Electric motor, electric propulsion device and aircraft

Abstract

The embodiment of the application provides an electric motor, an electric propulsion device and an aircraft, and relates to the field of aircraft technology. The electric motor provided by the application comprises a stator, a rotor and a conductive assembly; the rotating shaft of the rotor is rotationally connected with the stator through a bearing; the rotating shaft is connected with the inner ring of the bearing, and the stator is connected with the outer ring of the bearing; the conductive assembly is arranged on the inner side of the stator, one end of the conductive assembly is conductively connected with the rotating shaft and / or the inner ring of the bearing, and the other end of the conductive assembly extends to the outside of the electric motor. By arranging the conductive assembly on the inner side of the stator and directly conductively connecting the conductive assembly with the rotating shaft and / or the inner ring of the bearing, and leading the current to the outside of the electric motor, a special low-impedance path is formed. The above arrangement can efficiently dredge the current generated by lightning or static electricity, avoid random discharge of the current between the rotor and the stator, thereby protecting the core components of the electric motor from damage, and significantly improving the protection effect of lightning protection and static electricity resistance.

Description

Technical Field

[0001] This application relates to aircraft technology, and more particularly to an electric motor, an electric propulsion device, and an aircraft. Background Technology

[0002] Electric vertical take-off and landing (eVTOL) aircraft are aircraft that use electricity as their flight power source and have vertical take-off and landing capabilities. They are characterized by vertical take-off and landing, intelligent operation, low noise, low emissions, easy maintenance, and high safety.

[0003] An electric propulsion system is a system that provides lift or thrust to an electric vertical takeoff and landing (EVTOL) aircraft (hereinafter referred to as an aircraft). It includes an electric motor and a propeller. The propeller consists of blades and a hub, and the electric motor drives the blades to rotate through the hub. During flight, the aircraft is susceptible to lightning strikes or static electricity generated by friction between the propeller blades and the air. These lightning strikes and static electricity can affect the stability of the electric motor. Related technologies employ carbon brushes or slip rings between the rotor and stator of the electric motor to guide the current from lightning strikes or static electricity.

[0004] However, the aforementioned lightning and electrostatic protection methods can easily affect electric motors, require frequent maintenance, and are not very effective. Utility Model Content

[0005] In view of this, this application provides an electric motor, an electric propulsion device, and an aircraft that can reasonably guide the current generated on the electric motor by lightning or static electricity, thereby improving the protection effect of the electric motor.

[0006] To achieve the above objectives, this application provides an electric motor, an electric propulsion device, and an aircraft, which adopt the following technical solution:

[0007] In a first aspect, this application provides an electric motor, comprising:

[0008] The stator has a central shaft hole;

[0009] A rotor, on which a rotating shaft is connected, at least a portion of which is disposed in the central shaft hole of the stator, the rotating shaft being rotatably connected to the stator via a bearing; the bearing comprising an inner ring and an outer ring.

[0010] The rotating shaft is connected to the inner ring of the bearing, and the stator is connected to the outer ring of the bearing;

[0011] A conductive component is disposed inside the stator, with one end of the conductive component electrically connected to the rotating shaft and / or the inner ring of the bearing, and the other end of the conductive component extending to the outside of the electric motor.

[0012] In one possible implementation, the electric motor provided in this application has a rotor rotatably mounted on the outside of the stator; the rotor and the stator are insulated from each other.

[0013] A rolling element is provided between the inner ring and the outer ring of the bearing, and the rolling element is an insulating element.

[0014] And / or, an insulating layer is provided at the connection between the outer ring of the bearing and the stator; and / or, when the conductive component is connected to the rotating shaft, an insulating layer is provided at the connection between the rotating shaft and the inner ring of the bearing.

[0015] In one possible implementation, the electric motor provided in this application includes a first conductive component and a second conductive component, wherein the first conductive component is rotatably connected to the shaft and / or the inner ring of the bearing, and the second conductive component extends to the outside of the electric motor.

[0016] In one possible implementation, the electric motor provided in this application includes a first conductive component comprising an annular conductive rail and conductive rolling elements;

[0017] Along the extension direction of the rotation center line of the rotor, the conductive rail is arranged opposite to the rotating shaft or the inner ring of the bearing;

[0018] The conductive rolling element is rotatably disposed between the conductive rail and the rotating shaft or the inner ring of the bearing, and rolls against the conductive rail and the rotating shaft or the inner ring of the bearing respectively;

[0019] The center of the annular conductive rail coincides with the rotation center line of the rotor.

[0020] In one possible implementation, the electric motor provided in this application further includes a guide rail seat and an elastic element in the first conductive component, wherein the conductive rail is slidably connected to the guide rail seat and slides relative to the guide rail seat along the extension direction of the rotation center line of the rotor;

[0021] The guide rail seat is insulated from the stator support of the stator;

[0022] The elastic element is disposed between the conductive rail and the stator support, and is used to apply an elastic force to the conductive rail so that the conductive rail tends to move along the rotation center line of the rotor toward the rotating shaft.

[0023] In one possible implementation, the electric motor provided in this application includes a conductive wire and an electromagnetic shielding sleeve in the second conductive component.

[0024] One end of the conductive wire is located inside the stator and is connected to the conductive rail of the first conductive component;

[0025] The other end of the conductive wire extends to the outside of the electric motor, and the electromagnetic shielding sleeve is fitted over the conductive wire, with the electromagnetic shielding sleeve and the conductive wire being insulated from each other.

[0026] In one possible implementation, the electric motor provided in this application further includes a first conductive lug in the first conductive component, which is connected to the inner side of the conductive rail and extends toward the center of the conductive rail; the second conductive component further includes a second conductive lug, which is connected to the conductive wire and is disposed on the inner side of the conductive rail.

[0027] The first conductive ear and the second conductive ear overlap and are connected along the extension direction of the rotation center line of the rotor, or, along the direction perpendicular to the rotation center line of the rotor, the first conductive ear and the second conductive ear overlap and are connected.

[0028] And / or, conductive grease is applied between the conductive rolling element and the conductive rail, and / or, conductive grease is applied between the conductive rolling element and the rotating shaft;

[0029] And / or, the electromagnetic shielding sleeve is used to form a reinforcing structure for the motor controller.

[0030] In one possible implementation, the electric motor provided in this application further includes a guide rail seat and an elastic element, wherein the guide rail seat includes a seat body and a connecting section.

[0031] Along the extension direction of the rotation center line of the rotor, the connecting section is connected to the base, the conductive rail is slidably connected to the connecting section, and the elastic element is disposed between the conductive rail and the base;

[0032] The first conductive ear is electrically connected to the conductive rail on the side near the base or is integrally formed; the base is provided with a base through hole, and the second conductive component connected to the first conductive ear passes through the base through hole.

[0033] In one possible implementation, the electric motor provided in this application further includes a motor controller and a motor rear cover, the motor rear cover being connected to the stator support of the stator, and the motor controller being disposed within the space formed by the stator support and the motor rear cover;

[0034] The motor controller includes a controller mounting plate, which has a controller through hole, and the conductive component passes through the controller through hole and leads to the outside of the electric motor;

[0035] The conductive component located within the through hole of the controller is spaced apart from the electronic components of the motor controller.

[0036] In one possible implementation, the electric motor provided in this application has a motor controller in which a first type of electronic component and a second type of electronic component are provided, wherein the electromagnetic sensitivity of the first type of electronic component is higher than that of the second type of electronic component.

[0037] The distance between the first type of electronic component and the through hole of the controller is greater than the distance between the second type of electronic component and the through hole of the controller.

[0038] Secondly, this application provides an electric propulsion device, comprising:

[0039] Paddle blades;

[0040] The propeller hub is electrically connected to the propeller blades;

[0041] As described above, the rotor of the electric motor is connected to the propeller hub.

[0042] In one possible implementation, the electric propulsion device provided in this application further includes a pitch control mechanism, which is connected to the root of the blade and the hub of the blade.

[0043] The connection between the pitch mechanism and the propeller root, as well as the connection between the pitch mechanism and the propeller hub, are both insulated.

