Propeller and aircraft

Abstract

The utility model discloses a kind of propeller and aircraft, it is related to aircraft technical field.Propeller includes hub, fairing, variable pitch push disc, variable pitch driving assembly and electromagnetic induction deicing module, electromagnetic induction deicing module includes permanent magnet, permanent magnet is fixedly arranged in linear movement end, and permanent magnet is built-in in accommodating cavity;Electric heating element and conducting piece, conducting piece is electrically connected with electric heating element, conducting piece is housed in the accommodating cavity and is suitable for fixed connection with fairing, and it is structured as in the case where outer rotor rotates relative to inner stator, be driven by fairing to cut the magnetic induction line of permanent magnet magnetic field and produce induced current.The utility model can realize electromagnetic induction power generation without using external ac power supply and conducting slip ring, brush and other power supply circuit design, to facilitate the internal space layout design of propeller system.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to propellers and aircraft. Background Technology

[0002] Propeller aircraft and eVTOL (electric vertical take-off and landing) aircraft require propeller de-icing devices. In related technologies, propeller de-icing devices driven by internal rotor motors include heating elements, excitation coils, induction coils, and an external AC power supply. The external AC power supply, installed inside the casing, supplies power to the excitation coils, generating an alternating magnetic field. The induction coils, rotating with the propeller blades and other components, cut the magnetic lines of the alternating magnetic field, generating an induced current, which then powers the heating elements used for de-icing.

[0003] However, if the propeller driven by the external rotor motor rotates as a whole, and the excitation coil inside the propeller system is powered through an electrical system such as a conductive slip ring, the external AC power supply and the required conductive slip ring power supply structure will occupy the already small internal space of the propeller and / or the motor, thus affecting the internal spatial layout of the propeller system. Utility Model Content

[0004] The main purpose of this invention is to propose a propeller and an aircraft, which aims to solve the technical problem that the electromagnetic induction power generation system of the propeller de-icing device affects the internal spatial layout of the propeller in related technologies.

[0005] To achieve the above objectives, this utility model proposes a propeller, which includes: The rotor hub is adapted to be fixedly connected to the outer rotor of the engine; The fairing is fixedly fitted on the radially outer side of the propeller hub and defines a receiving cavity with the propeller hub. The receiving cavity is connected to the inner cavity of the propeller hub. A variable-pitch pusher plate is housed within a receiving cavity; A variable pitch drive assembly includes a fixed end and a linear moving end. The fixed end is housed within an inner cavity and adapted to be fixedly connected to the inner stator of the engine. The linear moving end extends from the inner cavity into the receiving cavity and is rotatably connected to the variable pitch pusher to drive the variable pitch pusher to reciprocate along the rotation axis of the propeller. The electromagnetic induction de-icing module includes a permanent magnet, a heating element, and a conductive component. The permanent magnet is fixedly mounted on the linear moving end and is housed within a receiving cavity. The heating element is mounted on the shroud and / or the blades. The conductive component is housed within the receiving cavity and electrically connected to the heating element. The conductive component is fixedly connected to the shroud and configured such that when the outer rotor rotates relative to the inner stator, it is driven by the shroud to cut the magnetic field lines of the permanent magnet to generate an induced current.

[0006] In one embodiment, the conductive element is connected to the heating element to form a closed circuit; or, The conductive component contains a closed circuit.

[0007] In one embodiment, the conductive element is fixedly connected to the inner wall of the shroud.

[0008] In one embodiment, the conductive element includes a suspended section, which is suspended and housed within a receiving cavity, and a portion of the suspended section is disposed adjacent to the permanent magnet; the suspended section is located on the side of the variable pitch pusher away from the propeller hub and is spaced apart from the variable pitch pusher.

[0009] In one embodiment, the permanent magnet is located on the side of the variable pitch pusher away from the propeller hub, and the permanent magnet is disposed on the end face of the linear moving end away from the fixed end. One end of the conductive element is rotatably connected to the permanent magnet, and the other end of the conductive element is fixedly connected to the inner wall of the fairing, so that the part between the two ends of the conductive element forms a suspended section.

