Power motor, electric engine, electric propulsion device and aircraft

Abstract

The embodiment of the utility model provides a power motor, an electric engine, an electric propulsion device and an aircraft, and relates to the technical field of aircrafts. The power motor comprises a rotor and a stator. The rotor comprises a rotor shell. The stator comprises a stator support located in the rotor shell, the stator support comprises an inner shell, an outer shell and a connecting structure, the inner shell is located in the outer shell, the inner shell and the outer shell are arranged in a spaced mode in the radial direction of the power motor, the inner shell is rotationally connected with the rotor shell, and the connecting structure is located between the inner shell and the outer shell and fixedly connected with the inner shell and the outer shell. In this way, the power motor is directly connected with the propeller, the structure of the electric propulsion device is simplified, the weight of the electric propulsion device is reduced, the loading capacity of the aircraft can be improved, and light weight is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a power motor, an electric engine, an electric propulsion device and an aircraft. BACKGROUND

[0002] An electric vertical take-off and landing (eVTOL) aircraft has the ability of vertical take-off and landing, and the ability of horizontal high efficiency and high speed flight of a fixed wing. Compared with a helicopter, the eVTOL aircraft is more quiet, comfortable and economical. Compared with a multi-rotor aircraft, the eVTOL aircraft is more efficient and has a longer range. Compared with a fixed wing aircraft, the eVTOL aircraft can vertically take off and land on a landing platform in a city, and is an excellent choice for urban air travel. The existing eVTOL aircraft includes an electric propulsion device. The structure of the electric propulsion device is redundant and bulky, and requires a large space, which causes waste in weight, volume and even energy, and limits the load capacity and lightweight of the eVTOL aircraft. SUMMARY

[0003] Embodiments of the present application provide a power motor, an electric engine, an electric propulsion device and an aircraft. The power motor is directly connected with a propeller, the structure of the electric propulsion device is simplified, the weight of the electric propulsion device can be reduced, and the load capacity of the aircraft can be improved and the aircraft can be lightweight.

[0004] In a first aspect, a power motor is provided. The power motor includes:

[0005] a rotor including a rotor housing;

[0006] a stator including a stator support located in the rotor housing, the stator support including an inner housing, an outer housing and a connecting structure, the inner housing being located inside the outer housing and being spaced apart from the outer housing in a radial direction of the power motor, the inner housing being rotationally connected with the rotor housing, and the connecting structure being located between the inner housing and the outer housing and being fixedly connected with the inner housing and the outer housing respectively.

[0007] When the power motor is directly connected with a propeller, the rotor housing is fixedly connected with a hub of the propeller, the propeller applies an overturning moment to the stator support through the rotor housing, the overturning moment is transmitted on the inner housing in the radial direction of the power motor and causes the inner housing to deform, the inner housing absorbs the overturning moment, the overturning moment transmitted on the outer housing is small, the deformation amount of the outer housing is within an allowable range or no deformation occurs, so that the position accuracy of a stator winding of the stator is within an allowable range, and then the air gap thickness is within an allowable range, so as to ensure the output power of the power motor. In addition, the air gap thickness is within an allowable range, the stator and the rotor do not collide, the safety of the power motor is improved, and the NVH (noise, vibration, harshness) performance of the power motor is improved.

[0008] Therefore, the inner shell is spaced apart from the outer shell, and the inner shell is fixedly connected to the outer shell through the connecting structure, so that the stator support has high rigidity, thereby improving the anti-overturning torque capacity of the power motor, and the power motor can be directly connected to the propeller, thereby simplifying the structure of the electric propulsion device, reducing the weight and volume of the electric propulsion device, and helping to improve the load capacity of the aircraft and realize light weight.

[0009] In some possible implementation manners, the connecting structure comprises a plurality of connecting pieces, and the plurality of connecting pieces are arranged at intervals in the circumferential direction of the power motor, and two ends of each connecting piece are fixedly connected to the inner shell and the outer shell, respectively.