[0044] Thirdly, this application provides an aircraft, comprising:

[0045] The body, the body being externally covered with a skin, the skin being a conductive component;

[0046] The aforementioned electric motor;

[0047] Alternatively, the aforementioned electric propulsion device;

[0048] The conductive components of the electric motor are electrically connected to the skin.

[0049] The electric motor, electric propulsion device, and aircraft provided in this application include an electric motor comprising a stator, a rotor, and a conductive assembly. The stator has a central shaft hole. A rotating shaft is connected to the rotor, with at least a portion of the shaft disposed within the central shaft hole of the stator. The rotating shaft is rotatably connected to the stator via a bearing. The bearing includes an inner bearing ring and an outer bearing ring. The rotating shaft is connected to the inner bearing ring, and the stator is connected to the outer bearing ring. The conductive assembly is disposed on the inner side of the stator, with one end of the conductive assembly electrically connected to the rotating shaft and / or the inner bearing ring, and the other end extending to the outside of the electric motor. By disposing the conductive assembly on the inner side of the stator and directly electrically connecting it to the rotating shaft and / or the inner bearing ring, and guiding the current to the outside of the electric motor, a dedicated low-impedance path is formed. This arrangement can efficiently conduct current generated by lightning or static electricity, preventing random discharge of current between the rotor and stator, thereby protecting the core components of the electric motor from damage and significantly improving the protection against lightning strikes and static electricity.

[0050] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the technical solutions provided by this application, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0051] The specific embodiments of this application are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for illustration and explanation of this application, and this application is not limited to the specific embodiments described below.

[0052] Figure 1 A schematic diagram of an aircraft provided in an embodiment of this application;

[0053] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of this application;

[0054] Figure 3 A schematic diagram of an electric propulsion device provided for another embodiment of this application;

[0055] Figure 4 This is a partial internal structure diagram of an electric motor provided in an embodiment of this application;

[0056] Figure 5 for Figure 4 A magnified structural diagram of part A in the middle;

[0057] Figure 6 This is a partial structural schematic diagram of the first conductive component and the second conductive component provided in the embodiments of this application;

[0058] Figure 7 This is a partial internal structure diagram of an electric motor provided in another embodiment of this application;

[0059] Figure 8 for Figure 7 A magnified structural diagram of part B in the middle section;

[0060] Figure 9 This is a schematic diagram of the structure of the guide rail base and some conductive components provided in another embodiment of this application;

[0061] Figure 10 This is a schematic diagram of the structure of the motor controller provided in an embodiment of this application.

[0062] Explanation of reference numerals in the attached figures:

[0063] 11. Airframe; 12. Wing; 13. Tail; 14. Arm; 15. Nacelle; 20. Electric Propulsion System; 20a. Fixed Electric Propulsion System; 20b. Tilting Electric Propulsion System; 22. Propeller; 100. Electric Motor; 110. Motor Rear Cover; 1101. Motor Rear Cover Through Hole; 101. Stator; 1011. Stator Support; 102. Rotor; 1021. Shaft; 103. Conductive Assembly; 1031. First Conductive Assembly; 1031a. Conductive Rail; 1031b. Conductive Rolling Component; 1031c. First Conductive Lug; 1031d. Rail Mount; 1 131, Base; 1131a, Base through hole; 1231, Connecting section; 1031e, Elastic element; 1032, Second conductive component; 1032a, Conductive wire; 1032b, Second conductive lug; 1032c, Electromagnetic shielding sleeve; 104, Bearing; 1041, Inner ring of bearing; 1042, Outer ring of bearing; 1043, Rolling element of bearing; 105, Motor controller; 1051, Controller through hole; 1052, First type of electronic component; 1053, Second type of electronic component; 200, Blade; 300, Hub; 400, Pitch mechanism; 500, Skin.

[0064] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0066] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0067] In the description of the embodiments of this application, it should be understood that the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0068] In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise specified precisely.

[0069] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0070] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0071] Electric vertical take-off and landing (eVTOL) aircraft are aircraft that use electricity as their power source and possess vertical take-off and landing capabilities. They feature vertical take-off and landing, intelligent operation, low noise, low emissions, ease of maintenance, and high safety. The electric propulsion system is the system that provides lift or thrust to powered aircraft, consisting of an electric motor, a propeller, and related accessories. Electric motors have traditionally been used primarily in ground-based industrial products, such as new energy vehicles. Compared to ground-based products, the electric motors in eVTOLs must not only meet power requirements but also ensure safe flight in various environmental conditions.

[0072] During flight, aircraft are susceptible to lightning strikes or static electricity generated by friction between their propeller blades and the air. Both lightning and static electricity can affect the stability of electric motors. Because lightning is an uncontrollable natural phenomenon and is characterized by high voltage and high current, a lightning strike can cause structural damage, destruction, equipment failure, or degradation due to the high voltage and current. In severe cases, it can lead to catastrophic consequences for the struck aircraft. Lightning protection is a crucial measure for preventing aircraft from being struck by lightning.

[0073] Because some lightning strikes are difficult to predict, aircraft flying in environments where thunderstorms are not expected, as well as those flying in all weather conditions, must consider lightning protection. For aircraft flying in all weather conditions, the impact of lightning must be taken into account.

[0074] Compared to traditional propeller aircraft, electric VTOLs (electric vertical displacement aircraft) are more susceptible to lightning damage or destruction after a lightning strike because they rely on electronic and electrical components. This is especially true for electric propulsion systems where the electric motor drives the propeller, as the electric motor is the inevitable path through which lightning current flows to the propeller. Since the electric propulsion system is a core unit, without lightning protection, its structure may fail directly under high voltage and high current. This could even lead to the formation of a high-voltage, high-current circuit within the aircraft, causing temporary or permanent malfunctions and structural failures in other electrical equipment, ultimately resulting in catastrophic consequences for the aircraft when struck by lightning.

[0075] Due to the limited space in eVTOL aircraft structures, the electromagnetic environment of the electronic equipment on board during lightning strikes can be far more severe. The electric propulsion motor, as the primary power output component, may become a crucial pathway for lightning currents to flow onto the propeller blades, making the electromagnetic environment for the electric propulsion motor extremely harsh. The consequences of electric propulsion motor failure are unacceptable and directly impact aircraft safety. Therefore, the electric propulsion motor, which carries lightning currents, must be able to withstand such severe electromagnetic environments, and lightning protection measures are essential.

[0076] During flight, the propeller blades generate friction with the air, and this friction is one of the main reasons for the static electricity deposits on the fuselage and propeller blades. If an effective electrostatic discharge path is not established for the propeller blades, and the static electricity on the blades cannot be discharged in time, the charge density at the blade tip will be the highest as the propeller rotates. When the voltage on the blades reaches a certain level due to electrostatic deposition, an electric spark discharge will occur at the blade tip or the small gap between the blade hub and the motor. The resulting electromagnetic pulse may interfere with airborne communication, navigation, and control systems. Alternatively, due to the motor bearings, the stator and rotor of the motor are electrically isolated, causing the potential difference between the blades and the motor rotor and the stator to be conducted to the stator of the electric propulsion motor through the motor bearings. Over time, this may cause electrolytic corrosion of the motor bearings. At the same time, because an effective conduction path is not established between the blades and the fuselage, when the potential difference between the blades and the fuselage is large due to electrostatic deposition, the accumulation of charge on the blades will reduce the breakdown voltage between the aircraft and the surrounding air, attracting lightning strikes. The propeller blade tips, due to their high curvature and high charge density, may become a priority path for lightning strikes, increasing the probability of lightning attaching to the blades, and consequently increasing the probability that the motor will become the path for lightning current.

[0077] Therefore, a reliable low-impedance channel for discharging static electricity deposited on the propeller blades in an electric propulsion device must be built to protect the electric motor.