[0010] In one embodiment, when the conductive element has a closed loop, the electromagnetic induction de-icing module further includes a de-icing switch, which is disposed between the heating element and the conductive element. The propeller also includes a control module connected to a de-icing switch. The control module is configured to control the de-icing switch to be turned on or off, and the control module is adapted to communicate with preset sensors of the propeller, and / or, the control module is adapted to communicate with the flight control system of the aircraft equipped with the propeller. The preset sensor includes at least one of a temperature sensor, a speed sensor, and a current sensor.

[0011] In one embodiment, the propeller further includes: An energy storage module is electrically connected to a conductive component and is configured to have a charging state and a discharging state. The energy storage module is connected to the control module, and the control module is also configured to control the energy storage module to switch between charging and discharging states.

[0012] In one embodiment, the energy storage module is electrically connected to the control module, and the energy storage module is further configured to provide electrical energy to the control module; and / or The energy storage module is housed in the receiving cavity.

[0013] In one embodiment, the propeller further includes a support member rotatably connected to a permanent magnet, and the axis of rotation of the support member is collinear with the axis of rotation. The energy storage module and the control module are both fixedly mounted on the support, and the end of the conductive component near the permanent magnet is fixedly connected to the support so that when the conductive component rotates with the rectifier, it drives the support to rotate around the rotation axis.

[0014] In one embodiment, the heating element is shaped as a sheet, strip, ring, or mesh.

[0015] In addition, this application also provides an aircraft, including: The main body of the aircraft; and The propulsion assembly is located on the main body of the aircraft. The propulsion assembly includes a propeller and an engine. The outer rotor of the engine is fixedly connected to the hub of the propeller, and the inner stator of the engine is fixedly connected to the fixed end of the pitch drive assembly of the propeller.

[0016] In one embodiment, the aircraft is a vertical takeoff and landing (VTOL) aircraft.

[0017] One or more technical solutions proposed in this application have at least the following technical effects: In this application, the variable pitch drive assembly is housed within the inner cavity and fixedly connected to the inner stator of the engine, thereby forming a stationary region within the propeller. A permanent magnet is installed in this stationary region as the magnetic field provider in the electromagnetic induction de-icing module, and the part of the electromagnetic induction de-icing module that cuts the magnetic field lines is connected to the propeller fairing. Under the drive of the rotating part, it rotates to cut the magnetic field lines. Thus, electromagnetic induction can be achieved without the need for external AC power supply and power supply lines such as conductive slip rings and brushes. This facilitates the internal space layout design of the propeller system and simplifies the propeller structure design under the condition of propeller de-icing efficiency. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the propeller provided by this utility model; Figure 2 A schematic diagram showing the connection between the permanent magnet of the propeller and the variable pitch drive assembly provided by this utility model. Figure 3 A schematic diagram of the conductive component of the propeller provided by this utility model; Figure 4A schematic diagram showing the connection between the propeller control module, energy storage module, and electromagnetic induction de-icing module provided by this utility model. Figure 5 A schematic diagram of the control module structure of the propeller provided by this utility model.

[0020] Explanation of icon numbers: 10. Reserved interface; 110. Propeller hub; 111. Inner cavity; 112. Connecting hole; 120. Propeller blade; 130. Fairing; 131. Receiving cavity; 140. Variable pitch pusher plate; 150. Variable pitch drive assembly; 151. Variable pitch motor; 152. Lead screw; 153. Linear moving end; 154. Protrusion; 155. Variable pitch bearing; 156. Anti-torsion arm; 200. Engine; 310. Electromagnetic induction de-icing module; 311. Heating element; 312. Conductive component; 3121. Suspended section; 313. Permanent magnet; 314. De-icing switch; 320. Connecting bearing; 330. Support component; 340. Energy storage module; 341. Bidirectional voltage converter; 342. Charge / discharge switch; 343. Energy storage element; 350. Control module; A. Rotation axis.

[0021] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0023] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0024] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0025] Once an aircraft's propellers become icy, their aerodynamic shape changes, leading to decreased efficiency, insufficient thrust, and potentially severe vibrations due to uneven ice distribution, threatening flight safety. Especially in cold and humid environments, eVTOLs rely on multiple propeller / rotor units to provide lift and thrust / pull, making the impact of icing on their safety more severe than on traditional aircraft. One possible de-icing technology is electrothermal de-icing, which uses embedded or surface-mounted heating elements such as resistance wires or carbon black layers to heat the blades, hub, or fairing, thereby melting the ice or preventing further icing.

