller through hole 1051, and the controller through hole 1051 can be set on the controller mounting plate. The conductive component 103 and the controller mounting plate can be insulated and connected. The conductive component 103 forms a reinforcement structure for the controller mounting plate to improve the structural strength of the motor controller 105.

[0157] Therefore, in this application, the conductive component 103 can be led out of the electric motor 100 through the controller through hole 1051 to achieve effective utilization of the space of the electric motor 100. On the other hand, the conductive component 103 can be used to strengthen the support effect of the motor controller 105.

[0158] And / or, the conductive component 103 passes through the through hole 1101 of the motor rear cover and is led to the outside of the electric generator 100 .

[0159] In the above embodiment, the conductive component 103 extends directly to the outside of the electric motor 100 through the controller through-hole 1051, avoiding redundant paths around the motor controller 105 or other structures, reducing resistance loss and electromagnetic radiation during current transmission, and ensuring that transient currents generated by lightning or static electricity are quickly and efficiently discharged.

[0160] In this embodiment, the conductive component 103 can only pass through the controller through-hole 1051 and lead to the outside of the electric motor 100, or only pass through the motor back cover through-hole 1101 and lead to the outside of the electric motor 100, or the conductive component 103 can pass through the controller through-hole 1051 and the motor back cover through-hole 1101 and lead to the outside of the electric motor 100.

[0161] In this embodiment, the motor controller 105 and the motor back cover 110 play a role in supporting and protecting the conductive component 103, which can prevent the conductive component 103 from being damaged and ensure the stability of the electrical low impedance path. Figure 9As shown, the motor controller 105 is provided with a first type of electronic component 1052 and a second type of electronic component 1053 . The electromagnetic sensitivity of the first type of electronic component 1052 is higher than that of the second type of electronic component 1053 .

[0162] The distance between the first type electronic component 1052 and the controller through-hole 1051 is greater than the distance between the second type electronic component 1053 and the controller through-hole 1051 .

[0163] In the above embodiment, when the electromagnetic shielding sleeve 1032c is an electromagnetic shielding structure, for example, its material is an electromagnetic field shielding material, such as copper, the electromagnetic shielding structure is used to shield the electromagnetic field generated by the conductive wire 1032a during lightning and static electricity conduction, and the shielding structure can be a separate shielding tube. The layout design of the internal components of the electric engine 100 must meet the electromagnetic field limits of the environment in which the electronic components used are allowed to be used. Taking a separate shielding tube as an example, since the deposited static electricity and lightning have some low-frequency energy, the non-electromagnetic sensitive electronic and electrical components on the outside of the shielding structure, that is, the second type of electronic components 1053, are arranged outside a certain range outside the shielding structure, and the target distance is calculated through simulation. The non-electromagnetic sensitive electronic and electrical components are arranged outside the design target distance outside the shielding tube of the conductive wire 1032a, such as Figure 10 In the annular area shown by m, the center of the area m is the conductive wire 1032a, and between the conductive wire 1032a and the annular area shown by m is the electromagnetic shielding sleeve 1032c. In this case, the electromagnetic shielding sleeve 1032c is a shielding tube.

[0164] Electromagnetically sensitive electronic and electrical components, namely the first type of electronic components 1052, are arranged as far as possible from the outside of the shielding tube of the conductive wire 1032a. Of course, the arrangement of the first type of electronic components 1052 as far as possible from the outside of the shielding tube of the conductive wire 1032a is not limited to the two-dimensional space where the motor controller 105 is located, but can also be arranged in the three-dimensional space where the motor controller 105 is located to reduce the impact of lightning electrostatic current on the electrical equipment in the motor, so that the motor and structures such as the motor controller 105 in the motor are not affected by electromagnetic interference when lightning and electrostatic current are conducted in the motor.

[0165] In a possible implementation, the embodiment of the present application further provides an electric propulsion device 20 , including blades 200 , a hub 300 and the above-mentioned electric engine 100 , wherein the rotor 102 of the electric engine 100 is conductively connected to the hub 300 .

[0166] In the above embodiment, the current on the blades 200 is directed to the rotor 102 of the electric motor 100 through the hub 300. The current is then directed to the exterior of the electric motor 100 via the conductive path designed above, thereby conducting the current on the blades 200 to the exterior of the electric motor 100. The structure of the electric motor 100 has been described above and will not be repeated here. The electric propulsion device 20 equipped with the above-described electric motor 100 can effectively guide the current generated by lightning or static electricity on the electric motor 100, thereby improving the protection effect of the electric motor 100.

[0167] In one possible implementation, Figure 3 As shown, the electric propulsion device 20 further includes a pitch changing mechanism 400 , which is connected to the propeller root and the hub 300 connected to the blade 200 .

[0168] The connection between the pitch changing mechanism 400 and the propeller root, and the connection between the pitch changing mechanism 400 and the propeller hub 300 are both insulated.

[0169] In the above embodiment, the connection between the pitch change mechanism 400 and the hub 300 is insulated, such as by using insulating coating materials or insulating structural parts, to prevent lightning static electricity from being transmitted from the blade root and the hub 300 to the pitch change mechanism 400.