[0078] Currently, related technologies employ carbon brushes or slip rings between the rotor and stator of an electric motor to guide lightning or electrostatic current. Carbon brushes are suitable for low linear speeds, environments with ample space, easy maintenance, and convenient collection of carbon brush wear dust; high-current conductive slip rings are also suitable for low-speed environments. However, electric propulsion devices have high-speed motors, limited space, and the significant impact of carbon brush wear dust on the motor, requiring treatment of the worn carbon dust and frequent maintenance.

[0079] In addition, some internal rotor motors rely on the front bearing to conduct lightning or static current. The lightning or static current is conducted between the motor rotor and the mounting bearing through the plasma channel formed by high voltage breakdown. The lightning current can be conducted away by connecting to the low impedance path on the motor housing. The motor housing can form a Faraday cage to prevent damage to the inside of the motor.

[0080] For external rotor motors, the internal electromagnetic environment becomes complex and harsh, and the temperature of the lightning conduction plasma channel is high. The arc heat and large current of the uncertain lightning channel in the small gap may demagnetize the magnets. Due to manufacturing reasons, the lightning conduction path is also uncertain, posing a greater challenge to the protection of external rotor motors. Therefore, the methods currently used are not suitable for lightning and electrostatic protection of external rotor motors of direct-drive propellers.

[0081] For electromechanical electric motors used in aviation, which contain both high-voltage and low-voltage components, their operating conditions and environments are subject to lightning strikes and static electricity accumulation. The technical problem this application aims to solve is how to address the issues of high voltage and high current breakdown of the motor caused by lightning and static electricity accumulation, leading to motor structural failure and even temporary or permanent malfunctions and structural failures of other electrical equipment. It also aims to prevent lightning current from interfering with the low-voltage components inside the electric motor and the interference of charge accumulation with communication, navigation, and control systems, thereby ensuring all-weather flight safety and preventing catastrophic accidents caused by lightning.

[0082] Specifically, regarding lightning and electrostatic protection for all-weather flight external rotor motor direct-drive propeller electric propulsion systems, the lack of lightning protection or inadequate lightning protection may cause direct failure of the motor structure under the high voltage and high current of lightning; it may also cause the high voltage to break down the small gaps in the motor during the lightning current flow, forming a plasma discharge channel, which in turn generates arc heat or Joule heat, causing the magnets in the motor to demagnetize, the windings to burn out, and the electric propulsion system to fail; it may even cause high voltage and high current to enter the internal cross-linking system from the motor end, forming a channel, leading to temporary or permanent failure of more electrical equipment and structural failure. If an effective electrostatic discharge channel is not established for the propeller blades via the direct-drive electric propulsion motor, the static electricity on the blades cannot be discharged in time. The accumulation of charge leads to an increase in voltage on the blades and the terminals connected to the motor rotor. High voltage may cause discharge at the blade tips, and the electromagnetic pulse generated by the discharge may interfere with airborne communication, navigation, and control systems. Due to the potential difference between the blades and the fuselage, discharge at small gaps such as motor bearings under high potential difference can cause electrolytic corrosion of the electric propulsion motor bearings, affecting their service life. Furthermore, the accumulation of static electricity on the blades can affect the breakdown voltage between the aircraft and the surrounding air, potentially becoming a priority channel for lightning strikes and increasing the probability of lightning attaching to the blades.

[0083] Based on the aforementioned technical problems, this application provides an electric motor, an electric propulsion device, and an aircraft. In this technical solution, the electric motor includes a stator, a rotor, and a conductive assembly. The stator has a central shaft hole. A rotating shaft is connected to the rotor, with at least a portion of the shaft disposed within the central shaft hole of the stator. The rotating shaft is rotatably connected to the stator via a bearing. The bearing includes an inner bearing ring and an outer bearing ring. The rotating shaft is connected to the inner bearing ring, and the stator is connected to the outer bearing ring. The conductive assembly is disposed on the inner side of the stator, with one end of the conductive assembly electrically connected to the rotating shaft and / or the inner bearing ring, and the other end extending to the outside of the electric motor. By disposing the conductive assembly on the inner side of the stator and directly electrically connecting it to the rotating shaft and / or the inner bearing ring, and guiding the current to the outside of the electric motor, a dedicated low-impedance path is formed. This arrangement can efficiently conduct current generated by lightning or static electricity, preventing random discharge between the rotor and stator, thereby protecting the core components of the electric motor from damage and significantly improving the protection against lightning strikes and static electricity.

[0084] Under the planned lightning and static electricity path, lightning and static electricity flow are conducted only along this path, preventing disorderly lightning from entering the electric motor and causing performance degradation or direct failure. It also prevents lightning and static electricity from directly entering the motor from the power and signal lines at the motor end, thus avoiding safety threats to other electrical equipment. The lightning and static electricity current will not flow on the stator, and the electromagnetic field generated during the flow of lightning and static electricity will not affect the motor windings. The insulation treatment at the low-impedance path and small gaps also minimizes the possibility of breakdown and conduction through these gaps.

[0085] The above-mentioned configuration can efficiently divert current generated by lightning or static electricity, preventing random discharge of current between the rotor and stator, thereby protecting the core components of the electric motor from damage and significantly improving the protection against lightning strikes and static electricity.

[0086] It should be noted that, Figures 1 to 10 The diagram shows a simplified representation of the electric motor, electric propulsion system, and various components of the aircraft. The specific structures of the electric motor, electric propulsion system, and other components of the aircraft are not limited to these details. Figures 1 to 10 of examples.

[0087] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments:

[0088] This application provides an aircraft, which can be an electric vertical take-off and landing (eVTOL) aircraft, or other types of aircraft.

[0089] Figure 1This is a schematic diagram of an aircraft provided as an embodiment of this application. Wherein, Figure 1 The aircraft shown is for illustrative purposes only and does not constitute a limitation on the specific structure and shape of the aircraft.

[0090] like Figure 1 As shown, the aircraft includes a fuselage 11, wings 12, and a tail 13. The fuselage 11 has a symmetrical structure; the remaining structure and shape of the fuselage 11 are not limited and can refer to the structure of the fuselage 11 of existing aircraft. The wings 12 are fixedly connected to the fuselage 11, and the structure of the wings 12 can also refer to the structure of the fixed wings 12 of existing aircraft, which will not be described in detail here. The tail 13 is fixedly located at the tail of the fuselage 11, and the tail 13 is integrally formed with the fuselage 11 or mechanically connected, and has a symmetrical structure. The structure of the tail 13 can also refer to the structure of the tail 13 of existing aircraft, which will not be described in detail here.

[0091] It should be noted that in some scenarios, the aircraft may also include the fuselage 11 and wings 12, that is, the aircraft does not include the tail 13.

[0092] like Figure 1 As shown, the aircraft also includes an electric propulsion unit 20, which can be used to provide power to the aircraft. The number of electric propulsion units 20 can be one or more, for example... Figure 1 As shown, the aircraft includes eight electric propulsion units 20.

[0093] The electric propulsion device 20 is disposed on the fuselage 11 and / or wings 12 and / or tail 13, for example Figure 1 As shown, electric propulsion devices 20 are symmetrically mounted on both the wings 12 and the tail 13. However, in some scenarios, the electric propulsion devices 20 are mounted on the fuselage 11, while those on the wings 12 and tail 13 are not. In other scenarios, the electric propulsion devices 20 are mounted on the wings 12, while those on the fuselage 11 and tail 13 are not. In still other scenarios, the electric propulsion devices 20 are mounted on the tail 13, while those on the fuselage 11 and wings 12 are not.

[0094] See also Figure 1 As shown, the aircraft also includes an arm 14 and a nacelle 15, both of which are used to connect to the electric propulsion unit 20 to mount the electric propulsion unit 20 on the fuselage 11, wing 12, or tail 13. Of course, in some scenarios, the aircraft may also include only one of the arms 14 and the nacelle 15.

[0095] In some embodiments, such as Figure 1 As shown, the electric propulsion device 20 is mounted on the wing 12 via the arm 14. In other embodiments, the electric propulsion device 20 may also be mounted on the wing 12 via a nacelle 15 (not shown in the figure).