[0026] For propellers driven by internal rotor engines, a non-contact electromagnetic induction de-icing system can be used to facilitate wiring due to the high speed of the propeller's rotation. Specifically, an excitation coil fixed to the casing generates a magnetic field under the drive of alternating current. An induction coil mounted on the rotating drive shaft cuts the magnetic field lines to generate an induced current that powers the heating elements, avoiding the wear and maintenance problems of contact transmission methods such as conductive slip rings. However, for propellers driven by external rotor engines, it is difficult to install the excitation coil within the propeller due to its high-speed rotation. Furthermore, it is also difficult to install an external AC power supply inside the high-speed rotating propeller.

[0027] Therefore, this application provides a solution that forms a stationary region within the propeller by housing the variable pitch drive assembly within the cavity and fixing it to the inner stator of the engine. A permanent magnet is installed in this stationary region as the magnetic field provider in the electromagnetic induction de-icing module, and the portion of the electromagnetic induction de-icing module that cuts the magnetic field lines is connected to the propeller fairing. Under the drive of the fairing, it rotates to cut the magnetic field lines. This eliminates the need for external AC power and power supply circuits such as conductive slip rings to achieve electromagnetic induction power generation, thereby facilitating the internal space layout design of the propeller system, simplifying the propeller structure design, and achieving the desired propeller de-icing efficiency.

[0028] The technical concept of this application is further illustrated below with reference to some specific embodiments and implementation methods.

[0029] Please see Figure 1 This embodiment provides a propeller, including a hub 110, blades 120, fairing 130, pitch thruster 140, pitch drive assembly 150, and electromagnetic induction de-icing module 310.

[0030] The propeller hub 110 is adapted to be fixedly connected to the outer rotor of the engine 200; the fairing 130 is fixedly sleeved on the radially outer side of the propeller hub 110 and defines a receiving cavity 131 with the propeller hub 110. The receiving cavity 131 communicates with the inner cavity 111. The variable pitch pusher 140 is received in the receiving cavity 131. The variable pitch drive assembly 150 includes a fixed end and a linear moving end 153. The fixed end is received in the inner cavity 111 of the propeller hub 110 and is adapted to be fixedly connected to the inner stator of the engine 200. The linear moving end 153 extends from the inner cavity 111 into the receiving cavity 131 and is rotatably connected to the variable pitch pusher 140 to drive the variable pitch pusher 140 to reciprocate along the rotation axis A of the propeller. The electromagnetic induction de-icing module 310 includes a permanent magnet 313, an electric heating element 311, and a conductive element 312. The permanent magnet 313 is fixedly disposed on the linear moving end 153 and is built into the receiving cavity 131; the heating element 311 is disposed on the propeller fairing 130 and / or the propeller blade 120; the conductive element 312 is housed in the receiving cavity 131 and electrically connected to the heating element 311, the conductive element 312 is fixedly connected to the fairing 130, and is configured such that when the outer rotor of the engine rotates relative to the inner stator, it is driven by the fairing 130 to cut the magnetic field lines of the permanent magnet 313 to generate an induced current.

[0031] Specifically, in this embodiment, the engine 200 that drives the propeller to rotate is an external rotor motor. The rotor of the external rotor motor forms an external rotor, while the stator forms an internal stator. The hub 110 is the part where the various blades 120 are mounted and joined. The hub 110 has a hollow structure with an inner cavity 111, and holes are opened at both ends of the hub 110 in the direction of the rotation axis A. The hole on the end face of the hub 110 opposite to the inner stator is a connecting hole 112. Multiple blades 120 are installed at intervals on the outer peripheral wall of the hub 110. Of course, the blades 120 can be installed at uniform or non-uniform intervals along the circumference of the hub 110; this embodiment does not limit this. The rotor hub 110 is connected to the outer rotor of the engine 200. Driven by the engine 200, the rotor hub 110 rotates around its own axis, i.e., the rotational axis A of the variable-pitch propeller as a whole, transmitting the rotational torque of the engine 200 to the blades 120, causing the blades 120 to rotate around the rotational axis A to generate the thrust / pull or lift required for flight. The fairing 130 is generally constructed as a streamlined outer shell, fitted radially outside the rotor hub 110 and fixedly assembled relative to the rotor hub 110, thus rotating along with the outer rotor. The space inside the fairing 130, excluding the rotor hub 110, is a receiving cavity 131, which communicates with the inner cavity 111 through a connecting hole 112. The fairing 130 is used to reduce the aerodynamic drag of the propeller during flight, allowing airflow to flow smoothly over the rotor hub area and avoiding the generation of vortices. Of course, the fairing 130 also protects the structures installed inside the rotor hub 110 from direct impact by airflow.