[0170] In one possible embodiment, an embodiment of the present application provides an aircraft, including a body 11 and the above-mentioned electric engine 100, or including the above-mentioned electric propulsion device 20, wherein the structures of the electric engine 100 and the electric propulsion device 20 have been described above and will not be repeated here. The aircraft provided with the above-mentioned electric engine 100 solves the problem of motor failure caused by current attached to the blades 200 of the electric propulsion device 20 after the aircraft is struck by lightning, and at the same time provides an effective path for the discharge of static electricity on the electric engine 100, thereby reducing the probability of electrostatic corrosion of the metal motor bearing 104 due to static electricity.

[0171] In a possible embodiment, the exterior of the body 11 is covered with a skin 500 , which is a conductive member; the conductive component 103 of the electric motor 100 is conductively connected to the skin 500 .

[0172] In the above embodiment, by providing a skin 500 on the fuselage 11, the conductive path described above can be changed to: blade 200 - hub 300 - rotor 102 - shaft 1021 - conductive assembly 103 - skin 500. This lightning- and static-proof low-impedance conductive path can guide current along a planned path to the skin 500, preventing high voltage and high current from breaking down sensitive components within the motor and preventing charge accumulation from interfering with other electrical components within the aircraft.

[0173] The lightning and static electricity deposited on blades 200 are directly conducted to aircraft skin 500. This makes blades 200 and aircraft body 11 have the same potential, forming an equipotential body to prevent a potential difference between body 11 and blades 200. This also prevents a rapid increase in blade voltage due to the continued accumulation of static electricity on blades 200. This reduces the probability of lightning being attached to blades 200 due to static electricity deposition when the aircraft is struck by lightning.

[0174] In one possible implementation, the skin 500 can be a metal conductive member or a composite conductive member. For example, the skin 500 can be made of aluminum alloy, a traditional mainstream material, which is lightweight, moderately strong, low-cost, and easy to process. Alternatively, the skin 500 can be made of titanium alloy, which offers an extremely high strength-to-weight ratio, high-temperature resistance (for supersonic flight), and corrosion resistance. Alternatively, the skin 500 can be a composite material, such as a composite material integrated with a metal mesh. This material offers lightweight, high strength, fatigue resistance, and strong designability. For example, a carbon fiber reinforced polymer integrated with a metal mesh can be used.

[0175] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein.

[0176] The embodiments of this application are intended to cover any variations, uses, or adaptations of the present application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered merely as exemplary, and the true scope and spirit of this application are indicated by the claims.

[0177] It should be understood that the present application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. An electric motor, characterized in that: include: stator (101); a rotor (102), the rotor (102) being rotatably sleeved on the outside of the stator (101), the rotor (102) being configured to be connected to a hub (300) of an electric propulsion device (20); the rotor (102) being connected to a rotating shaft (1021), the rotating shaft (1021) being rotatably connected to the inside of the stator (101), the rotor (102) and the stator (101) being insulated; A conductive component (103) is located inside the stator (101) and is conductively connected to the rotating shaft (1021). The conductive component (103) is used to guide the current transmitted from the hub (300) to the rotating shaft (1021) to the outside of the electric motor (100).

2. The electric motor according to claim 1, characterized in that The conductive component (103) comprises a first conductive component (1031) and a second conductive component (1032), wherein the first conductive component (1031) is rotatably connected to the rotating shaft (1021), and the second conductive component (1032) extends to the outside of the electric engine (100).

3. The electric motor according to claim 2, characterized in that The first conductive component (1031) comprises an annular conductive rail (1031a), a conductive rolling element (1031b), and a first conductive ear (1031c); Along the extension direction of the rotation centerline of the rotor (102), the conductive rail (1031a) and the rotating shaft (1021) are arranged opposite to each other, and the conductive rolling element (1031b) is rotatably arranged between the conductive rail (1031a) and the rotating shaft (1021), and respectively rolls against the conductive rail (1031a) and the rotating shaft (1021); the conductive rail (1031a) is arranged on the stator bracket (1011) of the stator (101) and is insulated from the stator bracket (1011); The first conductive ear (1031c) is conductively connected to the conductive rail (1031a) or is integrally arranged therewith, and is conductively connected to the second conductive component (1032), and the ring center of the conductive rail (1031a) coincides with the rotation center line of the rotor (102).

4. The electric motor according to claim 3, characterized in that The first conductive component (1031) further comprises a guide rail seat (1031d) and an elastic member (1031e); the guide rail seat (1031d) is insulated and connected to the stator bracket (1011); the conductive rail (1031a) is slidably connected to the guide rail seat (1031d); and the conductive rail (1031a) slides relative to the guide rail seat (1031d) along an extension direction of a rotation centerline of the rotor (102); The elastic member (1031e) is arranged between the conductive rail (1031a) and the stator bracket (1011), and is used to apply elastic force to the conductive rail (1031a), so that the conductive rail (1031a) has a tendency to move along the rotation center line of the rotor (102) toward the rotating shaft (1021).

