Aircraft powerpack assembly and aircraft

Abstract

The application discloses an aircraft power set assembly and an aircraft, which comprises a flight electric drive and a rotor assembly; the flight electric drive comprises an outer rotor shell, and the rotor assembly comprises a blade and a fixed pin shaft; the outer rotor shell is provided with a mounting portion; the mounting portion is provided with a first accommodating cavity which is open to the outer periphery of the outer rotor shell, and a first mounting hole is arranged on the side surface of the first accommodating cavity away from the outer rotor shell; the end of the blade is provided with a second mounting hole matched with the first mounting hole; the end of the blade is accommodated in the first accommodating cavity, and the fixed pin shaft is inserted into the first mounting hole and the second mounting hole, so that the blade is fixedly mounted on the mounting portion. The application realizes the integrated design of the mounting portion and the flight electric drive by fusing the mounting portion with the outer rotor shell of the flight electric drive, simplifies the structure of the aircraft power set assembly, and reduces the weight of the aircraft power set assembly.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to an aircraft power kit assembly and an aircraft. Background Technology

[0002] Currently, in related technologies, the power system of an aircraft includes a rotor and an electric drive. The electric drive is used to drive the rotor to rotate. The rotor includes blades and a hub. After the blades and hub are fixed to form the rotor, the electric drive is placed below the rotor. However, the separate design and installation of the rotor and the electric drive result in a complex structure and heavy weight for the aircraft's power system.

[0003] Therefore, simplifying the structure of the aircraft power system and reducing its weight is a problem that urgently needs to be solved. Utility Model Content

[0004] The main objective of this application is to provide an aircraft power system assembly and an aircraft, aiming to solve the technical problems of how to simplify the structure of the aircraft power system assembly and reduce its weight.

[0005] To achieve the above objectives, this application provides an aircraft power system assembly, which includes an electric flight drive and a rotor assembly;

[0006] The flight electric drive includes an outer rotor housing, and the rotor assembly includes blades and a fixing pin; the outer rotor housing is provided with a mounting part.

[0007] The mounting portion is provided with a first receiving cavity that opens toward the outer periphery of the outer rotor housing, and a first mounting hole is provided on the side of the first receiving cavity away from the outer rotor housing;

[0008] The blade has a second mounting hole at its end that matches the first mounting hole;

[0009] The end of the blade is housed in the first accommodating cavity, and the fixing pin is inserted into the first mounting hole and the second mounting hole to fix the blade to the mounting part.

[0010] In one implementation, the first accommodating cavity has a third mounting hole on the side near the outer rotor housing that matches the first mounting hole;

[0011] The fixing pin passes through the first mounting hole, the second mounting hole, and the third mounting hole to fix the blade to the mounting part.

[0012] In one implementation, the first mounting hole and the third mounting hole are each provided with a first bushing, and the two ends of the second mounting hole are each provided with a second bushing.

[0013] The fixing pin passes through the first bushing, and the second bushing is respectively fitted onto both ends of the fixing pin.

[0014] In one implementation, the rotor assembly further includes a top cover; the flight electric drive further includes a housing sealing cover;

[0015] The upper cover is fixedly disposed above the mounting part to cover the fixing pin.

[0016] The housing sealing cover is fixedly disposed above the upper cover so that the housing sealing cover covers the transmission assembly of the flight electric drive.

[0017] In one implementation, the top cover is fixedly mounted above the mounting portion by fixing bolts; the housing sealing cover is fixedly mounted above the top cover by fixing bolts, and an anti-loosening fuse is provided between two adjacent fixing bolts.

[0018] In one implementation, a counterweight is also included.

[0019] Multiple dynamic balance weight positions are evenly arranged on the outer circumference of the rotor housing;

[0020] The dynamic balance counterweight position is set at the corresponding balance counterweight position according to the requirements of the aircraft power sleeve assembly to achieve dynamic balance. The weight of the counterweight can be adjusted.