[0032] Since the propeller provided in this embodiment is a variable-pitch propeller, the blade 120 is not completely fixed to the hub 110, but is rotatably connected to the hub 110, meaning it can rotate around its own variable-pitch axis, thereby changing the angle of attack of the blade 120. The change in the angle of attack of the blade 120 is achieved by a variable-pitch mechanism. The variable-pitch mechanism includes a variable-pitch drive assembly 150, a variable-pitch pusher 140, and a variable-pitch transmission assembly. In this embodiment, the variable-pitch pusher 140 is housed in the receiving cavity 131, thus located on the side of the hub 110 away from the engine 200, i.e., positioned above the hub 110. The variable-pitch pusher 140 reciprocates along the axial direction of the hub 110 under the drive of the variable-pitch drive assembly 150, and is connected to each blade 120 through the variable-pitch transmission assembly, thereby causing each blade 120 to oscillate to change its angle of attack. The reciprocating movement of the variable-pitch pusher 140 along the axial direction of the hub 110 is driven by the variable-pitch drive assembly 150.

[0033] The variable pitch drive assembly 150 includes a fixed end and a linear moving end 153. The fixed end is housed within the inner cavity 111 and is fixedly connected to the inner stator through a hole on the end face of the hub 110 near the inner stator. The hole on the end face of the hub 110 near the inner stator also provides a wiring channel for laying power cables and / or communication cables required for the variable pitch drive assembly 150. The linear moving end 153 of the variable pitch drive assembly 150 can reciprocate along the rotation axis A within the receiving cavity 131, thereby driving the variable pitch push plate 140 to reciprocate along the rotation axis A. In some embodiments, the variable pitch drive assembly 150 can be configured as a linear drive module. Alternatively, in other embodiments, the variable pitch drive assembly 150 includes a variable pitch servo 151 and a linear motion mechanism. The variable pitch servo 151 provides the power required for the variable pitch motion and is disposed within the inner cavity 111 and fixedly connected to the inner stator of the engine 200. See one example. Figure 2 The inner cavity 111 houses a servo motor bracket, which is fixedly connected to the inner stator of the engine 200. The variable-pitch servo 151 is mounted to the servo motor bracket using screws or other fasteners. The linear motion mechanism converts the rotational motion output from the motor shaft of the variable-pitch servo 151 into linear motion, thereby driving the variable-pitch push plate 140 to perform linear motion. (See also...) Figure 2 The linear motion mechanism is a lead screw and nut structure. The lead screw 152 is coaxial with and fixedly connected to the motor shaft of the variable pitch servo 151. The axes of both the lead screw 152 and the motor shaft of the variable pitch servo 151 are collinear with the rotation axis A. The nut is threaded onto the lead screw 152, thus forming a moving component in linear motion. The moving component extends through the connecting hole 112 into the receiving cavity 131 and is connected to the variable pitch push plate 140 via the variable pitch bearing 155. In this case, the variable pitch servo 151 forms the fixed end of the variable pitch drive assembly 150, while the moving component forms the linear moving end 153. Furthermore, an anti-torsion arm 156 is provided between the variable pitch servo 151 and the moving component. One end of the anti-torsion arm 156 is hinged to the moving component, and the other end is hinged to the variable pitch servo 151 to prevent the moving component from rotating relative to the variable pitch servo 151. A portion of the linear moving end 153 extends through the connecting hole 112 into the receiving cavity 131 during the minimum pitch transition phase, and reciprocates along the rotation axis A within the receiving cavity 131 during the pitch transition process.

