Hub assembly, propeller and aircraft

Abstract

The application discloses a hub assembly, a propeller and an aircraft, and relates to the technical field of aircrafts, wherein the hub assembly comprises a mounting seat, a blade clamp, a flap hinge and a buffer. The mounting seat is connected to the output end of a power device. The blade clamp is used for mounting the blades of the propeller, and the blade clamp is mounted on the mounting seat through the flap hinge. The buffer comprises clamp mounting parts, seat mounting parts and a damping elastic body. The clamp mounting parts are connected to the blade clamp, the seat mounting parts are connected to the mounting seat, and the damping elastic body is arranged between the seat mounting parts and the clamp mounting parts. When the blade clamp flaps, the clamp mounting parts move relative to the seat mounting parts, so that the damping elastic body is sheared and reacts on the blade clamp. The technical scheme provided by the application can prolong the service life of the flap damping structure.

Description

Technical Field

[0001] This invention relates to the field of propeller technology, and particularly to a hub assembly, a propeller, and an aircraft. Background Technology

[0002] Semi-rigid rotor hubs used in aircraft typically incorporate flapping hinges and pitch hinges, utilizing cyclic pitch mechanisms to control the pitch angle of the rotor blades, thereby controlling the magnitude and direction of the rotor's aerodynamic forces. However, insufficient flapping damping stiffness during blade flapping motion hinders aircraft control. Therefore, flapping damping structures are incorporated into the rotor hub, using the reaction torque of these structures to suppress blade flapping motion.

[0003] In related technologies, on the one hand, the short service life of the flapping damping structure is caused by unreasonable design of its structure or arrangement. On the other hand, the flapping damping structure and the propeller hub are hinged together by a pin. Because this hinged structure cannot adapt well to the complex load conditions of flapping motion, the flapping damping structure is prone to plastic deformation and even breakage. Summary of the Invention

[0004] The main objective of this invention is to provide a hub assembly, propeller, and aircraft designed to improve the service life of a flapping damping structure.

[0005] To achieve the above objectives, the present invention provides a propeller hub assembly comprising: Mounting bracket, drive connection to the output end of the power unit; A propeller clamp is used to mount the blades of a propeller. A flapping hinge, wherein the paddle clamp is mounted on the mounting base via the flapping hinge; and A buffer is connected between the propeller clip and the mounting base so that when the propeller clip swings, the buffer reacts to the propeller clip after being subjected to the swinging action. The buffer includes a clamping mounting component, a seat mounting component, and a damping elastomer. The clamping mounting component is connected to the propeller clamp, the seat mounting component is connected to the mounting base, and the damping elastomer is disposed between the seat mounting component and the clamping mounting component. When the propeller clamp swings, the clamping mounting component moves relative to the seat mounting component, so that the damping elastomer undergoes shear deformation and reacts on the propeller clamp.

[0006] In one embodiment, the mounting member includes a first tube body surrounding the outer periphery of the clamping member, and the damping elastomer is arranged in an annular structure, with the outer peripheral surface of the damping elastomer fitting against the inner peripheral surface of the first tube body, and the inner peripheral surface of the damping elastomer fitting against the outer peripheral surface of the clamping member.

[0007] In one embodiment, the mounting member further includes a limiting seat, which is located at the end of the first tube away from the propeller clamp. The clamping member has a limiting end that extends into the first tube. The limiting end can switch between a state of abutting the limiting seat and a state of having a gap with the limiting seat. At least one of the limiting seat and the limiting end is provided with an elastic element, which reacts to the propeller clamp after being compressed or stretched.

[0008] In one embodiment, the clamping fitting includes a second tube body and a limiting end cap, the limiting end cap being configured as the limiting end and installed on the second tube body near the opening of the limiting seat.

[0009] In one embodiment, the clamping device further includes a first connecting ear, which is located at the end of the second tube away from the limiting seat and exposed outside the first tube, and is hinged to the paddle clamp.

[0010] In one embodiment, the damping elastomer is made of rubber or silicone, and the damping elastomer is integrally formed with the clamping mounting member and the seat mounting member by vulcanization.

[0011] In one embodiment, the seat mounting component further includes a seat housing, the seat housing having a mounting cavity, the limiting seat being disposed within the mounting cavity and having the elastic element thereon, and the end of the first tube extending into the mounting cavity and capable of abutting and compressing the elastic element.

[0012] In one embodiment, the mounting bracket further includes a second connecting ear, which is located at the end of the first tube away from the propeller clamp and is hinged to the mounting bracket.

[0013] In one embodiment, the end of the clamping member away from the seat mounting member is rotatably connected to the paddle clamp via a spherical bearing, and the end of the seat mounting member away from the clamping member is rotatably connected to the mounting seat via a spherical bearing.

[0014] In one embodiment, the buffer further includes an elastic element disposed on one of the clamping mounting member and the seat mounting member, and reacting to the paddle clamp after being squeezed or stretched by the other.

[0015] In one embodiment, the elastic element is mounted on the seat mount, and when the paddle clamp is in the initial swing position, there is a gap between the clamp mount and the elastic element; the paddle clamp swings from the initial swing position toward the swing limit position, so that the gap between the clamp mount and the elastic element gradually decreases to zero, and gradually, the elastic element begins to be squeezed by the clamp mount.

[0016] In one embodiment, the elastic element is configured as a disc spring, the outer periphery of which is connected to the seat mounting member, and the middle portion of the disc spring is elastically deformed by being pushed against by the end of the clamping mounting member.

[0017] In one embodiment, the buffer is exposed on the outside of the propeller clamp, with the upper end of the buffer adjacent to the outer edge of the propeller clamp and the lower end of the buffer adjacent to the outer edge of the mounting base.

[0018] The present invention also proposes a propeller comprising two blades and the aforementioned hub assembly, wherein the end of the blade clamp is provided with two mounting positions, and the two blades are respectively disposed in the two mounting positions.

[0019] In one embodiment, the blade and the blade clamp are integrally formed.

[0020] The present invention also proposes an aircraft, including an airframe, a power unit and the aforementioned propeller, wherein the power unit is disposed in the airframe and drives a mounting base connected to the propeller.

[0021] In one embodiment, the aircraft is configured as an electric vertical takeoff and landing (EVTOL) aircraft.