[0010] In some possible implementation manners, the connecting piece has at least one hollow through hole.

[0011] In some possible implementation manners, the inner shell comprises a first annular portion and a second annular portion connected in sequence in the axial direction of the power motor, the first annular portion is rotationally connected to the rotor shell, and the wall thickness of the first annular portion in the radial direction of the power motor is greater than the wall thickness of the second annular portion in the radial direction of the power motor.

[0012] In some possible implementation manners, at least part of the second annular portion is in an arc-shaped structure recessed towards the outer shell in the direction from the first annular portion to the second annular portion, and the arc-shaped structure is a circular arc-shaped structure.

[0013] In some possible implementation manners, the rotor shell comprises:

[0014] an annular peripheral wall, the annular peripheral wall being sleeved on the stator;

[0015] a bottom wall comprising a first annular wall portion and a second annular wall portion, the second annular wall portion being annularly arranged outside the first annular wall portion and connecting the first annular wall portion and the annular peripheral wall, the first annular wall portion having a mounting through hole, and the wall thickness of the first annular wall portion being greater than the wall thickness of the annular peripheral wall.

[0016] In some possible implementation manners, the rotor further comprises a mesh structure arranged on the outer surface of the rotor shell, and the mesh structure and the rotor shell enclose a plurality of grooves.

[0017] In some possible implementation manners, the power motor further comprises a bearing, and the bearing is located in the interior of the stator support, and the stator support is rotationally connected to the rotor shell through the bearing.

[0018] The second aspect of the embodiment of the present application provides an electric motor, which comprises a motor controller and the power motor according to any one of the first aspect.

[0019] The third aspect of the embodiment of the present application provides an electric propulsion device, which comprises a propeller and the electric motor according to the second aspect.

[0020] The propeller is connected to the power motor in a transmission manner, and the power motor is used to drive the propeller to rotate.

[0021] A fourth aspect of an embodiment of the present application provides an aircraft, which includes a fuselage, wings, a tail and an electric propulsion device as in the third aspect, wherein the electric propulsion device is arranged on the wings and / or the fuselage and / or the tail. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0023] Figure 1 A schematic diagram of the three-dimensional structure of an aircraft provided in an embodiment of the present application;

[0024] Figure 2 A schematic diagram of the architecture of an electric propulsion device provided in an embodiment of the present application;

[0025] Figure 3 An exploded schematic diagram of a power motor provided in an embodiment of the present application;

[0026] Figure 4 for Figure 3 A first cross-sectional schematic diagram of the power motor shown;

[0027] Figure 5 for Figure 3 A second cross-sectional schematic diagram of the power motor shown;

[0028] Figure 6 for Figure 3 A schematic diagram of the three-dimensional structure of the rotor bracket of the power motor shown;

[0029] Figure 7 for Figure 6 A schematic cross-sectional view of the rotor support shown;

[0030] Figure 8 for Figure 3 Schematic diagram of the three-dimensional structure of the rotor housing of the power motor shown.

[0031] Description of reference numerals:

[0032] 11. Fuselage; 12. Wings; 13. Tail; 14. Arms; 15. Nacelle;

[0033] 20. Electric propulsion device; 21. Electric engine; 22. Propeller;

[0034] 100, power motor;

[0035] 110, stator; 111, stator support; 112, stator winding; 113, inner housing; 1131, first annular portion; 1132, second annular portion; 114, outer housing; 115, connecting piece; 1151, hollow through hole; 116, structure;

[0036] 120, rotor;

[0037] 121, rotor housing; 1211, annular peripheral wall; 1212, bottom wall; 12121, first annular wall portion; 12122, second annular wall portion; 1213, mounting through hole;

[0038] 122, magnetic steel;

[0039] 123, mesh structure; 1231, first reinforcing rib; 1232, second reinforcing rib;

[0040] 130, air gap;

[0041] 140, bearing;

[0042] 150, pressing plate piece;

[0043] 160, rotating shaft piece;