[0034] It is easy to see that during the operation of the propeller driven by the engine 200, the propeller includes a rotating part that rotates around the propeller's rotation axis A under the drive of the engine's outer rotor, and a stationary part connected to the inner stator that does not rotate around the propeller's rotation axis A. The rotating part includes at least the hub 110, blades 120, and fairing 130. Of course, the rotating part may also include a pitch-changing pusher 140. The stationary part includes the pitch-changing drive assembly 150, which, connected to the inner stator, does not rotate with the outer rotor, thus forming the stationary part of the propeller.

[0035] The permanent magnet 313 is made of a magnetic material that can maintain its magnetism for a long time without easily disappearing, and it is used to provide the magnetic field required for electromagnetic induction. In one embodiment, the permanent magnet 313 is a neodymium iron boron (NdFeB) permanent magnet. It is understood that the rotating part moves in a circle around the rotation axis A. In order to generate a stable and continuous induced electromotive force by making the magnetic flux change sinusoidally, the permanent magnet 313 can be constructed as a centrally symmetric structure, and the central axis of the permanent magnet 313 is collinear with the rotation axis A. In some embodiments, the permanent magnet 313 may include multiple permanent magnet sub-body units, which are disposed on the peripheral wall of the linear moving end 153 and arranged sequentially along the circumferential direction of the linear moving end 153, thereby jointly providing the magnetic field. In this case, the permanent magnet sub-body units can be constructed as an arc-shaped structure. Alternatively, in other embodiments, the permanent magnet 313 may include a single permanent magnet, and the permanent magnet 313 is constructed as a ring, thereby fitting around the outer periphery of the linear moving end 153. Alternatively, in some other embodiments, the number of permanent magnets 313 is one, and the permanent magnet 313 is a block or columnar structure, which is fixed to the end face of the linear moving end 153. Alternatively, in still other embodiments, the permanent magnet 313 includes two symmetrical permanent magnet sub-body, which are arranged symmetrically with each other and are jointly fixed to the end face of the linear moving end 153.

[0036] The permanent magnet 313 is fixedly connected to the linear moving end 153, thus also being constructed as a stationary part of the propeller. It should be noted that the permanent magnet 313 can be fixedly connected to the linear moving end 153 in the following ways, but not limited to the following: (1) bonding, such as the permanent magnet 313 being attached to the outer periphery of the linear moving end 153 or the end face facing away from the hub 110; (2) slot fixing, such as the end face facing away from the hub 110 of the linear moving end 153 having multiple slots extending from top to bottom along the rotation axis A, and the permanent magnet 313 being inserted into the slots. Of course, the permanent magnet 313 can be fixed in the slot by means of structural fixing, potting fixation, etc.; (3) Sheath fixing, the sheath is fitted on the outer periphery of the linear moving end 153, and the gap between the sheath and the outer periphery of the linear moving end 153 is for installing the permanent magnet 313, or the sheath is fitted on the end of the linear moving end 153 away from the propeller hub 110, and the gap between the sheath and the end of the linear moving end 153 away from the propeller hub 110 is for installing the permanent magnet 313.

[0037] For permanent magnets 313 made of materials such as neodymium iron boron, their volume and shape will significantly affect the magnetic strength, and thus the magnitude of the induced current. Therefore, in order to obtain a larger induced current, it is necessary to arrange the permanent magnet 313 in a more spacious area, that is, to house the permanent magnet 313 in the receiving cavity 131, so as to facilitate the arrangement of permanent magnets 313 with larger volume or better shape.

[0038] Accordingly, in some specific embodiments, the permanent magnet 313 being housed within the receiving cavity 131 can specifically mean that the permanent magnet 313 is mounted on the end face of the linear moving end 153, thereby being entirely housed within the receiving cavity 131. Of course, in other specific embodiments, a portion of the permanent magnet 313 covers the radially outer side of the linear moving end 153, and another portion extends into the receiving cavity 131 in a direction away from the inner stator, so that this other portion is housed within the receiving cavity 131. The portion of the permanent magnet 313 covering the radially outer side of the linear moving end 153 can be housed within the receiving cavity 131 and can also reciprocate between the inner cavity 111 and the receiving cavity 131; this embodiment does not limit this.