[0021] In one implementation, the position and weight of the counterweight are determined based on the imbalance and phase angle corresponding to the aircraft power unit.

[0022] In one implementation, the dynamic balancing counterweight positions include 6 locations, which are evenly distributed on the outer circumference of the outer rotor housing.

[0023] In one implementation, the flight electric drive further includes a stator, a transmission assembly, an electronic control assembly, and an energy storage device;

[0024] The outer rotor and the stator are respectively connected to the transmission assembly; the electronic control assembly is fixedly connected to the stator;

[0025] The stator housing is arranged in a direction away from the outer rotor to form a second accommodating cavity, and the electronic control assembly and the energy accumulator are disposed in the second accommodating cavity.

[0026] In one implementation, the outer rotor housing is arranged to form a cavity in a direction away from the mounting portion; the outer ring of the bearing in the transmission assembly is mounted in the cavity, and the inner ring of the bearing is mounted on the output shaft of the stator.

[0027] In one implementation, the electronic control component includes an inverter core assembly and an electronic control cover plate;

[0028] The electronic control cover is fixedly connected to the stator; the energy accumulator and the inverter core assembly are respectively installed on the same side of the electronic control cover and housed in the second accommodating cavity.

[0029] In one implementation, the periphery of the second accommodating cavity extends outward to form a flange surface, and the electrical control cover plate is fixedly connected to the flange surface.

[0030] In addition, to achieve the above objectives, this application also provides an aircraft, which includes the aforementioned aircraft power kit assembly.

[0031] The technical solution of this application achieves an integrated design of the mounting part and the flight electric drive by fusing the mounting part with the outer rotor housing of the flight electric drive, which simplifies the structure of the aircraft power kit assembly and reduces the weight of the aircraft power kit assembly. Attached Figure Description

[0032] Figure 1 This is an exploded structural diagram of an embodiment of the aircraft power unit assembly of this application;

[0033] Figure 2 This is a schematic diagram of the structure of an embodiment of the aircraft power kit assembly of this application;

[0034] Figure 3 This is a schematic diagram of the structure of an embodiment of the flight electric drive in the aircraft power kit of this application;

[0035] Figure 4 This is an exploded structural diagram of an embodiment of the flight electric drive in the aircraft power system assembly of this application;

[0036] Figure 5 This is a top view of an embodiment of the aircraft power unit assembly of this application.

[0037] Explanation of icon numbers:

[0038] 100 Flight electric drive 110 external rotor 120 stator 150 accumulator 121 Second accommodating cavity 111 Position of dynamic balancing weight 141 Electrical control cover plate 160 housing sealing cover 210 paddle blades 220 Installation Department 230 Fixed pin 221 First accommodating cavity 240 Top cover

[0039] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0040] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0041] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0042] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0043] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed in this application.

[0044] The main solution of this application is: the aircraft power kit includes a flight electric drive and a rotor assembly; the flight electric drive includes an outer rotor housing, and the rotor assembly includes blades and a fixing pin; the outer rotor housing is provided with a mounting portion; the mounting portion is provided with a first receiving cavity opening towards the outer periphery of the outer rotor housing, and a first mounting hole is provided on the side of the first receiving cavity away from the outer rotor housing; the end of the blade is provided with a second mounting hole matching the first mounting hole; the end of the blade is received in the first receiving cavity, and the fixing pin is inserted into the first mounting hole and the second mounting hole to fix the blade to the mounting portion.

[0045] Currently, in related technologies, the power system of an aircraft includes a rotor and an electric drive. The electric drive is used to drive the rotor to rotate. The rotor includes blades and a hub. After the blades and hub are fixed to form the rotor, the electric drive is placed below the rotor. However, the separate design and installation of the rotor and the electric drive result in a complex structure and heavy weight for the aircraft's power system.

[0046] Therefore, simplifying the structure of the aircraft power system and reducing its weight is a problem that urgently needs to be solved.