[0044] 200, motor controller; 300, heat sink; 400, fan; 500, driving motor. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0046] It should be noted that the terms "first", "second" are used only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "multiple" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0047] In this application, unless otherwise clearly specified and limited, the terms "mounting", "connecting", "fixing" and the like should be understood in a broad sense, for example, can be fixed connection, can also be detachable connection, or integrated; can be directly connected, or indirectly connected through an intermediate medium, can be the connection between two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0048] In this application, unless otherwise clearly specified and limited, the first feature is "on" or "under" the second feature. The first and second features can be in direct contact, or the first and second features can be in indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "under" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0049] In the above description, the description referring to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in the specification and the features of different embodiments or examples without contradiction.

[0050] The embodiments of the present application provide a kind of aircraft, which can be electric vertical take-off and landing aircraft (electric vertical take-off and landing, eVTOL), can also be other types of aircraft.

[0051] Figure 1 A perspective structural schematic diagram of an aircraft provided by the embodiments of the present application is shown in the figure. Figure 1 The aircraft shown is only for illustration, and does not constitute a limitation on the specific structure and shape of the aircraft.

[0052] As Figure 1As 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 fuselage structure of existing aircraft. The wings 12 are fixedly connected to the fuselage 11. The structure of the wings 12 can also refer to the fixed wing structure of existing aircraft and will not be described in detail here. The tail 13 is provided 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 tail structure of existing aircraft and will not be described in detail here.

[0053] It should be noted that, in some scenarios, the aircraft may also include a fuselage 11 and wings 12 , that is, the aircraft does not include a tail 13 .

[0054] like Figure 1 As shown, the aircraft further includes an electric propulsion device 20, which can 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 .

[0055] The electric propulsion device 20 is arranged 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, while 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, while 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, while the fuselage 11 and wings 12 are not provided with electric propulsion devices 20.

[0056] Continue to see Figure 1 As shown, the aircraft further includes an arm 14 and a nacelle 15, both of which are used to be fixedly connected to the 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.

[0057] 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).

[0058] 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).

[0059] In some examples, the electric propulsion device 20 provided on the aircraft may include a fixed electric propulsion device 20 a (eg, a fixed rotor), which is fixedly connected to any one of the fuselage 11 , the wings 12 , and the tail 13 .

[0060] In some examples, the electric propulsion device 20 provided on the aircraft may include a tilting electric propulsion device 20b (e.g., a tilt rotor), 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.

[0061] In some examples, all electric propulsion devices 20 provided on the aircraft are fixed electric propulsion devices 20 a.

[0062] In other examples, all electric propulsion devices 20 provided on the aircraft are tilting electric propulsion devices 20b.

[0063] 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.

[0064] In this embodiment, the electric propulsion device 20 consists of a power battery (not shown), an electric motor 21, a propeller 22, and their accessories. The electric motor 21, a system consisting of a power motor 100, a motor controller 200, cables, and their accessories, converts electrical energy into mechanical energy. In practical implementations, the electric motor 21 can also be referred to as an electric propulsion system.

[0065] Among them, such as Figure 1 As shown, the electric engine 21 is arranged on the arm 14 or the nacelle 15, and the propeller 22 is arranged on one side of the electric engine 21. The electric engine 21 is transmission-connected to the propeller 22, and the electric engine 21 is used to drive the propeller 22 to rotate.

[0066] Figure 2 A schematic diagram of the architecture of an electric propulsion device 20 provided in an embodiment of the present application.

[0067] like Figure 2As shown, the electric engine 21 comprises a power motor 100 and a motor controller 200, the power motor 100 is in transmission connection with the propeller 22, the motor controller 200 is located inside the stator 110 of the power motor 100, the motor controller 200 is in electrical connection with the power motor 100, and the motor controller 200 is used to control the power motor 100 to drive the propeller 22 to rotate.