[0039] The heating element 311 is used to generate heat to melt ice or prevent ice formation. It is located on the propeller cowling 130 and / or blades 120 to generate heat when current passes through, thereby de-icing the cowling 130 and / or blades 120. Understandably, for eVTOL, icing of the blades 120 causes a sharp decrease in lift and thrust / thrust provided by the propeller, leading to increased power output from the engine 200, potentially exceeding its power limit or the capacity limit of the battery module supplying power. Furthermore, for the battery module, higher motor torque causes a surge in battery discharge rate, shortening range or triggering thermal runaway risks. Additionally, the irregularity of the ice layer on the blades 120 causes sensor distortion, affecting the stability control of the eVTOL. Icing of the cowling 130 severely affects its aerodynamic shape, creating turbulence around the propeller and significantly reducing the propulsion efficiency of the propulsion components. Furthermore, severe airflow asymmetry causing blade 120 vibration can also affect flight stability. Ice shedding from the fairing 130 or blade 120 may affect the normal operation of other aircraft structures. Therefore, the heating element 311 can be installed in the propeller fairing 130 and / or blade 120. The heating element 311 can be installed on the surface of the fairing 130 and / or blade 120, or embedded in the fairing 130 and / or blade 120. The heating element 311 can be sheet-like, strip-like, ring-like, or mesh-like. For example, the heating element 311 can be constructed as a resistance element, heating coil, or a mesh structure made of heating wire.

[0040] The conductive element 312 is the "conductor" in the electromagnetic induction de-icing module 310 and is housed within the receiving cavity 131, positioned adjacent to the permanent magnet 313. It is understood that the fairing 130 is a streamlined shell designed to meet core design requirements such as drag reduction and / or noise reduction, minimizing interference with the overall airflow. Therefore, the internal space of the fairing 130, after accommodating the reciprocating movement of the linear moving end 153 and the variable-pitch pusher 140, still provides sufficient space. Thus, the conductive element 312 can be housed within the receiving cavity 131. In this embodiment, housing the conductive element 312 within the receiving cavity 131 fully utilizes the existing space within the fairing 130, improving the utilization rate of the propeller's internal space. Furthermore, the fairing 130 provides sufficient space and has fewer components, thus avoiding interference with other components during propeller operation when arranging the conductive element 312, reducing the difficulty of structural arrangement and improving the operational reliability and maintenance convenience of the electromagnetic induction de-icing module 310.

[0041] The conductive element 312 is fixedly connected to the rectifier 130 in the rotating part, so that when the outer rotor rotates relative to the inner stator, the conductive element 312 is driven by the rectifier 130 to cut the magnetic field lines of the permanent magnet 313 to generate an induced current.

[0042] It is easy to see that in this embodiment, by housing the variable pitch drive assembly 150 in the inner cavity 111 and fixing it to the inner stator of the engine 200, a stationary region is formed inside the propeller. The permanent magnet 313 is installed in this stationary region as the magnetic field provider in the electromagnetic induction de-icing module 310, and the conductive part 312 in the electromagnetic induction de-icing module 310 that cuts the magnetic field lines is connected to the fairing 130 so that it rotates under the drive of the fairing 130 to cut the magnetic field lines. Thus, electromagnetic induction can be achieved without the need for external AC power supply and power supply line design such as conductive slip rings and brushes, which is beneficial to the internal space layout design of the propeller system and simplifies the propeller structure design.

[0043] Furthermore, in the electromagnetic induction de-icing module 310, the conductor 312, which generates the induced current, needs to cut magnetic field lines in a magnetic field to form a closed loop. Therefore, in some embodiments, the conductor 312 is connected to the heating element 311 to form a closed loop. Specifically, one end of the conductor 312 is connected to a pre-defined first interface of the heating element 311, and the other end of the conductor 312 is connected to a pre-defined second interface of the heating element 311, thereby enabling the conductor 312 and the heating element 311 to jointly form a closed loop. In one example, the conductor 312 is constructed as a wire, with both ends of the wire connected to the heating element 311.

[0044] Alternatively, in other embodiments, the conductive element 312 has a closed loop. Specifically, the conductive element 312 has a closed loop, so that when the conductive element 312 cuts magnetic field lines in a magnetic field, it itself generates an induced current, and then the conductive element 312 supplies power to the heating element 311. In one example, the conductive element 312 is constructed as a coil, and the coil is connected to the heating element 311 via a wire.