[0047] This application achieves an integrated design of the mounting section and the flight electric drive by fusing the mounting section with the outer rotor housing of the flight electric drive, which simplifies the structure of the aircraft power kit assembly and reduces the weight of the aircraft power kit assembly.

[0048] This application proposes an aircraft power sleeve assembly.

[0049] Please refer to Figures 1 to 4 , Figure 1 This is an exploded structural diagram of an embodiment of the aircraft power unit assembly of this application; Figure 2 This is a schematic diagram of the structure of an embodiment of the aircraft power kit assembly of this application; Figure 3 This is a schematic diagram of the structure of an embodiment of the flight electric drive in the aircraft power kit of this application; Figure 4 This is an exploded structural diagram of another embodiment of the aircraft power unit of this application.

[0050] Please refer to the following in this application: Figures 1 to 2 The aircraft power kit includes a flight electric drive 100 and a rotor assembly.

[0051] Please refer to Figure 1 and Figure 4 The flight electric drive 100 includes an outer rotor housing corresponding to the outer rotor, and the rotor assembly includes a fixed pin 230 and blades 210. The flight electric drive 100 includes an outer rotor housing 110 corresponding to the outer rotor, and the outer rotor housing 110 is provided with a mounting portion 220 for mounting the blades 210.

[0052] Specifically, please refer to Figures 1 to 2 The propeller blade 210 and the mounting part 220 are respectively provided. Multiple mounting parts 220 are provided and are symmetrically arranged above the outer rotor housing 110. For example, two propeller blades 210 and two mounting parts 220 can be provided respectively. The two mounting parts 220 are located above the outer rotor housing 110. Specifically, the top of the flight electric drive 100 transmission assembly is above the outer rotor housing 110, and the two mounting parts 220 are symmetrically arranged on both sides of the top of the transmission assembly.

[0053] The outer rotor housing 110 and the mounting part 220 are integrally formed. The two mounting parts 220 are fixed to the outer rotor housing 110 through an integrated design, forming part of the outer rotor housing. The blade 210 is fixed by the mounting part 220, so that the blade hub in the related technology can be replaced by the mounting part 229, which simplifies the structure of the aircraft power kit and reduces the weight of the aircraft power kit.

[0054] The mounting part 220 is provided with a first receiving cavity 221 that opens toward the outer periphery of the outer rotor housing 110. The first receiving cavity 221 has a first mounting hole on the side away from the outer rotor housing 110. The end of the blade 210 is provided with a second mounting hole that matches the first mounting hole.

[0055] The end of the blade 210 is housed in the first accommodating cavity, and the fixing pin 230 is inserted into the first mounting hole and the second mounting hole to fix the blade 210 to the mounting part 220.

[0056] Please refer to Figure 1 and Figure 3 The first receiving cavity 221 has two first mounting holes on the side away from the outer rotor housing 110; the end of the blade 210 is provided with a second mounting hole that matches the first mounting holes. When the end of the blade 210 is received in the first receiving cavity 221 and the first mounting hole is aligned with the second mounting hole, the fixing pin 230 is inserted into the first mounting hole and the second mounting hole to fix the blade 210 to the mounting part 220. The mounting part 220 is used to fix the blade 210 to the flight electric drive.

[0057] In this application, the number of fixing pins 230 is the same as the number of first mounting holes, that is, the number of fixing pins 230 in the first mounting hole and the second mounting hole is the same. When the mounting part 220 is integrally formed with the outer rotor housing 110, a first receiving cavity 221 with an opening facing the outer periphery of the outer rotor housing 110 is provided in the mounting part 220, and a first mounting hole is provided on the side of the first receiving cavity 221 away from the outer rotor housing 110. When the blade 210 is formed, a second mounting hole matching the first mounting hole is provided at the end of the blade 210.

[0058] During the assembly of the blade 210, the end of the blade 210 is inserted into the first receiving cavity 221, the first mounting hole and the second mounting hole are aligned, and the fixing pin 230 is inserted into the first mounting hole and the second mounting hole when the first mounting hole and the second mounting hole are aligned. At this time, the fixing pin 230 is inserted into the second mounting hole through the first mounting hole, so that the blade 210 is fixedly mounted on the mounting part 220 by the fixing pin 230.