[0068] During the working process of the power motor 100, heat will continuously accumulate inside the power motor 100, which will cause the temperature inside the power motor 100 to rise. In view of this, Figure 2 As shown, the electric engine 21 further comprises a radiator 300, a liquid pump (not shown in the figure) and a fan 400, the power motor 100 has a cooling flow channel (not shown in the figure), the inlet end of the cooling flow channel is used to communicate with the outlet end of the radiator 300, the outlet end of the cooling flow channel is used to communicate with the inlet end of the radiator 300, and the radiator 300 and the cooling flow channel are used to form a cooling medium loop for the cooling medium to flow. The liquid pump is used to drive the cooling medium to flow in the cooling medium loop.

[0069] In some embodiments, the liquid pump comprises a drive motor 500, the drive motor 500 is in transmission connection with the fan 400, and the drive motor 500 drives the fan 400 to blow air to the radiator 300 to dissipate heat from the radiator 300. At the same time, the drive motor 500 drives the fan 400 to rotate and also serves as the pump motor of the liquid pump to act as the power source of the liquid pump. That is, the drive motor 500 is part of the liquid pump, and at this time, the fan 400 borrows the pump motor of the liquid pump.

[0070] Of course, in other embodiments, the fan 400 can also not borrow the pump motor of the liquid pump, and at this time, the drive motor 500 does not serve as the pump motor of the liquid pump and serves as a motor that specifically drives the fan 400 to rotate.

[0071] The cooling medium in the cooling flow channel absorbs the heat generated by the power motor 100 and changes from low-temperature cooling medium to high-temperature cooling medium, the high-temperature cooling medium changes to low-temperature cooling medium again after heat exchange with air through the radiator 300, and the low-temperature cooling medium enters the cooling medium again through the liquid pump to dissipate heat from the power motor 100. Such a cycle can timely take away the heat inside the power motor 100, so that the temperature inside the power motor 100 is within the allowable range, and the output power of the power motor 100 is guaranteed.

[0072] Figure 3 An explosion schematic diagram of the power motor 100 provided by the embodiments of the present application is shown in Figure 4 An explosion schematic diagram of the power motor 100 provided by the embodiments of the present application is shown in Figure 3 A first cross-sectional schematic diagram of the power motor 100 is shown in

[0073] The power motor 100 provided by the embodiments of the present application is used for Figure 3 andFigure 4 It can be seen that the power motor 100 comprises a rotor 120, a stator 110, a bearing 140, a pressing plate 150 and a rotating shaft 160. The rotor 120 comprises a rotor shell 121 and a magnetic steel 122, and the magnetic steel 122 is connected to the inside of the rotor shell 121. The rotor shell 121 has a mounting through hole 1213 for inserting the hub of the propeller 22, and the hub of the propeller 22 is fixedly connected to the rotor shell 121, so as to realize the direct connection between the power motor 100 and the propeller 22, thereby simplifying the structure of the electric propulsion device 20, reducing the weight and volume of the electric propulsion device 20, and helping to improve the load capacity of the aircraft and realize light weight.

[0074] Continuing to refer to Figure 4 It can be seen that the stator 110 is arranged inside the rotor shell 121, and the stator 110 comprises a stator support 111 and a stator winding 112. The stator winding 112 is located outside the stator support 111 and is connected to the stator support 111. The stator winding 112 is located between the stator support 111 and the magnetic steel 122, and the stator winding 112 is arranged in a spaced manner with the magnetic steel 122. There is an air gap 130 between the stator winding 112 and the magnetic steel 122.

[0075] Continuing to refer to Figure 4 It can be seen that the stator support 111 is sleeved on the outside of the bearing 140, the bearing 140 is sleeved on the rotating shaft 160, and the rotating shaft 160 is fixedly connected to the rotor shell 121. The first end of the pressing plate 150 is in contact with and fixedly connected to the stator support 111, and the second end of the pressing plate 150 is in contact with the bearing 140. The pressing plate 150 and the stator support 111 enclose a first accommodating groove for accommodating the outer ring of the bearing 140. The rotating shaft 160 and the rotor shell 121 enclose a second accommodating groove for accommodating the inner ring of the bearing 140. In this way, the rotor 120 is rotatably connected to the stator 110.