5. The electric motor according to claim 3, characterized in that Conductive grease is coated between the conductive rolling element (1031b) and the conductive rail (1031a), and / or conductive grease is coated between the conductive rolling element (1031b) and the rotating shaft (1021).

6. The electric motor according to claim 4, characterized in that The second conductive component (1032) comprises a conductive wire (1032a), a second conductive ear (1032b) and an electromagnetic shielding sleeve (1032c); One end of the conductive wire (1032a) is located inside the stator (101) and is connected to the second conductive ear (1032b), and the second conductive ear (1032b) is connected to the first conductive ear (1031c); The other end of the conductive wire (1032a) extends to the outside of the electric engine (100), the electromagnetic shielding sleeve (1032c) is sleeved on the outside of the conductive wire (1032a), and the electromagnetic shielding sleeve (1032c) and the conductive wire (1032a) are insulated.

7. The electric motor according to claim 6, characterized in that Along the extension direction of the rotation centerline of the rotor (102), the first conductive ear (1031c) and the second conductive ear (1032b) are overlapped and connected; Alternatively, the first conductive ear (1031c) and the second conductive ear (1032b) are overlapped and connected along a direction perpendicular to the rotation center line of the rotor (102).

8. The electric motor according to claim 3, characterized in that The first conductive component (1031) further comprises a guide rail seat (1031d) and an elastic member (1031e); the guide rail seat (1031d) comprises a seat body (1131) and a connecting section (1231) that are connected to each other; Along the extension direction of the rotation centerline of the rotor (102), the connecting section (1231) is connected to the seat body (1131), the conductive rail (1031a) is slidably connected to the connecting section (1231), and the elastic member (1031e) is arranged between the conductive rail (1031a) and the seat body (1131); The first conductive ear (1031c) is conductively connected to or integrally arranged with the conductive rail (1031a) on a side close to the base (1131); the base (1131) is provided with a base through-hole (1131a), and the second conductive component (1032) connected to the first conductive ear (1031c) passes through the base through-hole (1131a).

9. The electric motor according to any one of claims 1 to 8, characterized in that It also includes a motor controller (105) and a motor rear cover (110), wherein the motor rear cover (110) is connected to a stator bracket (1011) of the stator (101), and the motor controller (105) is arranged in a space formed by the stator bracket (1011) and the motor rear cover (110); The motor controller (105) includes a controller mounting plate, the controller mounting plate is provided with a controller through-hole (1051), and the conductive component (103) passes through the controller through-hole (1051) and is led to the outside of the electric motor (100); And / or, the motor rear cover (110) has a motor rear cover through-hole (1101), and the conductive component (103) passes through the motor rear cover through-hole (1101) and is led to the outside of the electric motor (100).

10. The electric motor according to claim 9, characterized in that The motor controller (105) comprises a first type of electronic component (1052) and a second type of electronic component (1053), wherein the electromagnetic sensitivity of the first type of electronic component (1052) is higher than the electromagnetic sensitivity of the second type of electronic component (1053); The distance between the first type of electronic component (1052) and the controller through hole (1051) is greater than the distance between the second type of electronic component (1053) and the controller through hole (1051).

11. The electric motor according to claim 1, wherein: A bearing (104) is provided between the rotating shaft (1021) and the stator (101), and the bearing (104) comprises a bearing inner ring (1041), a bearing outer ring (1042), and a bearing rolling element (1043) rotatably provided between the bearing inner ring (1041) and the bearing outer ring (1042), wherein the bearing inner ring (1041) is connected to the rotating shaft (1021), and the bearing outer ring (1042) is connected to the stator (101).

12. The electric motor according to claim 11, characterized in that The rotor (102) is rotatably sleeved on the outer side of the stator (101) and forms a rotation gap, and is insulated at the rotation gap; And / or, an insulating layer is provided at the connection between the rotating shaft (1021) and the bearing inner ring (1041); And / or, the bearing rolling element (1043) is an insulating element; and / or, an insulating layer is provided at the connection between the bearing outer ring (1042) and the stator (101).

13. An electric propulsion device, characterized in that: include: Paddle(200); A hub (300) electrically connected to the blade (200); The electric motor (100) according to any one of claims 1 to 12, wherein the hub (300) is connected to the rotor (102) of the electric motor (100).

14. The electric propulsion device according to claim 13, characterized in that: It also includes a pitch changing mechanism (400), the pitch changing mechanism (400) being connected to the blade root of the blade (200) and the hub (300); The connection between the pitch-changing mechanism (400) and the propeller root, and the connection between the pitch-changing mechanism (400) and the propeller hub (300) are both insulated.

15. An aircraft, characterized in that: include: A machine body (11), the exterior of the machine body (11) being covered with a skin (500), the skin (500) being a conductive member; An electric engine (100) as claimed in any one of claims 1 to 12, or an electric propulsion device (20) as claimed in claim 13 or 14; The conductive component (103) of the electric motor (100) is conductively connected to the skin (500).

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