[0059] In this application, by integrating the mounting part 220 with the outer rotor housing of the flight electric drive 100, the integrated design of the mounting part 220 and the flight electric drive 100 is achieved, which simplifies the structure of the aircraft power kit assembly and reduces the weight of the aircraft power kit assembly.

[0060] In one feasible implementation, please refer to Figure 1 and Figure 3The first accommodating cavity 221 has a third mounting hole on one side near the outer rotor housing 110 that matches the first mounting hole; the fixing pin 230 passes through the first mounting hole, the second mounting hole and the third mounting hole to fix the blade 210 to the mounting part 220.

[0061] In this application, a third mounting hole is provided on the side of the first accommodating cavity 221 near the outer rotor housing 110, that is, the third mounting hole corresponds one-to-one with the first mounting hole.

[0062] During the assembly of the blade 210, the end of the blade 210 is inserted into the first receiving cavity 221, and the first mounting hole, the second mounting hole, and the third mounting hole are aligned. With the first mounting hole and the third mounting hole aligned with the second mounting hole, the fixing pin 230 is inserted into the first mounting hole. At this time, the fixing pin 230 is inserted into the second mounting hole and the third mounting hole through the first mounting hole, so that the fixing pin 230 passes through the first mounting hole, the second mounting hole, and the third mounting hole, so that the blade 210 is fixedly mounted on the mounting part 220 by the fixing pin 230.

[0063] In one feasible implementation, the first mounting hole and the third mounting hole are respectively provided with a first bushing, and the two ends of the second mounting hole are respectively provided with a second bushing; the fixing pin 230 passes through the first bushing, and the second bushing is respectively sleeved on the two ends of the fixing pin.

[0064] Please refer to Figure 1 The first bushing is provided at both ends of the first mounting hole and the third mounting hole, that is, a first bushing is provided at the upper and lower openings of the first mounting hole and a first bushing is provided at the upper and lower openings of the third mounting hole, and a second bushing is provided at both ends of the second mounting hole. The fixing pin 230 passes through the first bushing, and the second bushing is respectively sleeved on both ends of the fixing pin 220 to improve the stability of the fixing pin.

[0065] In one possible implementation, the rotor assembly further includes an upper cover 240, which is fixedly disposed above the mounting portion 220 to cover the fixing pin 230.

[0066] Please refer to Figure 1 The rotor assembly also includes an upper cover 240 for covering the fixing pin 230. The number of upper covers 240 is the same as the number of mounting parts 220, that is, each mounting part 220 is provided with a corresponding upper cover 240. The upper cover 240 is fixedly disposed above the mounting part 220 to cover the fixing pin 230, thereby improving the fixing ability of the fixing pin 230 to fix the blade 210, so that the blade 210 is tightly fixed on the mounting part 220, thus improving the safety of the aircraft power kit assembly.

[0067] In one feasible embodiment, the flight electric drive 100 further includes a housing sealing cover 160; the housing sealing cover 160 is fixedly disposed above the upper cover 240 so that the housing sealing cover 160 covers the transmission assembly of the flight electric drive 100.

[0068] Please refer to Figure 1 The flight electric drive 100 also includes a housing sealing cover 160, which is fixedly disposed above the upper cover 240 so that the housing sealing cover 160 covers the transmission assembly of the flight electric drive 100, thereby improving the fixing ability of the fixing pin 230 to the propeller 210, so that the propeller 210 is tightly fixed on the mounting part 220, thereby improving the safety of the aircraft power kit assembly.

[0069] The upper cover 240 is fixedly mounted above the mounting part 220 by fixing bolts, and the housing sealing cover 160 is fixedly mounted above the upper cover 240 by fixing bolts. An anti-loosening fuse is provided between two adjacent fixing bolts.