[0096] In some embodiments, such as Figure 1 As shown, the electric propulsion device 20 is mounted on the tail fin 13 via a nacelle 15. In other embodiments, the electric propulsion device 20 may also be mounted on the tail fin 13 via an arm 14 (not shown in the figure).

[0097] In some examples, the electric propulsion device 20 mounted on the aircraft may include a fixed electric propulsion device 20a, which is fixedly connected to any one of the fuselage 11, wing 12 and tail 13.

[0098] In some examples, the electric propulsion device 20 mounted on the aircraft may include a tilt electric propulsion device 20b, which is provided with a tilting mechanism between the tilt electric propulsion device 20b and any one of the fuselage 11, wing 12 and tail 13, the tilting mechanism being used to adjust the tilt angle of the tilt electric propulsion device 20b.

[0099] In some examples, all electric propulsion devices 20 installed on the aircraft are fixed electric propulsion devices 20a.

[0100] In other examples, all the electric propulsion devices 20 installed on the aircraft are tilt electric propulsion devices 20b.

[0101] In some other examples, the electric propulsion devices 20 installed on the aircraft are partly fixed electric propulsion devices 20a and partly 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 located outside the tilting electric propulsion devices 20b.

[0102] In this embodiment, the electric propulsion device 20 includes an electric motor 100 and a propeller 22. The propeller 22 includes blades 200 and a hub 300. The blades 200 and the hub 300 are electrically connected. The electric motor 100 can convert electrical energy into mechanical energy.

[0103] like Figure 1 As shown, the electric motor 100 is mounted on the arm 14 or the nacelle 15. The electric motor 100 is connected to the propeller 22 and is used to drive the propeller 22 to rotate to provide power for the aircraft.

[0104] Figure 2 A schematic diagram of an electric propulsion device provided in an embodiment of this application; Figure 3 This is a schematic diagram of an electric propulsion device provided for another embodiment of this application.

[0105] Reference Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, in one possible embodiment, the electric motor 100 includes a stator 101, a rotor 102, and a conductive assembly 103; the stator 101 has a central shaft hole, the rotor 102 is rotatably sleeved on the outside of the stator 101, and the rotor 102 is used to connect to the hub 300 of the electric propulsion device 20; the rotor 102 is insulated from the stator 101; a rotating shaft 1021 is connected to the rotor 102, at least a portion of the rotating shaft 1021 is disposed in the central shaft hole of the stator 101, and the rotating shaft 1021 is rotatably connected to the inside of the stator 101.

[0106] It should be noted that the rotor 102 and the shaft 1021 can be connected by a connector, or the rotor 102 and the shaft 1021 can be integrally formed. Alternatively, the shaft 1021 can be understood as a part of the rotor 102. In this way, the rotor 102 part of the structure located outside the stator 101 is fitted onto the outside of the stator 101, while the rotor 102 part of the structure located inside the stator 101, that is, the shaft 1021, is located inside the stator 101.

[0107] The rotating shaft 1021 is rotatably connected to the stator 101 via a bearing 104; the bearing 104 includes an inner bearing ring 1041 and an outer bearing ring 1042. The rotating shaft 1021 is connected to the inner bearing ring 1041, and the stator 101 is connected to the outer bearing ring 1042.

[0108] The conductive component 103 is located inside the stator 101 and is electrically connected to the shaft 1021 and / or the inner ring 1041 of the bearing. The conductive component 103 is used to lead the current transmitted from the hub 300 to the shaft 1021 to the outside of the electric motor 100.

[0109] It should be noted that the conductive component 103 can be electrically connected to the rotating shaft 1021 alone; or the conductive component 103 can be electrically connected to the bearing inner ring 1041 alone; or the conductive component 103 can be electrically connected to both the rotating shaft 1021 and the bearing inner ring 1041 simultaneously. It is only necessary to ensure that the current in the rotating shaft 1021 and the bearing inner ring 1041 can be transmitted to the conductive component 103.

[0110] In the above embodiment, by placing the conductive component 103 inside the stator 101 and directly conductively connecting it to the shaft 1021 and / or the inner ring 1041 of the bearing, the current is led to the outside of the electric motor 100, forming a dedicated low-impedance path. Simultaneously, insulation is provided between the rotor 102 and the stator 101 to block the risk of current directly penetrating the stator 101. Under this planned lightning and static electricity path, when lightning and static electricity flow, they are only conducted along this path, preventing disorderly lightning from entering the electric motor 100 and causing performance degradation or direct failure. It also prevents lightning and static electricity from directly introducing lightning current into the machine from the power and signal lines at the motor end, thus avoiding safety threats to more electrical equipment.

[0111] The electrostatic current from lightning will not flow on the stator 101, and the electromagnetic field generated during the flow of electrostatic current from lightning will not affect the windings of the motor. The insulation treatment at the low-impedance path and the small gap also minimizes the possibility of breakdown and conduction at the small gap. The above-mentioned configuration can efficiently conduct the current generated by lightning or static electricity, preventing the current from randomly discharging between the rotor 102 and the stator 101, thereby protecting the core components of the electric motor 100 from damage and significantly improving the protection effect against lightning strikes and static electricity.

[0112] In one possible implementation, the conductive component 103 includes a first conductive component 1031 and a second conductive component 1032 interconnected with each other. The first conductive component 1031 and the second conductive component 1032 may also be integrally formed. The first conductive component 1031 is rotatably connected to the rotating shaft 1021 and / or the inner ring 1041 of the bearing, and the second conductive component 1032 extends to the outside of the electric motor 100. Here, the first conductive component 1031 and the second conductive component 1032 can be electrically connected to ensure the conduction of current between them.

[0113] In the above embodiments, the first conductive component 1031 is rotatably connected to the rotating shaft 1021 and / or the bearing inner ring 1041, which significantly reduces frictional loss compared to the sliding contact of traditional carbon brushes or slip rings. By providing the first conductive component 1031 and the second conductive component 1032, they can be designed and maintained independently, reducing replacement costs. For example, only the worn first conductive component 1031 or the second conductive component 1032 needs to be replaced, without requiring complete disassembly. The second conductive component 1032 extends to the exterior of the electric motor 100, allowing for flexible adaptation to different installation scenarios and facilitating integration with other systems.

[0114] Furthermore, based on the high-performance electric propulsion motor 100 with high motor power density, the electric motor 100 provided in this application embodiment solves the problems of lightning and electrostatic protection on the blades 200 of the aforementioned external rotor motor direct-drive propeller electric propulsion system.

[0115] Compared with traditional methods, this structure requires less structural space, has less wear, and can operate at high speeds. Unlike carbon brushes and high-current conductive slip rings, this structure does not require special inspection and maintenance. It can be inspected and maintained together with the motor after being struck by lightning, and can also be used in operating conditions where traditional protection methods are applicable.

[0116] Here, the first conductive component 1031 can be rotatably connected to the rotating shaft 1021 alone; or the first conductive component 1031 can be rotatably connected to the inner ring 1041 of the bearing alone; or the first conductive component 1031 can be rotatably connected to both the rotating shaft 1021 and the inner ring 1041 of the bearing simultaneously. It is only necessary to ensure that the current in the rotating shaft 1021 and the inner ring 1041 of the bearing can be transmitted to the first conductive component 1031.

[0117] In one possible implementation, refer to Figure 4 and Figure 5 As shown, the first conductive component 1031 includes an annular conductive rail 1031a, a conductive rolling element 1031b, and a first conductive lug 1031c.

[0118] Along the extension direction of the rotation center line of the rotor 102, the conductive rail 1031a is arranged opposite to the rotating shaft 1021, and the conductive rolling element 1031b is rotatably arranged between the conductive rail 1031a and the rotating shaft 1021, and rolls against the conductive rail 1031a and the rotating shaft 1021 respectively.

[0119] The first conductive tab 1031c is connected to the conductive rail 1031a and to the second conductive component 1032. Alternatively, the first conductive tab 1031c can be integrally formed with the conductive rail 1031a.

[0120] The center of the conductive rail 1031a coincides with the rotation center line of the rotor 102.