[0045] The conductive element 312 can be housed within the receiving cavity 131 in the following ways: In some possible implementations, the conductive element 312 is fixedly mounted on the pitch pusher 140. This can be achieved through mechanical means such as snapping into a groove on the pitch pusher 140, or through other methods such as bonding, to the end face of the pitch pusher 140 facing away from the propeller hub 110. Since the pitch pusher 140 rotates around the axis of rotation A along with the propeller hub 110, the conductive element 312 on the pitch pusher 140 can cut magnetic field lines in the magnetic field. It is easy to see that by fixing the conductive element 312 to the pitch pusher 140, integrating it into the pitch pusher 140, the conductive element 312 does not affect the disassembly and assembly of the fairing 130. Furthermore, after opening the fairing 130, the conductive element 312 can be directly observed, and various operations such as observation, maintenance, and replacement of the conductive element 312 on the pitch pusher 140 can be easily performed. Therefore, this improves the maintainability and aesthetics of the wiring of the electrical equipment inside the fairing 130.

[0046] In some other possible embodiments, the conductive element 312 is fixedly connected to the inner wall of the fairing 130, so that when the fairing 130 and the propeller hub 110 rotate together around the rotation axis A, the conductive element 312 is driven by the fairing 130 to rotate around the rotation axis A. As one alternative embodiment, the conductive element 312 is fixed to the inner wall of the fairing 130 by mechanical structures such as grooves formed in the inner wall, snap-fit ​​devices added to the inner wall, or by adhesive bonding. Alternatively, as another alternative embodiment, the conductive element 312 is embedded inside the fairing 130, thereby improving the cleanliness of the interior of the fairing 130 and increasing the integration of propeller components.

[0047] However, fixing the conductive element 312 to the inner wall of the rectifier 130 or embedding it within the rectifier 130 would increase the distance between the conductive element 312 and the permanent magnet 313 near the axis of rotation A. The magnetic field strength generated by the permanent magnet 313 decreases rapidly with increasing distance, thus affecting the magnitude of the induced electromotive force. Therefore, as another embodiment, the conductive element 312 includes a suspended section 3121, which is suspended within the receiving cavity 131, with a portion of the suspended section 3121 disposed adjacent to the permanent magnet 313.

[0048] Specifically, the inner wall of the fairing 130 is provided with at least one reserved interface 10. One or both ends, or a portion thereof, of the conductive element 312 are connected to the reserved interface 10, while the remaining portion of the conductive element 312 forms a suspended section 3121. It should be noted that the suspended section 3121 is suspended within the receiving cavity 131 and partially arranged adjacent to the permanent magnet 313, thereby reducing the distance between it and the permanent magnet 313 to ensure the performance and reliability of the electromagnetic induction effect. See also... Figure 3In one example, when the conductive element 312 is a wire, both ends of the wire are connected to the inner wall of the shroud 130 through different reserved interfaces 10, so that the middle part of the wire naturally falls under the action of gravity to form a suspended section. Alternatively, a portion of the heating element 311 inside the shroud 130 protrudes from the inner wall of the shroud 130 or is exposed in the receiving cavity 131 to form a reserved interface 10, so that the connection between the conductive element 312 and the reserved interface 10 not only achieves a fixed connection with the shroud 130, but also an electrical connection with the heating element 311.

[0049] To further shorten the distance between the variable-pitch pusher 140 and the permanent magnet 313, the suspended section 3121 is located above the variable-pitch pusher 140. Specifically, the conductive element 312 is located on the side of the variable-pitch pusher 140 away from the propeller hub 110 and is spaced apart from it. More specifically, the projection of the reserved interface on the fairing 130 onto the plane containing the upper surface of the propeller hub 110 lies within the projection of the variable-pitch pusher 140 onto that plane. Thus, the suspended section 3121, formed by naturally falling under gravity, is located above the variable-pitch pusher 140. Furthermore, to avoid interference between the suspended section 3121 and the reciprocating variable-pitch pusher 140, the suspended section 3121 and the variable-pitch pusher 140 are always spaced apart. That is, even when the variable-pitch pusher 140 rises to its maximum pitch stroke, a gap still exists between the suspended section 3121 and the variable-pitch pusher 140.