[0022] The technical solution of this invention, by incorporating a buffer component, causes the propeller clamp to displace relative to the mounting component when the propeller blades flap, resulting in shear deformation of the damping elastomer. After shear deformation, the damping elastomer applies a reaction force to the mounting component and the propeller clamp, providing damping during blade flapping and resisting propeller flapping deformation, thereby limiting the amount of propeller flapping variation. Thus, by using a buffer component as a flapping damping structure throughout the entire flapping motion from zero to extreme positions, shock absorption and cushioning of the flapping motion are achieved, improving the flapping damping stiffness during blade up-and-down flapping and facilitating aircraft control.

[0023] Secondly, since the damping elastomer adopts a shear deformation method, compared with the extrusion deformation method, it can improve the fatigue life of the damping elastomer, thereby increasing the service life of the buffer and reducing the later maintenance cost of the propeller. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0025] Figure 1This is a schematic diagram of a structure of an embodiment of the propeller hub assembly provided by the present invention; Figure 2 for Figure 1 Top view of the embodiment shown; Figure 3 for Figure 1 A cross-sectional view of the buffer shown; Figure 4 for Figure 1 The illustrated embodiment is a schematic diagram of a waving motion along one direction.

[0026] Explanation of icon numbers: 100. Mounting base; 110. Mounting lug; 200. Paddle clamp; 210. Clamping lug; 300. Flutter hinge; 310. Flutter shaft; 320. Elastic bearing; 400. Buffer; 401. Mounting hole; 410. Clamping mounting piece; 411. Second tube body; 412. Limiting end cap; 413. First connecting lug; 420. Mounting piece; 421. First tube body; 422. Limiting seat; 423. Second connecting lug; 424. Housing; 430. Damping elastomer; 440. Elastic element; 500. Paddle blade; 600. Counterweight mounting plate; 601. Counterweight hole.

[0027] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0029] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0030] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0031] Semi-rigid rotor hubs used in aircraft typically incorporate flapping hinges and pitch hinges, utilizing cyclic pitch mechanisms to control the pitch angle of the rotor blades, thereby controlling the magnitude and direction of the rotor's aerodynamic forces. Because semi-rigid rotor hubs lack sufficient flapping damping stiffness during blade flapping motion, they are detrimental to aircraft control. Therefore, flapping damping structures are incorporated into the rotor hub, using the reaction torque of these structures to suppress blade flapping motion.

[0032] In related technologies, on the one hand, unreasonable design of the swing damping structure's structure or arrangement, such as using only one swing damping structure or configuring it as a tubular rubber body subjected to radial compression and radial tension, can lead to a short service life for the swing damping structure. On the other hand, the swing damping structure is hinged to the propeller hub via a pin. Because this hinged structure cannot effectively handle the complex load conditions of swinging motion, the swing damping structure is prone to plastic deformation and even breakage, resulting in structural damage.

[0033] In view of this, the present invention proposes a propeller hub assembly that can solve at least one of the above-mentioned technical problems.

[0034] Please see Figure 1 and Figure 2 In one embodiment of the present invention, the propeller hub assembly includes a mounting base 100, a propeller clamp 200, a flapping hinge 300, and a buffer member 400. The mounting base 100 is driven to the output end of a power unit. The propeller clamp 200 is used to mount the propeller blade 500, and the propeller clamp 200 is mounted on the mounting base 100 via the flapping hinge 300. The buffer member 400 is connected between the propeller clamp 200 and the mounting base 100 so that when the propeller clamp 200 flaps, the buffer member 400 reacts to the propeller clamp 200 after being subjected to the flapping action.

[0035] In this embodiment of the invention, when the propeller blade 500 flaps, the propeller clamp 200 causes the clamp mounting member 410 to displace relative to the seat mounting member 420, and causes the buffer member 400 to undergo elastic deformation. As a flapping damping structure, the buffer member 400, after undergoing elastic deformation, applies a reaction force to the clamp mounting member 410 and the propeller clamp 200 to provide damping during the flapping of the propeller blade 500 and resist the flapping deformation of the propeller, thereby limiting the amount of propeller flapping variation. Thus, using the buffer member 400 as a flapping damping structure throughout the entire flapping motion from zero to extreme positions achieves shock absorption and cushioning of the flapping motion, improving the flapping damping stiffness of the propeller blade 500 during up-and-down flapping, which is beneficial for aircraft control.

[0036] The number of buffers 400 can be one, two, or more, and this application does not specifically limit this. In an embodiment where there are two buffers 400, the two buffers 400 can be symmetrically arranged on both sides of the propeller clamp 200, or the two buffers 400 can be arranged on the same side of the propeller clamp 200, or the two buffers 400 can be arranged asymmetrically on both sides of the propeller clamp 200.

[0037] It is understandable that when the buffer 400 adopts an asymmetrical arrangement, it can provide more flexible damping adjustment for the rotor clip 200 under specific flight conditions, such as high-speed flight or complex airflow environments, to better cope with various dynamic loads. Simultaneously, the asymmetrical arrangement of the buffer 400 can also be specifically optimized according to the different functional requirements of the aircraft, such as maneuverability and stability, enabling the rotor hub assembly to perform at its best under different flight conditions. Furthermore, when the buffer 400 adopts an asymmetrical arrangement, it can be combined with other auxiliary devices, such as aerodynamic deflectors, to further optimize the aerodynamic performance of the rotor hub assembly and reduce the additional aerodynamic drag caused by the change in arrangement.

[0038] On the one hand, to address the short service life of the swing damping structure due to its unreasonable arrangement design, please refer to... Figure 1 and Figure 2 In one embodiment of the propeller hub assembly proposed in this invention, two buffers are provided and are arranged separately. The two buffers 400 are symmetrically arranged on both sides of the axial direction of the flapping hinge 300. When the propeller clamp flaps in the positive or negative direction, both buffers react to the propeller clamp, and the direction of the reaction torque is the same.

[0039] In this embodiment, by symmetrically arranging two buffer members 400 on both sides of the axial direction of the swing hinge 300, the propeller clip 200 can simultaneously receive the reaction torque (i.e., resistance torque) of the two buffer members 400 when swinging in the positive direction, and can also simultaneously receive the reaction torque (i.e., resistance torque) of the two buffer members 400 when swinging in the negative direction. That is, regardless of whether the propeller clip 200 swings in the positive or negative direction, the two buffer members 400 can simultaneously play the role of suppressing the swinging motion. The resistance torque required to suppress the swinging motion is shared by the two buffer members 400, which can reduce the load on a single buffer member 400, thereby helping to improve the service life of the buffer member 400 (i.e., the swing damping structure).