[0121] Reference Figure 4 As shown, the conductive rail 1031a is disposed on the stator support 1011 of the stator 101 and is insulated from the stator support 1011. In a specific implementation, an insulating pad may be provided between the conductive rail 1031a and the stator support 1011. Alternatively, the stator support 1011 may be made of insulating material.

[0122] In the above embodiments, the conductive rolling element 1031b can be a ball or a roller, preferably a ball. A rolling groove adapted to the conductive rolling element 1031b can be provided on the conductive rail 1031a. The conductive rolling element 1031b rolls within the rolling groove, which restricts the rolling path of the conductive rolling element 1031b and improves stability.

[0123] By employing conductive rolling elements 1031b, such as balls or rollers, rolling contact is achieved between the conductive rail 1031a and the rotating shaft 1021, replacing the sliding contact of traditional carbon brushes or slip rings, significantly reducing friction loss and wear, and lowering the maintenance frequency.

[0124] The rotating shaft 1021 makes rolling contact with the conductive rolling element 1031b, and the rotating shaft 1021 and the conductive rolling element 1031b are electrically connected. The rotating shaft 1021 and the conductive rolling element 1031b can both be made of conductive metal or other conductive materials.

[0125] The current on the rotor 102 is guided to the shaft 1021, and then through the conductive rolling element 1031b to the conductive rail 1031a. The conductive rail 1031a is connected to the second conductive component 1032 through the first conductive lug 1031c. The current on the conductive rail 1031a is then guided to the second conductive component 1032, and then through the second conductive component 1032 to the outside of the electric motor 100, forming a conductive path of rotor 102 - shaft 1021 - conductive rolling element 1031b - conductive rail 1031a - first conductive lug 1031c - second conductive component 1032 - outside of the electric motor 100.

[0126] The conductive rail 1031a has a ring structure, with its center coinciding with the rotation center line of the rotor 102. This ensures a symmetrical and uniform conductive path, preventing uneven contact or open circuits due to eccentricity and guaranteeing the stability of current conduction. The conductive rolling element 1031b rolls against the conductive rail 1031a and the rotating shaft 1021, forming a low-impedance conductive path. This effectively guides current generated by lightning or static electricity to the outside, preventing random discharge between the rotor 102 and stator 101 and protecting the core components of the motor. Furthermore, the conductive rail 1031a is positioned opposite the rotating shaft 1021 along the rotation center line of the rotor 102, fully utilizing the axial space inside the electric motor 100 and avoiding an increase in radial dimensions. This is suitable for eVTOL applications where size and weight are critical, contributing to the miniaturization and weight reduction of eVTOLs.

[0127] The number of conductive rolling elements 1031b can be multiple, all of which are disposed within the rolling grooves of the conductive rail 1031a. The rotor 102, which has a conductive function, forms a low-impedance electrical path through rolling contact with the conductive rolling elements 1031b, and the conductive rolling elements 1031b form a low-impedance electrical path with the conductive rail 1031a. Simultaneously, the multiple conductive rolling elements 1031b make this low-impedance electrical path more reliable and also shunt the current. The shunt effect of multiple conductive rolling elements 1031b avoids the problem of burn-out or failure of a single conductive rolling element 1031b due to excessive conduction current.

[0128] In one possible implementation, continue to refer to Figure 5 and Figure 6 As shown, the first conductive component 1031 also includes a guide rail seat 1031d and an elastic element 1031e. The conductive rail 1031a is slidably connected to the guide rail seat 1031d, and the conductive rail 1031a slides relative to the guide rail seat 1031d along the extension direction of the rotation center line of the rotor 102.

[0129] The guide rail seat 1031d is insulated from the stator support 1011 of the stator 101. Specifically, the insulation between the guide rail seat 1031d and the stator support 1011 is achieved by using a guide rail seat 1031d made of insulating material such as plastic or ceramic and / or an elastic element 1031e made of insulating material, so as to ensure that the current will not be transmitted to the stator 101 through the guide rail seat 1031d and to ensure that the current is conducted according to the preset path.

[0130] The elastic element 1031e connects to the conductive rail 1031a and is used to apply an elastic force to the conductive rail 1031a so that the conductive rail 1031a tends to move along the rotation center line of the rotor 102 toward the rotating shaft 1021.

[0131] In the above embodiments, the guide rail seat 1031d is insulated from the conductive rail 1031a to prevent the current on the conductive rail 1031a from being conducted to the guide rail seat 1031d. The conductive rail 1031a is insulated from the elastic element 1031e. Specifically, the elastic element 1031e can be an elastic washer with insulating properties; or it can be a spring or leaf spring with elastic and insulating properties. At the same time, the elastic element 1031e is insulated from the conductive rail 1031a.

[0132] The elastic element 1031e applies an axial elastic force from the electric motor 100 to the conductive rail 1031a, ensuring that the conductive rail 1031a always tends towards the rotating shaft 1021, thus ensuring stable rolling contact pressure between the conductive rolling element 1031b and the rotating shaft 1021 and the conductive rail 1031a. Even if the rotor 102 experiences slight displacement due to vibration or manufacturing errors, the elastic force can automatically compensate for the gap, preventing the formation of small gaps between the conductive rotating shaft 1021, conductive rolling element 1031b, and conductive rail 1031a due to rolling friction wear or impact vibrations in the machine environment, which would increase contact resistance. This makes the low-resistance path formed between the conductive rotating shaft 1021, conductive rolling element 1031b, and conductive rail 1031a more stable, avoiding the risk of open circuit due to poor contact. The buffering effect of the elastic element 1031e can absorb vibration or impact energy during flight, prevent contact failure due to violent shaking, and improve the reliability of protection under complex working conditions.

[0133] In one possible implementation, conductive grease is applied between the conductive rolling element 1031b and the conductive rail 1031a, and / or, conductive grease is applied between the conductive rolling element 1031b and the rotating shaft 1021. The conductive grease forms a lubricating layer between the contact surfaces of the conductive rolling element 1031b and the conductive rail 1031a / rotating shaft 1021, significantly reducing the coefficient of friction and mitigating wear caused by high-speed rotation or vibration. The conductive grease can also alleviate wear caused by the clamping force between the conductive rail 1031a and the rotating shaft 1021, extending the service life of the conductive rolling element 1031b and its contact surfaces. The conductive grease fills the tiny unevenness of the contact surfaces, ensuring that the conductive rolling element 1031b maintains tight conductive contact with the conductive rail 1031a / rotating shaft 1021, preventing increased contact resistance or open circuits due to increased gaps. The conductive grease itself is conductive, forming a continuous conductive path and efficiently guiding transient currents generated by lightning or static electricity to the outside. Furthermore, the conductive grease can absorb micro-wear particles, ensuring clean and stable operating conditions.

[0134] In one possible implementation, the second conductive component 1032 includes a conductive wire 1032a, a second conductive ear 1032b, and an electromagnetic shielding sleeve 1032c.

[0135] One end of the conductive wire 1032a is located inside the stator 101 and is connected to the second conductive lug 1032b, which is connected to the first conductive lug 1031c.

[0136] The other end of the conductive wire 1032a extends to the outside of the electric motor 100, and the electromagnetic shielding sleeve 1032c is sleeved on the outside of the conductive wire 1032a. The electromagnetic shielding sleeve 1032c and the conductive wire 1032a are insulated from each other.

[0137] In the above embodiment, one end of the conductive wire 1032a is connected to the second conductive ear 1032b, the conductive wire 1032a and the second conductive ear 1032b are electrically connected, the second conductive ear 1032b is electrically connected to the first conductive ear 1031c, the other end of the conductive wire 1032a extends to the outside of the electric motor 100, the current in the first conductive ear 1031c is guided to the second conductive ear 1032b, and then guided to the outside of the electric motor 100 through the conductive wire 1032a. Conductive wire 1032a is a conductive wire. For those skilled in the art, conductive wire 1032a has an insulating outer sheath. Its conductivity is achieved through internal copper wires or other metal wires. The second conductive lug 1032b has a sleeve-shaped clamping end. After stripping the insulating outer sheath from a portion of the conductive wire 1032a, it is inserted into the sleeve-shaped clamping end of the second conductive lug 1032b. The conductive wire 1032a and the sleeve-shaped clamping end of the second conductive lug 1032b are press-fitted to ensure a stable connection. The second conductive lug 1032b also has a connection end for connecting to the first conductive lug 1031c. The connection end between the first conductive lug 1031c and the second conductive lug 1032b can be welded or bolted. This application does not limit the connection method of the first conductive lug 1031c and the second conductive lug 1032b.