[0070] Specifically, the housing sealing cover 160 is fixed above the upper cover 240 using fixing bolts. For example, the housing sealing cover 160 has fixing holes corresponding to the fixing bolts, and the mounting part 220 and the upper cover 240 have bolt holes that match the fixing screw. The fixing bolts fix the upper cover 240 above the mounting part 220 through the fixing holes and the bolt holes, that is, the upper cover 240 is located between the mounting part 220 and the housing sealing cover 160. The upper cover 240 is fixed above the mounting part 220 using fixing bolts. For example, the upper cover 240 has fixing holes corresponding to the fixing bolts, and the mounting part 220 has bolt holes that match the fixing screw. The fixing bolts fix the upper cover 240 above the mounting part 220 through the fixing holes and the bolt holes.

[0071] Please refer to this application. Figure 1 Four fixing bolts are fixed on one of the top covers 240. Two fixing bolts directly fix the top cover 240, and the other two fixing bolts are used to fix the shell sealing cover 160 and the top cover 240 at the same time. Adjacent fixing bolts are fixed with anti-loosening fuses to improve the safety of the aircraft power kit assembly.

[0072] In one feasible implementation, the aircraft power sleeve assembly also includes a counterweight block, and a plurality of dynamic balance counterweight positions 111 are evenly arranged on the outer circumference of the rotor housing 110.

[0073] To achieve the dynamic balance requirement of the aircraft power kit at the dynamic balance counterweight position 111, the counterweight block is set at the corresponding balance counterweight position, and the weight of the counterweight block can be adjusted.

[0074] The position and weight of the counterweight are determined based on the imbalance and phase angle corresponding to the aircraft power kit assembly.

[0075] As a high-speed rotating component, the dynamic imbalance of the aircraft power sleeve assembly can have adverse effects, such as accelerated bearing wear, equipment resonance, increased noise, and in severe cases, mechanical failure. To eliminate the adverse effects of dynamic imbalance, dynamic balancing of the aircraft power sleeve assembly is necessary, i.e., dynamic balancing weights. Based on this, this application uniformly sets multiple dynamic balancing weight positions 111 on the outer circumference of the rotor housing. Please refer to... Figure 3 and Figure 5 Each dynamic balance counterweight position 111 is used to set a counterweight block. The counterweight block set at the dynamic balance counterweight position 111 enables the aircraft power kit to achieve dynamic balance, thereby improving the accuracy and efficiency of the dynamic balance adjustment of the aircraft power kit.

[0076] During the dynamic balancing of the aircraft power system assembly, the unbalance and phase angle of the aircraft power system assembly are obtained during the balancing process. The unbalance refers to the offset of the center of gravity or the amount of weight that needs to be added to make the balance at a certain radius. The unit is mass multiplied by radius. It is the vibration torque caused by the eccentricity of the object during rotation. It can be calculated from the eccentricity and related parameters (such as rotational speed, moment of inertia, etc.) and is used to describe the unbalance of the aircraft power system assembly.

[0077] After obtaining the imbalance and phase angle of the aircraft power system assembly, the corresponding counterweights to be added at each dynamic balancing counterweight position 111 are determined based on the imbalance and phase angle. That is, the counterweights to be added at each dynamic balancing counterweight position 111 are calculated based on the imbalance and phase angle. Then, the corresponding counterweights to be added are added to each dynamic balancing counterweight position 111. In other words, the corresponding counterweights to be added are placed at each dynamic balancing counterweight position 111 where counterweights need to be added. By adding counterweights to each dynamic balancing counterweight position 111 as needed, precise mass distribution control can be achieved, reducing the imbalance of the aircraft power system assembly to within the target range and minimizing dynamic interference during rotation, thereby further improving the efficiency of dynamic balancing of the aircraft power system assembly.