[0076] Exemplarily, as Figure 4 It can be seen that the rotating shaft 160 has a ring structure. Of course, the rotating shaft 160 can also have a circular plate structure.

[0077] Exemplarily, as Figure 4 It can be seen that the pressing plate 150 has a ring structure.

[0078] Figure 5 For Figure 3 The second cross-sectional view of the power motor 100 is shown.

[0079] In the process of driving the propeller 22 to rotate by the power motor 100, the propeller 22 will exert an overturning moment on the rotor shell 121 through the connection between the propeller 22 and the rotor shell 121 (as Figure 5When the propeller 22 is directly connected to the power motor 100, the propeller 22 applies a overturning moment to the stator support 111 through the rotor shell 121, and the overturning moment is transmitted to the inner shell 113 along the radial direction of the power motor 100 and causes the inner shell 113 to deform. The inner shell 113 absorbs the overturning moment, so that the overturning moment transmitted to the outer shell 114 is small, and the deformation amount of the outer shell 114 is within the allowable range or does not deform, so that the position accuracy of the stator winding 112 is within the allowable range, and then the air gap thickness is within the allowable range, thereby ensuring the output power of the power motor 100. In addition, the air gap thickness is within the allowable range, and the stator 110 and the rotor 120 will not collide, thereby improving the safety of the power motor 100 and improving the NVH (noise, vibration, harshness) performance of the power motor 100.

[0080] Figure 6 For Figure 3 A perspective structural schematic view of the rotor 120 support of the power motor 100 is shown.

[0081] In order to make the power motor 100 have high overturning moment resistance, in combination with the Figure 4 to Figure 6 It can be seen that the stator support 111 includes an outer shell 114, an inner shell 113, and a connecting structure 116. The stator winding 112 is connected to the outside of the outer shell 114. The inner shell 113 is located inside the outer shell 114 and is spaced apart from the outer shell 114 along the radial direction of the power motor 100, is sleeved on the outside of the bearing 140, and is fixedly connected with the pressing plate 150, the inner shell 113 and the pressing plate 150 surround the first accommodating groove, and the inner shell 113 is rotationally connected with the rotor shell 121 through the bearing 140. The connecting structure 116 is located between the inner shell 113 and the outer shell 114 and is fixedly connected with the inner shell 113 and the outer shell 114, respectively.

[0082] When the power motor 100 is used to be directly connected with the propeller 22, the propeller 22 applies an overturning moment to the stator support 111 through the rotor shell 121, and the overturning moment is transmitted to the inner shell 113 along the radial direction of the power motor 100 and causes the inner shell 113 to deform. The inner shell 113 absorbs the overturning moment, so that the overturning moment transmitted to the outer shell 114 is small, and the deformation amount of the outer shell 114 is within the allowable range or does not deform, so that the position accuracy of the stator winding 112 is within the allowable range, and then the air gap thickness is within the allowable range, thereby ensuring the output power of the power motor 100. In addition, the air gap thickness is within the allowable range, and the stator 110 and the rotor 120 will not collide, thereby improving the safety of the power motor 100 and improving the NVH (noise, vibration, harshness) performance of the power motor 100.

[0083] Therefore, the inner shell 113 is spaced apart from the outer shell 114, and the inner shell 113 is fixedly connected with the outer shell 114 through the connecting structure 116, so that the stator support 111 has high rigidity, thereby improving the anti-overturning torque capacity of the electric motor 100, and further, the electric motor 100 can be directly connected with the propeller 22, thereby simplifying the structure of the electric propulsion device 20, reducing the weight and volume of the electric propulsion device 20, and helping to improve the load capacity of the aircraft and realize lightweight. In addition, the weight of the stator support 111 can also be reduced, further reducing the weight of the electric propulsion device 20, improving the structural safety and durability of the electric motor 100, and ensuring the stable operation of the electric motor 100.

[0084] Figure 7 For Figure 6 the cross-sectional view of the rotor 120 support is shown.