[0138] In another embodiment, the conductive wire 1032a of the conductive component 103 extends in the stator 101 cavity in a direction parallel to the rotation axis of the rotor 102.

[0139] In this embodiment, the conductive wire 1032a is placed inside the electromagnetic shielding sleeve 1032c to prevent the current in the conductive wire 1032a from causing electromagnetic interference to the electronic components on the electric motor 100. This minimizes the impact of the electromagnetic field generated when lightning static electricity is conducted along the conductive wire 1032a on the exterior of the electromagnetic shielding sleeve 1032c and the interior space of the electric motor 100. High-performance integrated motor controllers, such as the 105, are often installed inside the electric motor 100 and are highly sensitive to the strong electromagnetic fields generated by lightning. They are prone to malfunction in strong electromagnetic environments. However, in this embodiment, the conductive wire 1032a is placed inside the electromagnetic shielding sleeve 1032c, thus preventing the flow of lightning static electricity from affecting the controller and other electronic components inside the motor.

[0140] The electromagnetic shielding sleeve 1032c is used to isolate the conductive wire 1032a from interference to external electronic components. In a possible embodiment, the electromagnetic shielding sleeve 1032c is a copper tube. In other embodiments, the material of the electromagnetic shielding sleeve includes any one of aluminum, silver, and nickel.

[0141] In this embodiment, the electromagnetic shielding sleeve 1032c is a copper tube. Copper tubes have high shielding effectiveness and are applicable to the entire frequency band, thus ensuring leak-free shielding and preventing interference to the electronic components in the stator 101. Furthermore, using a copper tube for the electromagnetic shielding sleeve 1032c provides high structural strength, enhancing the structural strength of the conductive wire 1032a and providing support and reinforcement.

[0142] Using conductive wire 1032a as the current transmission medium, transient currents generated by lightning or static electricity can be quickly guided to the outside of the electric motor 100, reducing energy loss. One end of conductive wire 1032a is connected to the second conductive lug 1032b, and the other end extends to the outside, forming a continuous conductive path to ensure efficient current output.

[0143] Reference Figure 7 and Figure 8 As shown, and in combination Figure 5 As shown, in one possible implementation, the first conductive ear 1031c and the second conductive ear 1032b are overlapped and connected along the extension direction of the rotation center line of the rotor 102. The overlapped connection between the second conductive ear 1032b and the first conductive ear 1031c increases the contact area, reduces the contact resistance, improves conductivity stability, and avoids the risk of open circuit due to poor contact.

[0144] Alternatively, the first conductive ear 1031c and the second conductive ear 1032b can be overlapped and connected along a direction perpendicular to the rotation center line of the rotor 102. It is understood that by overlapping and connecting the first conductive ear 1031c and the second conductive ear 1032b along a direction perpendicular to the rotation center line of the rotor 102, a different arrangement than described above can be achieved, i.e., the orientation of the second conductive ear 1032b is different, which helps to achieve various positions of the second conductive component 1032. This improves adaptability. For example, Figure 4 The intermediate conduction wire 1032a coincides with the axis of the stator 101, or as follows: Figure 8 The conductive line 1032a shown is positioned close to the conductive rail 1031a, which can shorten the length of the conductive line 1032a.

[0145] In one possible implementation, the first conductive ear 1031c is connected to the inner side of the ring of the conductive rail 1031a and extends toward the center of the ring of the conductive rail 1031a; the second conductive ear 1032b is disposed on the inner side of the ring of the conductive rail 1031a.

[0146] The first conductive lug 1031c and the second conductive lug 1032b are both disposed inside the ring of the conductive rail 1031a, achieving efficient connection within limited space and reducing the risk of poor contact due to loose structure. This shortens the current transmission path, reduces resistance and energy loss, and enhances the stability of conductive contact with the rotating shaft 1021.

[0147] In another possible embodiment, refer to Figure 9 As shown, the first conductive component 1031 includes a guide rail seat 1031d and an elastic element 1031e. The guide rail seat 1031d includes a seat body 1131 and a connecting section 1231 connected to each other. The seat body 1131 is disposed on the stator support 1011 of the stator 101, and the seat body 1131 is insulated from the stator support 1011 of the stator 101. This insulation can be achieved by providing an insulating pad between the seat body 1131 and the stator support 1011 of the stator 101, or by using insulating materials for the seat body 1131 and the stator support 1011 of the stator 101.

[0148] Along the extension direction of the rotation center line of rotor 102, connecting section 1231 is connected to base 1131, conductive rail 1031a is slidably connected to connecting section 1231, and elastic element 1031e is disposed between conductive rail 1031a and base 1131.

[0149] The first conductive ear 1031c connects to the conductive rail 1031a on the side near the base 1131, or the first conductive ear 1031c is integrally formed with the conductive rail 1031a; the base 1131 is provided with a base through hole 1131a, and the second conductive component 1032 connected to the first conductive ear 1031c passes through the base through hole 1131a. Here, the first conductive component 1031 and the second conductive component 1032 can be integrally formed.

[0150] In the above embodiments, the base 1131 can be disc-shaped or annular, and the connecting section 1231 can be cylindrical and adapted to the base 1131. By providing a disc-shaped or annular base 1131 and a cylindrical connecting section 1231, more support can be provided for the annular conductive rail 1031a, improving the stability of the conductive rail 1031a. The conductive rail 1031a slides stably in the extending direction of the connecting section 1231. The conductive rail 1031a slides along the connecting section 1231 of the guide rail seat 1031d. The flexibility of the elastic element 1031e allows the conductive rail 1031a to adaptively adjust its position within a certain range, maintaining rolling contact with the rotating shaft 1021 and improving long-term conductive stability. The base 1131 has a through hole through which the second conductive component 1032 directly passes, shortening the current transmission path and reducing wiring complexity.

[0151] In one possible implementation, please refer to Figure 4 and Figure 5As shown, a bearing 104 is provided between the rotating shaft 1021 and the stator 101. The bearing 104 includes an inner bearing ring 1041, an outer bearing ring 1042, and a rolling element 1043 rotatably disposed between the inner bearing ring 1041 and the outer bearing ring 1042. The inner bearing ring 1041 is connected to the rotating shaft 1021, and the outer bearing ring 1042 is connected to the stator 101.

[0152] The rotor 102 is rotatably sleeved on the outside of the stator 101 and forms a rotation gap, and is insulated at the rotation gap.

[0153] And / or, an insulating layer is provided at the connection between the rotating shaft 1021 and the bearing inner ring 1041.

[0154] And / or, the bearing rolling element 1043 is an insulating element; and / or, an insulating layer is provided at the connection between the bearing outer ring 1042 and the stator 101.

[0155] In this design, the inner bearing ring 1041 is connected to the rotating shaft 1021, and is fitted onto the outer side of the rotating shaft 1021; the outer bearing ring 1042 is connected to the stator 101, and is disposed on the inner side of the stator 101. Here, the inner bearing ring 1041 is connected to the rotating shaft 1021, and the outer bearing ring 1042 is connected to the stator 101. This is prior art within the relevant technical field, and this application does not limit the connection method of connecting the inner bearing ring 1041 to the rotating shaft 1021 and the outer bearing ring 1042 to the stator 101.

[0156] An insulating layer is provided at the connection between the rotating shaft 1021 and the inner ring 1041 of the bearing. This insulating layer may be an insulating spray material covering the outside of the rotating shaft 1021 and provided at the connection between the rotating shaft 1021 and the inner ring 1041 of the bearing, or it may be an insulating bushing provided between the rotating shaft 1021 and the inner ring 1041 of the bearing.