[0040] It should be noted that waving in the forward direction and waving in the reverse direction are relative concepts. For example, with... Figure 4 Taking the structure shown as an example, if we define the propeller clip 200 in the figure as swinging in the clockwise direction as the positive direction, then the propeller clip 200 swinging in the counterclockwise direction is the negative direction.

[0041] Of course, in other embodiments, the two buffers 400 may not simultaneously react to the paddle clip 200 when it is swung in the forward or reverse direction. That is, the two buffers 400 are defined as the first buffer and the second buffer. When the paddle clip 200 is swung in the forward direction, only the first buffer exerts a reaction force, and the second buffer does not exert a reaction force; similarly, when the paddle clip 200 is swung in the reverse direction, only the second buffer exerts a reaction force, and the first buffer does not exert a reaction force.

[0042] On the other hand, in order to solve the problem of easy damage and short service life of the swing damping structure due to unreasonable hinge structure, in another embodiment of the propeller hub assembly proposed in this invention, one end of the buffer 400 is rotatably connected to the propeller clamp 200 through a spherical bearing, and the other end of the buffer 400 is rotatably connected to the mounting base 100 through a spherical bearing.

[0043] It is understandable that if the two ends of the buffer 400 are directly and rigidly connected to the propeller clip 200 and the mounting base 100, the load condition of the propeller clip 200 during flapping is complex. The load transmitted from the propeller clip 200 to the buffer 400 is a composite load including radial, angular, and axial forces. The buffer 400 experiences a large number and complex amount of harmful bending stress, which can easily lead to plastic bending or even breakage of the buffer 400. It should be noted that "radial," "axial," and "angular" refer to rotation around the X-axis, Y-axis, and Z-axis of the propeller, respectively.

[0044] In this embodiment, by providing spherical bearings at both ends of the buffer 400, the spherical bearings achieve spherical contact connection between the buffer 400, the propeller clamp 200, and the mounting base 100, thereby converting the combined motions of the propeller clamp 200, such as swinging and micro-deflection, into the translational motion of the buffer 400 (for example, refer to...). Figure 3 In the embodiment shown, the clamp mounting member 410 translates axially relative to the seat mounting member 420. That is, during the swinging of the paddle clamp 200, the mounting point of the buffer member 400 on the paddle clamp 200 swings in an arc relative to the swing axis 310. After the "universal adjustment" of the spherical bearing (i.e., providing radial, angular and axial rotational degrees of freedom), it becomes the reciprocating linear push and pull of the buffer member 400 along its own axis (i.e., rotation becomes translation), allowing the relative direction between the buffer member 400 and the paddle clamp 200 to change arbitrarily, avoiding harmful bending stress on the buffer member 400, thereby reducing the risk of plastic bending or breakage of the buffer member 400.

[0045] Therefore, the hinge structure (including the spherical bearing) used in this embodiment can be well adapted to the complex load conditions of swinging motion, making the buffer 400 less prone to plastic deformation or even structural damage such as breakage, thereby improving the service life of the buffer 400.

[0046] Secondly, by utilizing the slight displacement of the spherical bearing itself, the dimensional deviation and assembly deviation of the buffer 400 are offset, thereby preventing abnormal jamming of the moving parts of the buffer 400 (such as the clamping mounting part 410), reducing fretting wear, ensuring motion coordination, and extending the service life of the buffer 400.

[0047] On another note, to address the short service life of swing damping structures due to their flawed structural design, please refer to [link / reference needed]. Figures 1 to 3 In another embodiment of the propeller hub assembly proposed in this invention, the buffer 400 further includes a clamping mounting member 410, a seat mounting member 420, and a damping elastic body 430. The clamping mounting member 410 is connected to the propeller clamp 200, the seat mounting member 420 is connected to the mounting base 100, and the damping elastic body 430 is disposed between the seat mounting member 420 and the clamping mounting member 410. When the propeller clamp 200 swings, the clamping mounting member 410 moves relative to the seat mounting member 420, causing the damping elastic body 430 to undergo shear deformation and react on the propeller clamp 200.

[0048] In this embodiment, when the propeller blade 500 flaps, the propeller clamp 200 causes the clamp mounting member 410 to displace relative to the seat mounting member 420, and causes the damping elastomer 430 to undergo shear deformation. After shear deformation, the damping elastomer 430 applies a reaction force to the clamp mounting member 410 and the propeller clamp 200 to provide damping during the flapping of the propeller blade 500. More importantly, since the damping elastomer 430 adopts a shear deformation method, compared with the compression deformation method, the fatigue life of the damping elastomer 430 can be improved, thereby increasing the service life of the buffer member 400 and reducing the later maintenance cost of the propeller.

[0049] It should be noted that the structural form of the buffer 400 is not limited to the solution shown in this embodiment. Other forms may be used in other embodiments, and this application does not specifically limit them. For example, the buffer 400 may be a gas spring (also known as a pneumatic spring), a hydraulic spring, a metal spring (e.g., a spring that can be both stretched and compressed), or a combination of these structures.

[0050] Optionally, in some embodiments, when the paddle clip 200 swings at an angle θ in the positive direction, it experiences the resultant torque (i.e., the sum of damping torques) of the two buffer members 400, which tends to be consistent with the resultant torque of the two buffer members 400 when it swings at an angle θ in the opposite direction. That is, under the condition of equal swing angles, the resultant torque of the buffer members 400 experienced by the positive and negative swings tends to be consistent, thereby reducing or even avoiding the additional load on the elastic bearing 320 caused by the inconsistency of the resultant torque of the buffer members 400 experienced by the positive and negative swings, thus helping to improve the service life of the elastic bearing 320. The angle θ can be any angle during the entire swing stroke, for example, 3° or 5°.

[0051] Of course, in other embodiments, it is also possible that, under the condition of equal waving angles, the resultant torque of the buffer 400 on forward waving and reverse waving has a significant difference.

[0052] Optionally, in some embodiments, during part or all of the flapping stroke of the propeller clamp 200, the force exerted by one buffer 400 on the propeller clamp 200 and the reaction force exerted by the other buffer 400 on the propeller clamp 200 tend to be consistent. This avoids premature fatigue damage to one buffer 400 due to bearing a larger load for an extended period, ensuring that both buffers 400 can synchronously and stably perform their damping and buffering functions, further improving the overall reliability and structural stability of the propeller hub assembly.

[0053] Of course, in other embodiments, the force exerted by one buffer 400 on the paddle clamp 200 and the force exerted by another buffer 400 on the paddle clamp 200 may be significantly different during part or all of the paddle clamp 200's swing stroke.