[0085] Exemplarily, in combination with Figure 6 and Figure 7 It can be seen that the connecting structure 116 includes a plurality of connecting pieces 115, and the plurality of connecting pieces 115 are spaced apart along the circumferential direction of the electric motor 100. Each connecting piece 115 is fixedly connected with the inner shell 113 and the outer shell 114 at both ends. The extension direction of the connecting piece 115 is parallel to the radial direction of the electric motor 100. At this time, in addition to connecting the inner shell 113 and the outer shell 114, the connecting piece 115 can also function as a longitudinal reinforcing rib extending in the radial direction of the electric motor 100, thereby improving the rigidity of the stator support 111.

[0086] As shown in Figure 7 , along the axial direction of the electric motor 100 (such as the Z direction in Figure 7 , the height of the inner shell 113 is greater than the height of the outer shell 114. Of course, the height of the inner shell 113 and the height of the outer shell 114 can also be the same.

[0087] As shown in Figure 7 , along the axial direction of the electric motor 100 (such as the Z direction in Figure 7 , the height of the connecting piece 115 is greater than the height of the inner shell 113, and is equal to the height of the inner shell 113. In this way, the height of the stator support 111 can be improved, and the anti-overturning torque capacity of the electric motor 100 can be further improved.

[0088] In order to further reduce the weight of the electric motor 100, in some possible implementation manners, the connecting piece 115 has at least one hollow through hole 1151, for example Figure 7 As shown, the connecting piece 115 has one hollow through hole 1151, and of course, the number of hollow through holes 1151 can also be more than one.

[0089] As shown in Figure 7As shown, the hollow through hole 1151 is a circular hole. However, the hollow through hole 1151 can also be a through hole of other shapes, such as a square hole or an elliptical hole.

[0090] To further improve the rigidity of the stator support 111, in some possible implementation manners, as shown in Figure 4 As shown, the inner shell 113 includes a first annular portion 1131 and a second annular portion 1132, which are sequentially connected along the axial direction (such as the Z direction in Figure 5 the figure) of the power motor 100. The first annular portion 1131 is rotationally connected with the rotor shell 121, and specifically, the first annular portion 1131 is sleeved on the outer ring of the bearing 140 and forms a first accommodating groove together with the pressing plate 150. The wall thickness of the first annular portion 1131 in the radial direction of the power motor 100 (such as d1 in Figure 7 the figure) is greater than the wall thickness of the second annular portion 1132 in the radial direction of the power motor 100 (such as d2 in Figure 7 the figure), and the rigidity of the first annular portion 1131 is greater than the rigidity of the second annular portion 1132. In this way, the second annular portion 1132 deforms on the overturning torque transmission path to absorb the overturning torque, so as to avoid the deformation of the inner shell 113 in the axial direction of the power motor 100, and ensure that the position accuracy of the stator winding 112 is within the allowable range.

[0091] In some possible implementation manners, as shown in Figure 5 Along the direction from the first annular portion 1131 to the second annular portion 1132 (such as the Z direction in Figure 5 the figure), at least part of the second annular portion 1132 is an arc-shaped structure concave toward the outer shell 114, so as to make the deformation of the inner shell 113 smooth, and can increase the internal space of the inner shell 113, which is helpful to improve the utilization rate of the inner shell 113.

[0092] As shown in Figure 4 the figure, along the direction from the first annular portion 1131 to the second annular portion 1132 (such as the Z direction in Figure 4 the figure), the inner diameter of the second annular portion 1132 gradually decreases, and the outer diameter of the second annular portion 1132 gradually increases, so as to ensure that at least part of the second annular portion 1132 is an arc-shaped structure.

[0093] For example, as shown in Figure 4 the figure, the arc-shaped structure is a circular arc-shaped structure. Of course, the arc-shaped structure can also be other structures, for example, the arc-shaped structure can also be a semi-elliptical structure.