[0157] Of course, when the bearing rolling element 1043 is an insulating element, it can be made of ceramic insulating material or other insulating material. An insulating layer is provided at the connection between the bearing outer ring 1042 and the stator 101. This insulating layer can cover the outside of the bearing outer ring 1042. The insulating spray material provided at the connection between the bearing outer ring 1042 and the stator 101 can also be an insulating bushing provided between the bearing outer ring 1042 and the stator 101.

[0158] Specifically, all small gaps between the rotor 102 and the stator 101 can be electrically insulated using insulating materials, insulating coatings, or other methods to achieve insulation between the rotor 102 and the stator 101.

[0159] In the above embodiments, an insulating layer is provided at the connection between the rotating shaft 1021 and the inner ring 1041 of the bearing, and between the outer ring 1042 of the bearing and the stator 101. This effectively blocks the current generated by lightning or static electricity from forming an unintended conductive path through the metal components of the bearing 104. This forces the current to be directed out only through the designed conductive path, preventing random current leakage from damaging the bearing 104.

[0160] In one possible implementation, refer to Figure 10 As shown, and in combination Figures 3 to 8 ,

[0161] The electric motor 100 also includes a motor controller 105 and a motor rear cover 110. The motor controller 105 is located on the side of the stator 101 facing away from the propeller hub 300. The motor rear cover 110 is connected to the stator support 1011. The motor controller 105 is disposed within the space formed by the motor rear cover 110 and the stator support 1011. The motor controller 105 includes a controller mounting plate with a controller through hole 1051. The motor rear cover 110 has a motor rear cover through hole 1101. The conductive component 103 passes through the controller through hole 1051 and leads to the outside of the electric motor 100, forming a reinforcing structure for the motor controller 105. Inside the motor controller 105, the structural strength of the controller mounting plate is not high, and when multiple electronic components are installed, there is a risk of deformation or breakage.

[0162] This application utilizes a conductive component 103 to pass through a controller through hole 1051. The controller through hole 1051 can be set on a controller mounting plate. The conductive component 103 and the controller mounting plate can be insulated from each other. The conductive component 103 forms a reinforcing structure for the controller mounting plate, thereby improving the structural strength of the motor controller 105.

[0163] Therefore, in this application, the conductive component 103 can be led out to the outside of the electric motor 100 through the controller through hole 1051, thus making effective use of the space of the electric motor 100. On the other hand, the conductive component 103 can be used to provide reinforced support for the motor controller 105.

[0164] And / or, the conductive component 103 passes through the through hole 1101 of the motor rear cover and leads to the outside of the electric motor 100.

[0165] In the above embodiment, the conductive component 103 extends directly to the outside of the electric motor 100 through the controller through hole 1051, avoiding redundant paths around the motor controller 105 or other structures, reducing resistance loss and electromagnetic radiation during current transmission, and ensuring that transient currents generated by lightning or static electricity are quickly and efficiently discharged.

[0166] In this embodiment, the conductive component 103 may pass through the controller through hole 1051 and lead to the outside of the electric motor 100, or it may pass through the motor rear cover through hole 1101 and lead to the outside of the electric motor 100, or the conductive component 103 may pass through both the controller through hole 1051 and the motor rear cover through hole 1101 and lead to the outside of the electric motor 100.

[0167] In this embodiment, the motor controller 105 and the motor rear cover 110 serve to support and protect the conductive component 103, preventing damage to the conductive component 103 and ensuring the stability of the low-impedance electrical path. In one possible implementation, referring to... Figure 9 As shown, the motor controller 105 is equipped with a first type of electronic component 1052 and a second type of electronic component 1053. The electromagnetic sensitivity of the first type of electronic component 1052 is higher than that of the second type of electronic component 1053.

[0168] The distance between the first type of electronic component 1052 and the controller through hole 1051 is greater than the distance between the second type of electronic component 1053 and the controller through hole 1051.

[0169] In the above embodiments, when the electromagnetic shielding sleeve 1032c is an electromagnetic shielding structure, for example, its material is an electromagnetic field shielding material, such as copper, the electromagnetic shielding structure is used to shield the electromagnetic field generated by the conductive wire 1032a during lightning and electrostatic conduction. The shielding structure can be a separate shielding tube. The layout design of the internal components of the electric motor 100 must meet the electromagnetic field limits of the environment in which the electronic components are used. Taking a separate shielding tube as an example, since deposited static electricity and lightning have some low-frequency energy, the non-electromagnetically sensitive electronic and electrical components outside the shielding structure, i.e., the second type of electronic components 1053, are arranged outside the shielding structure within a certain range, and the target distance is calculated through simulation. The non-electromagnetically sensitive electronic and electrical components are arranged outside the design target distance outside the shielding tube of the conductive wire 1032a, such as... Figure 10 The annular region shown in the middle m has a conductive line 1032a at its center. Between the conductive line 1032a and the annular region shown in the middle m is an electromagnetic shielding sleeve 1032c, which is a shielding tube at this time.

[0170] Electromagnetically sensitive electronic and electrical components, namely the first type of electronic components 1052, are arranged as far away from the outside of the shield tube of the conductive line 1032a as possible. Of course, the arrangement of the first type of electronic components 1052 as far away from the outside of the shield tube of the conductive line 1032a as possible is not limited to the two-dimensional space where the motor controller 105 is located, but can also be in the three-dimensional space where the motor controller 105 is located, in order to reduce the impact of lightning electrostatic conduction on the electrical equipment inside the motor, so that when lightning and electrostatic current are conducted in the motor, the motor and the motor controller 105 and other structures inside the motor are not subject to electromagnetic interference.

[0171] In one possible implementation, this application embodiment also provides an electric propulsion device 20, including a blade 200, a hub 300 and the aforementioned electric motor 100, wherein the rotor 102 of the electric motor 100 is electrically connected to the hub 300.

[0172] In the above embodiment, the current on the blade 200 is guided through the hub 300 to the rotor 102 of the electric motor 100. Then, it is guided to the outside of the electric motor 100 through the designed conductive path, thus achieving the transfer of current from the blade 200 to the outside of the electric motor 100. The structure of the electric motor 100 has been described above and will not be repeated here. The electric propulsion device 20 equipped with the electric motor 100 can effectively guide the current generated by lightning or static electricity on the electric motor 100, improving the protective effect of the electric motor 100.

[0173] In one possible implementation, such as Figure 3 As shown, the electric propulsion device 20 also includes a pitch mechanism 400, which is connected to the blade root and the blade hub 300 of the blade 200.

[0174] The connection between the pitch mechanism 400 and the propeller root, as well as the connection between the pitch mechanism 400 and the propeller hub 300, are insulated.

[0175] In the above embodiments, the connection between the pitch mechanism 400 and the propeller hub 300 is insulated, such as by using an insulating coating material or an insulating structural component, to prevent lightning static electricity from being conducted from the propeller root and the propeller hub 300 to the pitch mechanism 400.

[0176] In one possible implementation, this application provides an aircraft, including a fuselage 11 and the aforementioned electric motor 100, or including the aforementioned electric propulsion device 20. The structures of the electric motor 100 and the electric propulsion device 20 have been described above and will not be repeated here. The aircraft equipped with the aforementioned electric motor 100 solves the problem of motor failure caused by current adhering to the blades 200 of the electric propulsion device 20 after the aircraft is struck by lightning. At the same time, it provides an effective path for the discharge of static electricity on the electric motor 100, reducing the probability of electrolytic corrosion of the metal motor bearing 104 due to static electricity.

[0177] In one possible implementation, the outer surface of the body 11 is covered by a skin 500, which is a conductive component; the conductive component 103 of the electric motor 100 is conductively connected to the skin 500.

[0178] In the above embodiment, by providing a skin 500 on the fuselage 11, the aforementioned conductive path can be changed to: propeller blade 200 – hub 300 – rotor 102 – shaft 1021 – conductive component 103 – skin 500. This low-impedance, lightning-resistant conductive path guides the current to the skin 500 according to the planned path, preventing high voltage and high current from damaging sensitive components inside the motor, and simultaneously preventing charge accumulation from interfering with other electrical components within the aircraft.