[0054] Furthermore, the lever arms of the two buffers 400 reacting against the propeller clamp 200 can be set to be essentially the same. This means that the magnitudes of the forces exerted by the two buffers 400 on the propeller clamp 200 are essentially the same, with one reaction force pointing upwards towards the propeller clamp 200 and the other downwards. These two reaction forces can be either parallel and non-collinear, or intersecting. In the former case, the two reaction forces are parallel and non-collinear, and since their magnitudes are equal, they directly constitute a couple.

[0055] In this embodiment of the invention, the reaction forces generated by the two buffers 400 are arranged intersectingly. In this case, the reaction forces generated by the two buffers 400 do not directly constitute a couple.

[0056] To ensure that the reaction force values ​​of the two buffers 400 are nearly identical, the two buffers 400 can be configured with identical structures and symmetrically arranged on both sides of the axial direction of the swing hinge 300. Alternatively, in other embodiments, the two buffers can be configured differently. Different configurations can mean having the same structural form but different dimensional parameters, or simply having different structural forms. For example, in a configuration where both buffers 400 are configured to include a clamping mount 410, a seat mount 420, and a damping elastomer 430, the dimensional parameters of the damping elastomer (including but not limited to diameter and axial height) can be set differently. Another example is that one buffer is configured with a structure including a clamping mount 410, a seat mount 420, and a damping elastomer 430, while the other buffer is configured as a gas spring.

[0057] It is worth mentioning that, thanks to the characteristics of the damping elastomer's shear deformation, namely, the reaction force generated by its forward shear deformation tends to be consistent with the reaction force generated by its reverse shear deformation, which is conducive to achieving the goal of making the reaction forces of the two buffer components tend to be consistent.

[0058] In some embodiments, the buffer 400 is exposed on the outside of the propeller clamp 200, with its upper end adjacent to the outer edge of the propeller clamp 200 and its lower end adjacent to the outer edge of the mounting base 100. That is, the buffer is entirely arranged on the outside of the propeller clamp. Thus, the entire structure of the buffer 400 is located within the visible observation area, facilitating not only clear and intuitive access and identification of the buffer 400's status by operators, but also greatly simplifying daily inspection and maintenance. Simultaneously, this design fully considers practical operational needs, reserving ample and reasonable working space for tool use, thereby enabling the disassembly and installation of the buffer 400 without relying on any special or dedicated tools, significantly improving operational convenience and efficiency, and facilitating rapid installation and smooth disassembly of the buffer 400. Furthermore, the buffer 400's proximity to the mounting base 100 and the propeller clamp 200 reduces the projected area of ​​the propeller hub assembly's windward surface, thereby reducing aerodynamic drag when the propeller is not operating.

[0059] Of course, in other embodiments, the buffer 400 can also be concealed inside the propeller clip 200. This reduces the impact of external environmental factors on the buffer 400, such as wind, sand, and rain, thereby extending the service life of the buffer 400. Simultaneously, concealing the buffer 400 internally makes the propeller hub assembly appear simpler, reduces wind resistance, and improves the overall aerodynamic performance of the aircraft. Please see Figure 3 Optionally, in some embodiments, the seat mounting member 420 includes a first tube body 421, which is disposed around the outer periphery of the clamp mounting member 410. The damping elastic body 430 is arranged in an annular structure, with the outer peripheral surface of the damping elastic body 430 fitting against the inner peripheral surface of the first tube body 421 and the inner peripheral surface of the damping elastic body 430 fitting against the outer peripheral surface of the clamp mounting member 410.

[0060] Thus, on the one hand, the first tube 421 is arranged around the outer periphery of the clamping mounting component 410, making the entire structure more compact, reducing space occupation, and facilitating layout and installation in aircraft and other equipment. On the other hand, the damping elastomer 430 has a ring structure coaxial with the first tube 421, and its inner and outer circumferential surfaces are respectively in contact with the first tube 421 and the clamping mounting component 410, which can better exert the damping effect. When the propeller clamp 200 performs a flapping motion, the damping elastomer 430 can absorb and buffer the generated vibration and impact force, reduce the vibration amplitude of the system, thereby reducing damage to other components of the propeller hub assembly and extending its service life. Furthermore, the design of the damping elastomer 430 as a ring structure coaxial with the first tube 421 effectively increases the shear action area of ​​the damping elastomer 430, thereby significantly reducing the load per unit area, reducing local strain, improving the overall load-bearing capacity of the structure, and effectively suppressing the deformation amplitude of the damping elastomer 430. On the other hand, this ring structure also maximizes the surface heat dissipation area of ​​the damping elastomer 430, allowing the heat energy accumulated inside during operation to be dissipated more efficiently, thereby significantly reducing the temperature of the damping elastomer 430 under working conditions, reducing thermal aging and fatigue damage, and ultimately greatly improving its service life and stability.

[0061] Of course, in other embodiments, the clamping mounting member 410 may include a first tube 421, which is disposed around the outer periphery of the seat mounting member 420. The damping elastic body 430 is arranged in a ring structure coaxial with the first tube 421. The outer peripheral surface of the damping elastic body 430 is attached to the inner peripheral surface of the first tube 421, and the inner peripheral surface of the damping elastic body 430 is attached to the outer peripheral surface of the seat mounting member 420.

[0062] In other embodiments, the first tube 421 may be omitted, and the damping elastomer 430 may not be a ring structure. For example, the clamping mount 410, the seat mount 420, and the damping elastomer 430 may all be configured as planar plate structures, and the clamping mount 410, the seat mount 420, and the damping elastomer 430 may be arranged in a sandwich-like sandwich structure.

[0063] Please see Figure 4 In an embodiment with two buffers 400, optionally, the damping elastomers 430 are arranged in a ring structure, with the axis of each damping elastomer 430 intersecting the plane of rotation of the propeller, and the axes of the two damping elastomers 430 are arranged away from each other in a downward direction.

[0064] It should be noted that the plane of rotation of a propeller refers to the plane in which the blades and tips sweep across the area when the propeller rotates, and the propeller shaft refers to the axis perpendicular to this plane of rotation.

[0065] In this embodiment, the axes of the two buffer members 400 intersect, and the upper ends of the two buffer members 400 are close to each other while the upper ends of the two buffer members 400 are far apart. In this way, the arrangement between the buffer members 400, the propeller clamp 200 and the mounting base 100 can be more compact, which is beneficial to reducing the aerodynamic drag of the propeller hub assembly.