[0078] It should be noted that the shape of the dynamic balancing counterweight position 111 is adapted to the shape of the counterweight block to facilitate the installation of the counterweight block at the corresponding dynamic balancing counterweight position 111. The shape of the dynamic balancing counterweight position 111 is adapted to the shape of the outer rotor housing. The counterweight block may include counterweight blocks of various weights, and multiple counterweight blocks of different weights can be stacked at the same dynamic balancing counterweight position 111. The counterweight block is fixedly installed at the dynamic balancing counterweight position 111 by counterweight bolts. That is, the dynamic balancing counterweight position 111 is provided with mounting holes corresponding to the counterweight bolts. The counterweight block may be provided with multiple mounting holes corresponding to the counterweight bolts, so that when a counterweight block is already installed at a certain dynamic balancing counterweight position 111, the counterweight block to be added can be installed to that dynamic balancing counterweight position 111 through the other mounting holes of the already installed counterweight block.

[0079] Since the counterweight bolts also have a certain weight, the weight of the counterweight bolts needs to be considered when installing the counterweight at the dynamic balance counterweight position 111. For example, installing one counterweight requires two counterweight bolts. The weight of the counterweight bolt is 1g, and the weight of the counterweight is 1g, 3g, 5g, etc. If the weight required at a certain dynamic balance counterweight position 111 is 1g, then one counterweight bolt can be installed at that dynamic balance counterweight position 111. If it is 2g, two counterweight bolts can be installed at that dynamic balance counterweight position 111. If it is 3g, two counterweight bolts and a 1g counterweight can be installed at that dynamic balance counterweight position 111. If it is 4g, two counterweight bolts and a 3g counterweight can be installed at that dynamic balance counterweight position 111. A counterweight bolt is installed at a dynamic balance counterweight position symmetrical to that dynamic balance counterweight position 111.

[0080] Furthermore, the dynamic balance counterweight position 111 includes 6 positions, which are evenly distributed on the outer circumference of the outer rotor housing.

[0081] In this application, to improve the efficiency of dynamic balancing of the aircraft power unit assembly, the number of dynamic balancing counterweight positions 111 can be even. For example, please refer to... Figure 3 and Figure 5 Six dynamic balancing counterweight positions 111 are set, which are evenly distributed on the outer circumference of the rotor housing. The six dynamic balancing counterweight positions 111 allow for easy placement of counterweights. By adding counterweights to each dynamic balancing counterweight position as needed, precise mass distribution control can be achieved, reducing the imbalance of the aircraft power system assembly to within the target range and minimizing dynamic interference during rotation, thereby further improving the efficiency of dynamic balancing of the aircraft power system assembly.

[0082] By placing the dynamic balance counterweight 111 on the outer circumference of the outer rotor housing, not only can the dynamic balance of the rotor and the flight electric drive outer rotor be taken into account, but the counterweight lever arm can also be made as long as possible, thereby achieving efficient balancing of the power sleeve with minimal counterweight weight. The counterweight block does not extend beyond the outer contour surface of the outer rotor housing, so as to improve the aesthetics of the aircraft power sleeve assembly and also prevent protruding parts from scratching people.

[0083] In one feasible implementation, please refer to Figure 3 and Figure 4 The flight electric drive 100 also includes a stator 120, a transmission assembly, an electronic control assembly, and an energy storage device 150;

[0084] The outer rotor and the stator 120 are respectively connected to the transmission assembly; the electronic control assembly is fixedly connected to the stator 120; the housing of the stator 120 is arranged in a direction away from the outer rotor to form a second accommodating cavity 121, and the electronic control assembly and the energy storage device 150 are disposed in the second accommodating cavity 121.

[0085] In this embodiment, the flight electric drive 100 includes an outer rotor, a stator 120, a transmission assembly, an electronic control assembly, and an energy storage device 150. The outer rotor and the stator 120 are respectively connected to the transmission assembly, that is, the outer rotor is drivenly connected to the stator 120 through the transmission assembly. Specifically, the output shaft of the stator 120 is interference-fitted with the outer rotor through the transmission assembly. The electronic control assembly is fixedly connected to the stator 120. The housing of the stator 120 forms a second accommodating cavity 121 in the direction away from the outer rotor. The electronic control assembly and the energy storage device 150 are disposed in the second accommodating cavity 121. Specifically, the device at one end of the electronic control assembly is accommodated in the second accommodating cavity 121. For example, the inverter core assembly of the electronic control assembly is disposed in the second accommodating cavity 121.