[0094] In some possible implementation manners, as shown in Figure 4As shown, the rotor housing 121 includes an annular circumferential wall 1211 and a bottom wall 1212. The annular circumferential wall 1211 is sleeved on the stator 110 and connected to the magnetic steel 122. The bottom wall 1212 and the stator 110 are spaced apart along the axial direction of the power motor 100. The bottom wall 1212 has a mounting through hole 1213 that connects the inside and outside of the rotor housing 121. The hole depth of the mounting through hole 1213 (as shown in FIG. Figure 5 D2 in the figure) is greater than the wall thickness of the annular peripheral wall 1211 (as shown in FIG. Figure 5 As shown in D1 in the figure). In this way, the bottom wall 1212 is thicker at the mounting hole 1213 to provide high rigidity and resist deformation caused by the overturning moment, so that the position accuracy of the magnetic steel 122 is within the allowable range, and thus the air gap thickness is within the allowable range, thereby ensuring the output power of the power motor 100 and preventing collision between the stator 110 and the rotor 120.

[0095] like Figure 5 As shown, the bottom wall 1212 includes a first annular wall portion 12121 and a second annular wall portion 12122. The first annular wall portion 12121 is located inside the second annular wall portion 12122, that is, the second annular wall portion 12122 surrounds the outside of the first annular wall portion 12121 and connects the first annular wall portion 12121 and the annular circumferential wall 1211. The first annular wall portion 12121 has a mounting through hole 1213. The first annular wall portion 12121 is used to be fixedly connected to the hub of the propeller 22. The thickness of the first annular wall portion 12121 (as shown in FIG. Figure 5 D2 in the figure) is greater than the thickness of the annular peripheral wall 1211 (as shown in FIG. Figure 5 (As shown in D1 in the figure). Second annular wall portion 12122 is located between annular circumferential wall portion 1211 and first annular wall portion 12121 and is fixedly connected to first annular wall portion 12121 and annular circumferential wall portion 1211, respectively. Thus, the connection between rotor housing 121 and the hub of propeller 22 has high rigidity, resisting deformation caused by overturning moment.

[0096] In some embodiments, as Figure 5 As shown, the thickness of the second ring wall portion 12122 (as shown Figure 5 D3 in the figure) is smaller than the thickness of the first annular wall portion 12121 (as shown in FIG. Figure 5 This helps further reduce the disk stiffness of rotor housing 121, generating a certain amount of deformation to release energy, thereby reducing the radial displacement of the mounting surface of rotor 120 magnet 122 and ensuring the air gap thickness. Furthermore, it helps reduce the thickness of rotor housing 121, contributing to the lightweight design of power motor 100.

[0097] Figure 8 for Figure 3 The schematic diagram of the three-dimensional structure of the rotor housing 121 of the power motor 100 is shown.

[0098] To further improve the stiffness of the rotor shell 121, in some possible implementation manners, as shown in Figure 8 The rotor 120 further includes a mesh structure 123 arranged on the outer surface of the rotor shell 121, and the mesh structure 123 and the rotor shell 121 enclose a plurality of grooves. In this way, the mesh structure 123 is functionally similar to a reinforcing rib, and improves the stiffness of the rotor shell 121.

[0099] The specific structure of the mesh structure 123 is not limited herein. Exemplarily, as shown in Figure 8 The mesh structure 123 includes a plurality of first reinforcing ribs 1231 and a plurality of second reinforcing ribs 1232, the plurality of first reinforcing ribs 1231 are arranged at intervals along the circumference of the rotor shell 121, and the plurality of second reinforcing ribs 1232 are arranged at intervals along the radial direction of the rotor shell 121 between any two adjacent first reinforcing ribs 1231.

[0100] To further reduce the weight of the power motor 100 and improve the safety of the aircraft, in some possible implementation manners, as shown in Figure 4 The power motor 100 includes a bearing 140, the bearing 140 is located inside the stator support 111, and the stator support 111 is rotationally connected to the rotor shell 121 through the bearing 140. In this way, the rotor 120 is connected to the stator 110 through a single bearing 140, which not only reduces the weight of the power motor 100, but also simplifies the complexity of the power motor 100.