[0066] Of course, in other embodiments, the axis of the damping elastic body 430 may intersect the plane of rotation of the propeller, but be parallel to the propeller shaft. Alternatively, the axis of the damping elastic body 430 may intersect both the plane of rotation of the propeller and the propeller shaft, and the axes of the two damping elastic bodies 430 may be parallel to each other, or the axes of the two damping elastic bodies 430 may be arranged close to each other in a downward direction.

[0067] Please see Figure 3 Optionally, in some embodiments, the seat mounting member 420 further includes a limiting seat 422, which is located at the end of the first tube 421 away from the paddle clamp 200. The clamp mounting member 410 has a limiting end that extends into the first tube 421 (see the limiting end cap 412 in the figure). The limiting end can switch between a state of abutting the limiting seat 422 and a state of having a gap with the limiting seat 422.

[0068] That is, when the clamping mounting member 410 is in a non-limit position, there is a gap between the limiting end and the limiting seat 422; when the clamping mounting member 410 is in the limit position, the limiting end abuts against the limiting seat 422. For example, with Figure 3 Taking the structure shown as an example, Figure 3 The clamping component shown is in a non-limit position, that is, in a state with a gap from the limiting seat 422. When the clamping component moves along... Figure 3 When the clamping component moves from top to bottom towards the limiting seat 422 and finally abuts against the limiting seat 422, it is at its limit position, that is, in the state of abutting against the limiting seat 422, which corresponds to the limit position of the swinging motion. Optionally, the limiting seat 422 can be made of a metal material with high strength and rigidity.

[0069] Thus, by setting the limiting end and the limiting seat 422, when the clamping mounting part 410 moves to the preset limit position, the limiting end will make rigid contact with the limiting seat 422. At this time, the contact stiffness approaches infinity, thereby providing an effective limit position limiting effect for the flapping motion of the propeller clamp 200. This design can reliably prevent the propeller from exceeding the preset safety area due to excessive flapping angle during operation, avoiding accidental collisions or impacts between the propeller and other surrounding components, thereby significantly improving the operational safety and structural reliability of the entire aircraft.

[0070] Of course, in other embodiments, the limiting end and the limiting seat 422 may not be provided.

[0071] Optionally, in some embodiments, the clamping mounting member 410 includes a second tube body 411 and a limiting end cap 412, the limiting end cap 412 being configured as a limiting end and installed on the second tube body 411 near the opening of the limiting seat 422.

[0072] Thus, by setting the separate limiting end cap 412 as a limiting structure that rigidly contacts the limiting seat 422, the overall processing difficulty and cost of the second tube 411 can be effectively reduced. Since the limiting end cap 412 is a separate limiting structure, it can be manufactured using more suitable materials and processes to ensure its performance when rigidly contacting the limiting seat 422. The second tube 411, on the other hand, can select appropriate materials and processing methods according to its own functional requirements, without having to raise the overall processing standards to meet the limiting function. At the same time, this separate design allows the limiting end cap 412 to be easily replaced individually if it wears or is damaged after long-term use, without having to replace the entire second tube 411, improving the convenience and economy of maintenance. Furthermore, the separate limiting end cap 412 is easier to operate and adjust during installation and debugging, enabling more precise control of the limiting position, further improving the limiting accuracy of the rotor hub assembly for the propeller's flapping motion, and providing a more reliable guarantee for the safe and stable operation of the aircraft. Furthermore, the second tube 411 has a central control tube structure, which can reduce the total mass of the clamping and mounting parts 410, which is beneficial to the lightweight design of the aircraft.

[0073] Of course, in other embodiments, the clamping mounting member 410 may also have other structural forms, such as a solid shaft structure.

[0074] Please see Figure 1 and Figure 3 Optionally, in some embodiments, the clamping mounting member 410 further includes a first connecting ear 413, which is located at one end of the second tube 411 away from the limiting seat 422 and exposed outside the first tube 421. The first connecting ear 413 is hinged to the paddle clamp 200.

[0075] Thus, during the maintenance and repair of the aircraft, the first connecting lug 413 makes the disassembly and installation of the propeller clip 200 more convenient and quick, reduces the maintenance difficulty and cost, and helps to improve the overall reliability and economy of the aircraft.

[0076] Please see Figure 1 and Figure 3 Optionally, in some embodiments, the mounting bracket 420 further includes a second connecting ear 423, which is located at the end of the first tube 421 away from the paddle clamp 200 and is hinged to the mounting bracket 100.

[0077] Thus, during the maintenance and repair of the aircraft, the second connecting lug 423 makes the disassembly and installation of the propeller clip 200 more convenient and quick, reducing maintenance difficulty and cost, and helping to improve the overall reliability and economy of the aircraft.

[0078] It is understood that one end of the buffer 400 is hinged to the paddle clamp 200 by the first connecting ear 413, and the other end is hinged to the mounting base 100 by the second connecting ear 423, so that the clamp mounting member 410 can be displaced relative to the mounting base 420 along the axial direction of the damping elastomer 430 as much as possible, and the damping elastomer 430 can undergo shear deformation as much as possible, so as to improve the fatigue life of the damping elastomer 430.

[0079] Of course, in other embodiments, the first connecting ear 413 and the second connecting ear 423 may also be slidably connected to the propeller clamp 200, or the first connecting ear 413 and the second connecting ear 423 may not be provided, the second tube 411 may be directly connected to the propeller clamp 200, and the base shell 424 may be directly connected to the mounting base 100.

[0080] Please see Figure 1 Optionally, bearings may be provided on the first connecting ear 413 and the second connecting ear 423, and hinged to the propeller clamp 200 or the mounting base 100 by bolts or pins. This improves the smoothness and reliability of the rotation of the first connecting ear 413 and the second connecting ear 423. Of course, in other embodiments, bearings may not be provided.

[0081] For example, in an embodiment where the propeller hub assembly includes a spherical bearing, optionally, the end of the clamping mount 410 away from the seat mount 420 is rotatably connected to the propeller clamp 200 via a spherical bearing, and the end of the seat mount 420 away from the clamping mount 410 is rotatably connected to the mounting base 100 via a spherical bearing.

[0082] Alternatively, the spherical bearing is mounted on the first connecting lug 413 and the second connecting lug 423 and is connected to the paddle clamp 200 or the mounting base 100 by bolts.

[0083] Please see Figure 3 Optionally, in some embodiments, the damping elastomer 430 is made of rubber or silicone, and the damping elastomer 430 is integrally formed with the clamping mounting member 410 and the seat mounting member 420 by vulcanization. In embodiments where the buffer member 400 is provided with a first tube 421 and a second tube 411, the damping elastomer 430 is further integrally formed with the first tube 421 and the second tube 411 by vulcanization.