[0086] This application embodiment integrates the outer rotor, stator 120, transmission assembly, electronic control assembly, and accumulator 150 of the flight electric drive 100, making the component arrangement of the flight electric drive 100 compact and saving the volume of the flight electric drive 100.

[0087] In one feasible implementation, the outer rotor housing is arranged to form a cavity in a direction away from the mounting portion; the outer ring of the bearing in the transmission assembly is mounted in the cavity, and the inner ring of the bearing is mounted on the output shaft of the stator.

[0088] Please refer to Figure 4 The outer rotor housing is arranged to form a cavity away from the mounting part. The outer ring of the bearing in the transmission assembly is installed in the cavity, and the inner ring of the bearing is installed on the output shaft of the stator, so as to realize the transmission connection between the stator and the outer rotor through the bearing and the output shaft.

[0089] In one feasible implementation, please refer to Figure 4 The electronic control assembly includes an inverter core assembly and an electronic control cover plate 141; the electronic control cover plate 141 is fixedly connected to the stator 120.

[0090] The energy storage device and the inverter core assembly are respectively installed on the same side of the electronic control cover plate 141 and housed in the second accommodating cavity 121.

[0091] In this embodiment, the inverter core assembly is installed on one side of the electronic control cover plate 141, and the accumulator is installed on the electronic control cover plate 141 and located on the same side as the inverter core assembly. Thus, the inverter core assembly and the accumulator can be simultaneously housed in the second accommodating cavity 121, and the electronic control cover plate 141 is fixedly connected to the stator 120.

[0092] It should be noted that an installation point for the energy storage device 150 can be provided on the inverter core assembly, so that the energy storage device 150 can be installed on the inverter core assembly through the installation point, and the energy storage device 150 and the inverter core assembly can be housed in the second accommodating cavity 121 at the same time.

[0093] In one feasible implementation, please refer to Figure 4 The periphery of the second accommodating cavity 121 extends outward to form a flange surface, and the electrical control cover plate 141 is fixedly connected to the flange surface.

[0094] In this embodiment, the stator 120 housing has a flange surface. Specifically, the periphery of the second accommodating cavity 121 extends outward to form a flange surface. Multiple protrusions are provided on the outer side of the flange surface. The protrusions are located on the outer side of the accommodating cavity. Each protrusion can be provided with a first screw hole. Multiple second screw holes are provided on the electronic control cover plate 141 that are opposite to the first screw holes. After the electronic control cover plate 141 is accommodated in the second accommodating cavity 121 on one side (the side where the inverter core assembly is located), the electronic control cover plate 141 is fixed to the flange surface by means of a screw through the first screw hole and the second screw hole.

[0095] In this embodiment, by integrating the outer rotor, stator 120, transmission assembly, electronic control assembly, and accumulator 150 of the flight electric drive 100, the component arrangement of the flight electric drive 100 is compact, saving the volume of the flight electric drive 100. By integrating the electronic control assembly inside the stator 120 housing, the component arrangement of the flight electric drive 100 is compact, saving the volume and weight of the flight electric drive 100. At the same time, integrating the accumulator 150 inside the stator 120 housing greatly reduces the height and volume of the flight electric drive 100.