[0179] The lightning and static electricity deposited on the propeller blade 200 are directly conducted to the aircraft skin 500. This ensures that the propeller blade 200 and the aircraft body 11 are at the same potential, forming an equipotential body to prevent a potential difference between the body 11 and the propeller blade 200. It also prevents a rapid increase in the voltage of the propeller blade 200 due to the continuous increase of deposited static charge. Furthermore, it reduces the probability of lightning attaching to the propeller blade 200 due to static electricity deposits when the aircraft is struck by lightning.

[0180] In one possible implementation, the skin 500 can be a metallic conductive component or a conductive component made of composite materials. For example, the skin 500 can be made of aluminum alloy, a conventional mainstream material, which is lightweight, has moderate strength, low cost, and is easy to process. The skin 500 can also be made of titanium alloy, which has an extremely high strength-to-weight ratio, high temperature resistance (supersonic flight), and corrosion resistance. The skin 500 can also be a composite material, such as a skin 500 integrated with composite materials and a metal mesh. This offers advantages such as lightweight, high strength, fatigue resistance, and high design flexibility. For example, a skin 500 integrated with carbon fiber reinforced polymer and a metal mesh.

[0181] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein.

[0182] The embodiments in this application are intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed in this application. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this application are indicated by the claims.

[0183] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An electric motor, characterized in that, include: Stator (101) has a central shaft hole; A rotor (102) is connected to a rotating shaft (1021), at least a portion of which is disposed in the central shaft hole of the stator (101). The rotating shaft (1021) is rotatably connected to the stator (101) via a bearing (104). The bearing (104) includes an inner ring (1041) and an outer ring (1042). The rotating shaft (1021) is connected to the inner ring (1041) of the bearing, and the stator (101) is connected to the outer ring (1042) of the bearing; A conductive component (103) is disposed inside the stator (101), and one end of the conductive component (103) is electrically connected to the rotating shaft (1021) and / or the inner ring of the bearing (1041), and the other end of the conductive component (103) extends to the outside of the electric motor (100).

2. The electric motor according to claim 1, characterized in that, The rotor (102) is rotatably sleeved on the outside of the stator (101); the rotor (102) and the stator (101) are insulated from each other; A bearing rolling element (1043) is rolled between the inner ring (1041) and the outer ring (1042) of the bearing, and the bearing rolling element (1043) is an insulating element; And / or, an insulating layer is provided at the connection between the outer ring of the bearing (1042) and the stator (101); and / or, when the conductive component (103) is connected to the rotating shaft (1021), an insulating layer is provided at the connection between the rotating shaft (1021) and the inner ring of the bearing (1041).

3. The electric motor according to claim 1, characterized in that, The conductive component (103) includes a first conductive component (1031) and a second conductive component (1032), the first conductive component (1031) being rotatably connected to the rotating shaft (1021) and / or the inner ring of the bearing (1041), and the second conductive component (1032) extending to the outside of the electric motor (100).

4. The electric motor according to claim 3, characterized in that, The first conductive component (1031) includes an annular conductive rail (1031a) and a conductive rolling element (1031b). Along the extension direction of the rotation center line of the rotor (102), the conductive rail (1031a) is arranged opposite to the rotating shaft (1021) or the bearing inner ring (1041); The conductive rolling element (1031b) is rotatably disposed between the conductive rail (1031a) and the rotating shaft (1021) or the bearing inner ring (1041), and rolls against the conductive rail (1031a) and the rotating shaft (1021) or the bearing inner ring (1041) respectively. The center of the annular conductive rail (1031a) coincides with the rotation center line of the rotor (102).

5. The electric motor according to claim 4, characterized in that, The first conductive component (1031) further includes a guide rail seat (1031d) and an elastic element (1031e). The conductive rail (1031a) is slidably connected to the guide rail seat (1031d), and the conductive rail (1031a) slides relative to the guide rail seat (1031d) along the extension direction of the rotation center line of the rotor (102). The guide rail seat (1031d) is insulated from the stator support (1011) of the stator (101); The elastic element (1031e) is disposed between the conductive rail (1031a) and the stator support (1011) for applying an elastic force to the conductive rail (1031a) so that the conductive rail (1031a) tends to move along the rotation center line of the rotor (102) toward the rotating shaft (1021).

6. The electric motor according to claim 5, characterized in that, The second conductive component (1032) includes a conductive wire (1032a) and an electromagnetic shielding sleeve (1032c). One end of the conductive wire (1032a) is located inside the stator (101) and is connected to the conductive rail (1031a) of the first conductive component (1031). The other end of the conductive wire (1032a) extends to the outside of the electric motor (100), and the electromagnetic shielding sleeve (1032c) is fitted over the outside of the conductive wire (1032a). The electromagnetic shielding sleeve (1032c) and the conductive wire (1032a) are insulated from each other.

7. The electric motor according to claim 6, characterized in that, The first conductive component (1031) further includes a first conductive lug (1031c), which is connected to the inner side of the ring of the conductive rail (1031a) and extends toward the center of the ring of the conductive rail (1031a); the second conductive component (1032) further includes a second conductive lug (1032b), which is connected to the conductive wire (1032a) and is disposed on the inner side of the ring of the conductive rail (1031a); Along the extension direction of the rotation center line of the rotor (102), the first conductive ear (1031c) and the second conductive ear (1032b) are connected in an overlapping manner, or along the direction perpendicular to the rotation center line of the rotor (102), the first conductive ear (1031c) and the second conductive ear (1032b) are connected in an overlapping manner. And / or, conductive grease is applied between the conductive rolling element (1031b) and the conductive rail (1031a), and / or, conductive grease is applied between the conductive rolling element (1031b) and the rotating shaft (1021). And / or, the electromagnetic shielding sleeve (1032c) is used to form a reinforcing structure for the motor controller (105).

8. The electric motor according to claim 7, characterized in that, The first conductive component (1031) further includes a guide rail seat (1031d) and an elastic element (1031e), wherein the guide rail seat (1031d) includes a seat body (1131) and a connecting section (1231). Along the extension direction of the rotation center line of the rotor (102), the connecting segment (1231) is connected to the base (1131), the conductive rail (1031a) is slidably connected to the connecting segment (1231), and the elastic element (1031e) is disposed between the conductive rail (1031a) and the base (1131). The first conductive ear (1031c) is electrically connected to the conductive rail (1031a) on the side near the seat (1131) or is integrally formed; the seat (1131) is provided with a seat through hole (1131a), and the second conductive component (1032) connected to the first conductive ear (1031c) passes through the seat through hole (1131a).

9. The electric motor according to claim 1, characterized in that, It also includes a motor controller (105) and a motor rear cover (110), the motor rear cover (110) being connected to the stator support (1011) of the stator (101), and the motor controller (105) being disposed in the space formed by the stator support (1011) and the motor rear cover (110); The motor controller (105) includes a controller mounting plate, which is provided with a controller through hole (1051). The conductive component (103) passes through the controller through hole (1051) and leads to the outside of the electric motor (100). The conductive component (103) located within the controller through hole (1051) is spaced apart from the electronic components of the motor controller (105).

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

11. An electric propulsion device, characterized in that, include: blade (200); The hub (300) is electrically connected to the blade (200); The electric motor (100) as claimed in any one of claims 1 to 10, wherein the rotor (102) of the electric motor (100) is connected to the propeller hub (300).

12. The electric propulsion device according to claim 11, characterized in that, It also includes a pitch mechanism (400), which is connected to the root of the blade (200) and the hub (300); The connection between the pitch mechanism (400) and the propeller root, as well as the connection between the pitch mechanism (400) and the propeller hub (300), are insulated.

13. An aircraft, characterized in that, include: Body (11), the body (11) is covered by an outer skin (500), the skin (500) is a conductive component; The electric motor (100) as described in any one of claims 1 to 10; Alternatively, the electric propulsion device (20) as claimed in claim 11 or 12, wherein the conductive component (103) of the electric motor (100) is electrically connected to the skin (500).

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