[0084] Thus, by configuring the damping elastomer 430 as rubber or silicone, which possesses excellent elasticity and damping properties, it can more effectively absorb and buffer the vibrations and impacts generated by the propeller's flapping motion, reducing damage to the aircraft structure. This not only improves the stability and comfort of the aircraft during flight but also reduces component wear and fatigue caused by vibration, extending the service life of the rotor hub assembly and related components. Simultaneously, the one-piece molded structure ensures a tight connection between the damping elastomer 430 and the first tube 421 and the second tube 411, preventing performance degradation due to loosening or gaps, allowing the rotor hub assembly to maintain a stable and reliable working state under various complex flight conditions. Moreover, this choice of material and molding method also offers advantages such as lower cost and ease of manufacturing, facilitating large-scale production and application, further enhancing the practicality and economy of the rotor hub assembly in aircraft.

[0085] Of course, in other embodiments, the damping elastomer 430 may also be made of other materials or manufactured using other processes.

[0086] Please see Figure 3 Optionally, in some embodiments, the buffer 400 further includes an elastic element 440, which is disposed on one of the hub mount 410 and the seat mount 420, and reacts to the paddle clamp 200 after being compressed by the other. That is, the damping elastomer 430 and the elastic element 440 together serve as the core components of the swing damping structure. Further, at least one of the limiting seat 422 and the limiting end may be provided with the elastic element 440, which reacts to the paddle clamp 200 after being compressed or stretched.

[0087] In this case, the elastic element 440 can apply a resistance torque to the paddle clamp 200 throughout the entire swing stroke, or the elastic element 440 can apply a resistance torque to the paddle clamp 200 only during a portion of the swing stroke and not during another portion of the swing stroke.

[0088] For example, in some embodiments, the elastic element 440 is further mounted on the seat mount 420. When the paddle clamp 200 is in the initial swing position, there is a gap between the clamp mount 410 and the elastic element 440. The paddle clamp 200 swings from the initial swing position toward the swing limit position, so that the gap between the clamp mount 410 and the elastic element 440 gradually decreases to zero. Gradually, the elastic element 440 begins to be compressed by the clamp mount 410, and the elastic deformation of the elastic element 440 gradually increases after subsequent compression. Optionally, in embodiments where the seat mount 420 includes a first tube 421, the end of the first tube 421 extends into the mounting cavity and is able to abut and compress the elastic element 440.

[0089] That is, regardless of whether the paddle is swung in the forward or backward direction, during the process of the paddle clip 200 swinging from the initial position to the limit position, in the forward stroke, the paddle clip 200 is only subjected to the elastic deformation reaction force of the damping elastic body 430, and is not subjected to the elastic deformation reaction force of the elastic element 440; in the backward stroke, the paddle clip 200 is subjected to the elastic deformation reaction forces of both the damping elastic body 430 and the elastic element 440.

[0090] Thus, in the forward or reverse swing stroke, the paddle clip 200 only experiences the reaction force (drag torque) from the shear deformation of the damping elastic body 430 during the initial stroke, making it easier to achieve the goal of aligning the reaction forces of the two buffers 400. Introducing the drag torque of the elastic body 440 further during the later stroke allows the rate of increase in drag torque to become even greater. That is, when the damping elastic body 430 and the elastic body 440 together act as the swing damping structure, their damping characteristic curve shows a slope (positive number) in the initial stroke that is smaller than the slope (positive number) in the later stroke. This allows the drag torque to climb along a steeper damping characteristic curve during the later stroke. This means that the paddle clip 200 receives stronger suppression during the later stroke, thus providing better cushioning before reaching the swing limit position and further reducing the risk of rigid impact during the swing motion.

[0091] Secondly, by adding an elastic element 440 and rationally utilizing the differences in stiffness characteristics and motion stroke between the damping elastomer 430 and the elastic element 440, the overall stiffness curve of the elastic damping system can be adjusted more precisely. This design enables effective variable stiffness constraints under different load conditions, ensuring that the load exhibits a linear growth trend throughout the entire motion stroke of the clamping mounting component 410. This linear growth characteristic not only helps to significantly reduce the peak value of the dynamic load but also effectively reduces the vibration amplitude of the system, thereby greatly improving the operational safety and stability of the aircraft.

[0092] Furthermore, integrating the elastic element 440 and the damping elastomer 430 onto the buffer element 400 enables a more compact structure for the rotor hub assembly, simplifies the assembly process of the aircraft final assembly, and improves its production efficiency.

[0093] It should be noted that the initial swing position of the propeller clip 200 refers to the position where the propeller clip 200 has not made any swinging motion and is in a static equilibrium state (e.g., ...). Figure 4As shown in the diagram, the flapping limit position is the maximum flapping displacement that the propeller clip 200 can achieve under working load. By adopting the above-mentioned segmented force setting, the propeller clip 200 can maintain low stiffness under small load flapping conditions, meeting the vibration reduction requirements of the aircraft during low-load flight. As the flapping displacement of the propeller clip 200 increases and the load rises, the elastic element 440 gradually enters the compressive deformation stage, and the stiffness gradually increases accordingly. This not only limits the maximum flapping displacement of the propeller clip 200, preventing structural collision damage, but also maintains the linear variation characteristics of the overall load, avoiding load impacts caused by sudden stiffness changes.

[0094] For example, in other embodiments, the elastic element 440 is mounted on the seat mount 420. When the paddle clip 200 is in the initial swing position, the clamp mount 410 abuts against the elastic element 440 and the elastic element 440 does not deform. As the paddle clip 200 swings from the initial swing position toward the swing limit position, the elastic element 440 is continuously squeezed by the clamp mount 410 and its elastic deformation gradually increases.

[0095] Of course, in some other embodiments, the elastic element may be located on one of the clamping mount and the seat mount, and react with the paddle clamp after being stretched by the other. For example, when the elastic element is configured as a tension spring, one end of the tension spring is connected to the clamping mount and the other end is connected to the seat mount. In other embodiments, the elastic element may not be provided.

[0096] Of course, in other embodiments, the elastic element 440 may not be provided.

[0097] Please see Figure 3 In some embodiments, the elastic element 440 may optionally be configured as a disc spring, with the outer periphery of the disc spring connected to a mounting bracket, and the middle portion of the disc spring being elastically deformed by the end of the clamping mounting bracket. This results in a simple and easily implemented structure. Of course, in other embodiments, the elastic element 440 may also be of other structural forms, such as a compression spring, a torsion spring, or an elastic block made of rubber.