[0096] This application also proposes an aircraft including an aircraft power sleeve assembly. The specific structure of the aircraft is as described in the above embodiments. Since the aircraft power sleeve assembly adopts all the technical solutions of all the above embodiments, it also has all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0097] It should be noted that the technical solutions of the various embodiments of this application can be combined with each other, but only if they are implemented by those skilled in the art. When the combination of technical solutions is contradictory or cannot be implemented, the user should consider that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0098] The above description is only a preferred embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An aircraft power sleeve assembly, characterized in that, The aircraft power system includes an electric drive system and a rotor assembly; The flight electric drive includes an outer rotor housing, and the rotor assembly includes blades and a fixing pin; the outer rotor housing is provided with a mounting part. The mounting portion is provided with a first receiving cavity that opens toward the outer periphery of the outer rotor housing, and a first mounting hole is provided on the side of the first receiving cavity away from the outer rotor housing; The blade has a second mounting hole at its end that matches the first mounting hole; The end of the blade is housed in the first accommodating cavity, and the fixing pin is inserted into the first mounting hole and the second mounting hole to fix the blade to the mounting part.

2. The aircraft power system assembly as described in claim 1, characterized in that, The first accommodating cavity has a third mounting hole on the side near the outer rotor housing that matches the first mounting hole; The fixing pin passes through the first mounting hole, the second mounting hole, and the third mounting hole to fix the blade to the mounting part.

3. The aircraft power system assembly as described in claim 2, characterized in that, The first mounting hole and the third mounting hole are respectively provided with a first bushing, and the two ends of the second mounting hole are respectively provided with a second bushing; The fixing pin passes through the first bushing, and the second bushing is respectively fitted onto both ends of the fixing pin.

4. The aircraft power system assembly as described in claim 1, characterized in that, The rotor assembly also includes a top cover; the flight electric drive also includes a housing sealing cover; The upper cover is fixedly disposed above the mounting part to cover the fixing pin. The housing sealing cover is fixedly disposed above the upper cover so that the housing sealing cover covers the transmission assembly of the flight electric drive.

5. The aircraft power system assembly as described in claim 4, characterized in that, The top cover is fixedly mounted above the mounting part by fixing bolts; the housing sealing cover is fixedly mounted above the top cover by fixing bolts, and an anti-loosening fuse is provided between two adjacent fixing bolts.

6. The aircraft power system assembly as described in claim 1, characterized in that, It also includes counterweights. Multiple dynamic balance weight positions are evenly arranged on the outer circumference of the rotor housing; The dynamic balance counterweight position is set at the corresponding balance counterweight position according to the requirements of the aircraft power sleeve assembly to achieve dynamic balance. The weight of the counterweight can be adjusted.

7. The aircraft power system assembly as described in claim 6, characterized in that, The position and weight of the counterweight are determined based on the imbalance and phase angle corresponding to the aircraft power unit.

8. The aircraft power system assembly as described in claim 7, characterized in that, The dynamic balancing counterweight positions include 6 locations, which are evenly distributed on the outer circumference of the outer rotor housing.

9. The aircraft power sleeve assembly as described in any one of claims 1 to 8, characterized in that, The flight electric drive also includes a stator, transmission components, electronic control components, and an energy storage device; The outer rotor and the stator are respectively connected to the transmission assembly; the electronic control assembly is fixedly connected to the stator; The stator housing is arranged in a direction away from the outer rotor to form a second accommodating cavity, and the electronic control assembly and the energy accumulator are disposed in the second accommodating cavity.

10. The aircraft power system assembly as described in claim 9, characterized in that, The outer rotor housing is arranged to form a cavity in the direction away from the mounting part; the outer ring of the bearing in the transmission assembly is mounted in the cavity, and the inner ring of the bearing is mounted on the output shaft of the stator.

11. The aircraft power sleeve assembly as described in claim 9, characterized in that, The electronic control components include an inverter core assembly and an electronic control cover plate; The electronic control cover is fixedly connected to the stator; the energy accumulator and the inverter core assembly are respectively installed on the same side of the electronic control cover and housed in the second accommodating cavity.

12. The aircraft power system assembly as claimed in claim 11, characterized in that, The periphery of the second accommodating cavity extends outward to form a flange surface, and the electrical control cover plate is fixedly connected to the flange surface.

13. An aircraft, characterized in that, The aircraft includes the aircraft power sleeve assembly as described in any one of claims 1 to 12.

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