[0101] To further improve the anti-rollover torque capability of the power motor 100, the bearing 140 is designed as a large bearing 140, that is, the outer diameter and the inner diameter of the bearing 140 are large, so as to increase the inner diameters of the stator 110 and the rotor 120, thereby increasing the inner diameter of the mounting through hole 1213, and achieving the effect of distributing the mass and the roll-over torque of the propeller 22.

[0102] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A power machine (100), characterized by, The motor comprises: a rotor (120) comprising a rotor shell (121); a stator (110) comprising a stator support (111) located in the rotor shell (121), the stator support comprising an inner shell (113), an outer shell (114) and a connecting structure (119), the inner shell (113) being located inside the outer shell (114) and being spaced apart from the outer shell (114) along the radial direction of the motor (100), the inner shell (113) being rotationally connected to the rotor shell (121), and the connecting structure being located between the inner shell (113) and the outer shell (114) and being fixedly connected to the inner shell (113) and the outer shell (114) respectively.

2. The electric power machine (100) of claim 1, characterized in that The connecting structure (119) comprises a plurality of connecting pieces (115) arranged in a spaced apart manner along the circumferential direction of the motor (100), and the two ends of each connecting piece (115) are fixedly connected to the inner shell (113) and the outer shell (114) respectively.

3. The electric power machine (100) of claim 2, characterized in that The connecting piece (115) has at least one hollow through hole (1151).

4. The electric motor (100) according to any one of claims 1 to 3, characterized in that The inner shell (113) comprises a first annular portion (1131) and a second annular portion (1132) connected in sequence along the axial direction of the motor (100), the first annular portion (1131) is rotationally connected to the rotor shell (121), and the wall thickness of the first annular portion (1131) in the radial direction of the motor (100) is greater than the wall thickness of the second annular portion (1132) in the radial direction of the motor (100).

5. The electric power machine (100) of claim 4, characterized in that In the direction from the first annular portion (1131) to the second annular portion (1132), at least part of the second annular portion (1132) is an arc-shaped structure recessed towards the outer shell (114), and the arc-shaped structure is a circular arc-shaped structure.

6. The electric motor (100) according to any one of claims 1 to 3, characterized in that The rotor shell (121) comprises: an annular peripheral wall (1211) sleeved on the stator (110); a bottom wall (1212) comprising a first annular wall portion (12121) and a second annular wall portion (12122), the second annular wall portion (12122) being wrapped on the outer side of the first annular wall portion (12121) and connecting the first annular wall portion (12121) and the annular peripheral wall (1211), the first annular wall portion (12121) having a mounting through hole (1213), and the wall thickness of the first annular wall portion (12121) being greater than the wall thickness of the annular peripheral wall (1211).

7. The electric motor (100) according to any one of claims 1 to 3, characterized in that The rotor (120) further comprises a mesh structure (123) arranged on the outer surface of the rotor shell (121), and the mesh structure (123) and the rotor shell (121) enclose a plurality of grooves.

8. The electric motor (100) according to any one of claims 1 to 3, characterized in that The motor (100) further comprises a bearing (140) located inside the stator support (111), and the stator support (111) is rotationally connected to the rotor shell (121) through the bearing (140).

9. An electric motor engine (21) characterized by, The power motor (100) as claimed in any one of claims 1 to 8, wherein the power motor (100) is electrically connected with a motor controller (200).

10. An electric propulsion device (20) characterized by The electric motor (21) as claimed in claim 9, wherein the electric motor (21) is connected with a propeller (22). The electric motor (21) as claimed in claim 9, wherein the electric motor (21) is connected with a propeller (22).

11. An aircraft, characterized in that The aircraft (10) as claimed in claim 10, wherein the aircraft (10) comprises a fuselage (11), a wing (12), a tail (13), and the electric propulsion device (20) is arranged on the wing (12) and / or the fuselage (11) and / or the tail (13).

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