[0098] Please see Figure 3 In an embodiment where the buffer 400 is provided with a limiting seat 422 and a limiting end, optionally, the elastic member 440 is provided on the side of the limiting seat 422 near the limiting end. When the swinging initial position is reached, there is a gap between the limiting end and the elastic member 440. When the limiting end moves toward the limiting seat 422, the elastic member 440 begins to be compressed and reacts to the limiting end.

[0099] Please see Figure 3In an embodiment where the buffer 400 includes a limiting seat 422 and a limiting end, the elastic member 440 may optionally be configured as a disc spring, with its outer periphery abutting against the limiting seat 422 and its middle portion abutting against the limiting end. Thus, because the outer periphery of the disc spring abuts against the limiting seat 422 and its middle portion abuts against the limiting end, this unique abutment method can evenly distribute pressure, preventing excessive local pressure from damaging the component. Furthermore, the structure is simple and easy to install.

[0100] Please see Figure 3 Optionally, in some embodiments, the mounting component 420 further includes a housing 424, which has a mounting cavity. A limiting seat 422 is disposed within the mounting cavity, and the end of the first tube 421 extends into the mounting cavity and abuts against the side of the limiting seat 422 near the limiting end. That is, the first tube 421 and the bottom wall of the mounting cavity together restrict the free displacement of the limiting seat 422 in the axial direction of the damping elastic body 430, thereby fixing the position of the limiting seat 422 in the mounting cavity. This results in a simple structure that is easy to assemble, while also making the maintenance of the propeller hub assembly more convenient and reducing maintenance costs.

[0101] Of course, in other embodiments, the structure of the propeller hub assembly can also take other forms. For example, an integrated design can be used to combine the housing 424 and the limiting seat 422 into a single unit, reducing the number of parts and improving the compactness and stability of the structure. Please see Figure 3 Optionally, in some embodiments, the end of the first tube 421 is threadedly connected to the wall of the mounting cavity. This threaded connection further enhances the stability of the connection between the first tube 421 and the mounting cavity, and makes disassembly and maintenance more convenient; separation can be achieved simply by rotating the first tube 421. Simultaneously, the threaded connection also provides a degree of sealing, preventing external dust, moisture, and other contaminants from entering the mounting cavity and affecting the normal operation of the propeller hub assembly.

[0102] Of course, in other embodiments, a snap-fit ​​connection can also be used to fix the end of the first tube 421 to the cavity wall of the mounting cavity. Welding or other methods can also be considered to achieve the connection between the first tube 421 and the cavity wall of the mounting cavity. Please see Figure 1 and Figure 4In some embodiments, the swing hinge 300 includes a swing shaft 310 and an elastic bearing 320, with the swing shaft 310 rotatably connected to the mounting base 100 via the elastic bearing 320. Specifically, the elastic bearing 320 includes an outer bearing ring, an inner bearing ring, and a bearing elastic body, with the bearing elastic body disposed between the outer and inner bearing rings; the end of the swing shaft 310 is inserted and fixed to the inner bearing ring, and the middle of the swing shaft 310 is fixedly connected to the paddle clamp 200 so that the swinging torque of the paddle clamp 200 can be transmitted to the elastic bearing 320 via the swing shaft 310.

[0103] Thus, by using a flexible bearing 320 instead of a traditional rolling bearing (such as a ball bearing or roller bearing) as the bearing for the flapping hinge 300, heavy and complex steel balls, rollers, and cages can be saved, making the hub assembly structure more compact and simpler. More importantly, the flexible bearing 320 in this critical location requires no lubrication or sealing, and has long inspection intervals, thus effectively improving the maintenance difficulties and high maintenance costs caused by the requirement for good sealing and frequent lubrication of traditional rolling bearings. In other words, it can reduce the difficulty and cost of propeller maintenance.

[0104] In this embodiment, theoretically, the damping force (reaction force) generated by the damping elastomer 430 on the propeller clamp 200 mainly acts in the rotation direction of the propeller clamp 200, providing a supporting reaction force in that direction, without introducing additional supporting reaction force in the radial direction of the elastic bearing 320. This reduces the additional displacement of the elastic bearing 320 caused by asymmetrical loads, effectively optimizing the load distribution pattern of the elastic bearing 320 and significantly improving its overall load-bearing capacity and service life.

[0105] Please see Figure 1 and Figure 3 In some embodiments, the spherical bearing is configured as a spherical plain bearing, with mounting holes 401 at both ends of the buffer 400. The outer ring of the spherical plain bearing is fixed within the mounting holes 401, and the inner ring of the spherical plain bearing is bolted to the paddle clamp 200 and the mounting base 100. This results in a simple and easy-to-implement structure. Of course, in other embodiments, the spherical bearing can also adopt other structural and mounting forms, including but not limited to self-aligning ball bearings and spherical roller bearings.

[0106] Please see Figures 1 to 3In some embodiments, the buffer member 400 has connecting ears at both ends, and mounting holes 401 are located on the connecting ears. The paddle clamp 200 has two clamping ears 210 for each buffer member 400, and one connecting ear is located at the interval between the two clamping ears 210. The inner ring of the spherical bearing is installed on the two clamping ears 210 by bolts. The mounting seat 100 has two seat ears 110 for each buffer member 400, and another connecting ear is located at the interval between the two seat ears 110. The inner ring of the spherical bearing is installed on the two seat ears 110 by bolts.

[0107] The two connecting lugs include a first connecting lug 413 and a second connecting lug 423. The first connecting lug 413 is installed between the two clamping lugs 210, and the second connecting lug 423 is installed between the two seat lugs 110. The two clamping lugs 210 not only position the first connecting lug 413 but also improve the installation reliability of the bolt and the first connecting lug 413. Similarly, the two seat lugs 110 not only position the second connecting lug 423 but also improve the installation reliability of the bolt and the second connecting lug 423.

[0108] Of course, in other embodiments, the number of clamping lugs 210, seat lugs 110 and connecting lugs can also be set to other values, such as a combination of one clamping lug 210, one seat lug 110 and two connecting lugs, or a combination of three clamping lugs 210, three seat lugs 110 and four connecting lugs (specifically, three clamping lugs 210 and two of the connecting lugs can be alternately distributed, and three seat lugs 110 and the other two connecting lugs can be alternately distributed).

[0109] Please see Figure 1 and Figure 2 In some embodiments, the propeller hub assembly further includes two counterweight mounting plates 600, which are respectively disposed at both ends of the propeller clamp 200. The counterweight mounting plates 600 are provided with counterweight holes 601 for detachable installation of counterweight blocks. Optionally, the mounting plates at each end of the propeller clamp 200 are fixed to the upper side of the propeller clamp 200 by two bolts, and the counterweight holes 601 are located between the two bolts.

[0110] Thus, by setting counterweight mounting plates 600 at both ends of the propeller clamp 200, the balance of the propeller can be quickly adjusted by increasing or decreasing the number of counterweights installed on the counterweight mounting plates 600 according to the balance of the propeller. Secondly, placing the counterweight mounting plates 600 and the counterweights at the outermost end of the propeller clamp 200 maximizes its lever arm, allowing the counterweights to achieve the best counterweight effect with minimal weight, which is beneficial for the lightweight design and maintenance of the propeller clamp 200.

[0111] Of course, in other embodiments, the counterweight mounting plate 600 may not be provided.

[0112] Please see Figure 1 The present invention also proposes a propeller comprising two blades 500 and the aforementioned hub assembly. The specific structure of the hub assembly is as described in the above embodiments. Since this propeller adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated further here. Specifically, the two blades 500 are respectively disposed at both ends of the blade clamp 200. The blade clamp 200 has two mounting positions at its ends, which are distributed along the extension direction of the blades 500, and the blades 500 are connected to the mounting positions.

[0113] In other embodiments, the blade 400 and the blade clip 200 may be configured as an integral structure.

[0114] This invention also proposes an aircraft, such as an electric vertical takeoff and landing (EVTOL) aircraft. The aircraft includes a fuselage, a power unit, and the aforementioned propeller. The specific structure of the propeller is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. Specifically, the power unit is located on the fuselage and drives the propeller. The output end of the power unit extends out of the fuselage and is connected to the mounting base of the propeller's blade clamp.

[0115] Optionally, the aircraft includes a fixed wing and multiple rotors, the multiple rotors including a lifting rotor, the lifting rotor including a power unit and the aforementioned propeller. The power unit may be an electric motor or an engine, etc.

[0116] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A propeller hub assembly, characterized in that, include: Mounting bracket, connected to the output end of the power unit; A propeller clamp is used to mount the blades of a propeller. A flapping hinge, through which the paddle clamp is mounted on the mounting base; as well as A buffer is connected between the propeller clip and the mounting base so that when the propeller clip swings, the buffer reacts to the propeller clip after being subjected to the swinging action. The buffer includes a clamping mounting component, a seat mounting component, and a damping elastomer. The clamping mounting component is connected to the propeller clamp, the seat mounting component is connected to the mounting base, and the damping elastomer is disposed between the seat mounting component and the clamping mounting component. When the propeller clamp swings, the clamping mounting component moves relative to the seat mounting component, so that the damping elastomer undergoes shear deformation and reacts on the propeller clamp.

2. The propeller hub assembly as claimed in claim 1, characterized in that, The mounting component includes a first tube body, which is arranged around the outer periphery of the clamping mounting component. The damping elastomer is arranged in a ring structure, with its outer peripheral surface fitting against the inner peripheral surface of the first tube body and its inner peripheral surface fitting against the outer peripheral surface of the clamping mounting component.

3. The propeller hub assembly as described in claim 2, characterized in that, The mounting bracket further includes a limiting seat, which is located at the end of the first tube away from the propeller clamp. The clamping bracket has a limiting end that extends into the first tube. The limiting end can switch between a state of abutting the limiting seat and a state of having a gap with the limiting seat. At least one of the limiting seat and the limiting end is provided with an elastic element. The elastic element reacts to the propeller clamp after being compressed or stretched.

4. The propeller hub assembly as described in claim 3, characterized in that, The clamping device includes a second tube body, a limiting end cap, and a first connecting ear. The limiting end cap is configured as the limiting end and is installed on the second tube body near the opening of the limiting seat. The first connecting ear is located at the end of the second tube body away from the limiting seat and is exposed outside the first tube body. The first connecting ear is hinged to the paddle clamp.

5. The propeller hub assembly as described in claim 3, characterized in that, The mounting component further includes a housing, the housing having a mounting cavity, the limiting seat being disposed within the mounting cavity and having the elastic element thereon, and the end of the first tube extending into the mounting cavity and capable of abutting and squeezing the elastic element; And / or, the mounting bracket further includes a second connecting ear, which is located at the end of the first tube body away from the propeller clamp and is hinged to the mounting bracket.

6. The propeller hub assembly as claimed in claim 1, characterized in that, The end of the clamping component away from the seat mounting component is rotatably connected to the paddle clamp via a spherical bearing, and the end of the seat mounting component away from the clamping component is rotatably connected to the mounting seat via a spherical bearing; And / or, the damping elastomer is made of rubber or silicone, and the damping elastomer is integrally formed with the clamping mounting part and the seat mounting part by vulcanization; And / or, the buffer is exposed on the outside of the propeller clamp, the upper end of the buffer is adjacent to the outer edge of the propeller clamp, and the lower end of the buffer is adjacent to the outer edge of the mounting base; And / or, the buffer is provided in two parts, with the two buffers respectively located on both sides of the paddle clamp.

7. The propeller hub assembly as claimed in claim 1, characterized in that, The buffer also includes an elastic element, which is disposed on one of the clamping mounting member and the seat mounting member, and reacts to the paddle clamp after being squeezed or stretched by the other.

8. The propeller hub assembly as claimed in claim 7, characterized in that, The elastic element is mounted on the seat mount. When the paddle clamp is in the initial swing position, there is a gap between the clamp mount and the elastic element. The paddle clamp swings from the initial swing position toward the swing limit position, so that the gap between the clamp mount and the elastic element gradually shrinks to zero, and gradually, the elastic element begins to be squeezed by the clamp mount.

9. The propeller hub assembly as claimed in claim 7, characterized in that, The elastic element is configured as a disc spring, the outer periphery of which is connected to the seat mounting member, and the middle part of the disc spring is elastically deformed by the end of the clamping mounting member.

10. A propeller, characterized in that, The device includes two blades and a hub assembly as described in any one of claims 1 to 9, wherein the end of the blade clamp is provided with two mounting positions, the two blades are respectively disposed in the two mounting positions, or the blades and the blade clamp are integrally formed.

11. An aircraft, characterized in that, It includes a body, a power unit, and a propeller as described in claim 10, wherein the power unit is mounted on the body and drives a mounting base connected to the propeller.

12. The aircraft as claimed in claim 11, characterized in that, The aircraft is configured as a vertical takeoff and landing aircraft.

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