[0050] It should be noted that eVTOL may include a fixed rotor unit and a tiltrotor unit. The rotation axis A of the fixed rotor unit extends in the same direction, but the tiltrotor unit can tilt between the cruise position and the vertical takeoff and landing position. That is, during flight, there may be an angle between the direction of gravity and the rotation axis A. Therefore, in order to avoid interference between the suspended section 3121 and the variable pitch thruster 140 and other propeller internal mechanisms, in some embodiments, please refer to [reference needed]. Figure 1 The permanent magnet 313 is located on the side of the variable pitch pusher 140 away from the propeller hub 110. One end of the conductive element 312 is rotatably connected to the permanent magnet 313, and the other end of the conductive element 312 is fixedly connected to the inner wall of the fairing 130, so that the part between the two ends of the conductive element 312 forms a suspended section 3121.

[0051] Specifically, please refer to Figure 1 and Figure 2The upper end of the linear moving end 153 protrudes from the pitch pusher 140 to form a protrusion 154. A permanent magnet 313 is disposed on the outer periphery of the protrusion 154 or on its end face, thus located on the side of the pitch pusher 140 opposite to the propeller hub 110. Furthermore, one end of the conductive element 312 is rotatably connected to the permanent magnet 313, so that when the propeller rotates, the permanent magnet 313 remains stationary, while one end of the conductive element 312 is rotatable relative to the permanent magnet 313, thereby preventing interference between the movements of the conductive element 312 and the permanent magnet 313. In one example, a bearing is fitted around the outer periphery or end of the permanent magnet 313, and one end of the conductive element 312 is connected to the outer ring of the bearing.

[0052] The other end of the conductive element 312 is fixedly connected to the inner wall of the shroud 130, thereby forming a suspended section 3121 between the two ends of the conductive element 312. The conductive element 312 can be driven by the shroud 130 to rotate around the permanent magnet 313. Furthermore, it is understood that the projection of the conductive element 312 can extend radially along the shroud 130 on the plane containing the bottom end face of the shroud 130 or on a plane parallel to the bottom end face, or the projection extension direction of the conductive element 312 can also form a certain angle with the radial direction of the shroud 130. This embodiment does not limit this.

[0053] Furthermore, it is understood that the portion between the two ends of the conductive element 312 can naturally droop in an arc shape to provide length redundancy for the conductive element 312 during the reciprocating movement of the permanent magnet 313 following the linear moving end 153, thus preventing the conductive element 312 from being torn apart during the pitch change process. Therefore, in one embodiment, the permanent magnet 313 is disposed on the end face of the linear moving end 153 away from the fixed end to increase the distance between the suspended section 3121 of the conductive element 312 and the pitch change push plate 140, further preventing the conductive element 312 from contacting the pitch change push plate 140.

[0054] It is easy to see that the electromagnetic induction de-icing module 310 provided in the above embodiment can be independently powered and started without external power supply when the propeller rotates. However, it is understandable that for an aircraft, de-icing is not required as soon as the propeller starts. If the temperature is suitable, eVTOL may not have a de-icing risk. Therefore, when the conductive element 312 has a closed circuit, the electromagnetic induction de-icing module 310 also includes a de-icing switch 314, which is disposed between the heating element 311 and the conductive element 312. The propeller also includes a control module 350, which is connected to the de-icing switch 314. The control module 350 is configured to control the de-icing switch 314 to be turned on or off, and the control module 350 is adapted to communicate with multiple preset sensors of the propeller, and / or, the control module 350 is adapted to communicate with the flight control system of the aircraft equipped with the propeller.

[0055] Specifically, please refer to Figure 4 A de-icing switch 314 is disposed between the heating element 311 and the conductive element 312. In some embodiments, the de-icing switch 314 is disposed on the inner wall of the shroud 130 and connects the conductive element 312 and the heating element 311 in the receiving cavity 131. When the de-icing switch 314 is off, the connection between the conductive element 312 and the heating element 311 is cut off; therefore, although the conductive element 312 can generate current, it does not supply power to the heating element 311. When the de-icing switch 314 is on, the conductive element 312 and the heating element 311 are connected, thereby supplying power to the heating element 311 when an induced current is generated in the conductive element 312. The de-icing switch 314 includes, but is not limited to, relays, contactors, and controllable switches.

[0056] The control module 350 is connected to the de-icing switch 314, thereby controlling the de-icing switch 314 to be turned on or off. In addition, the control module 350 can also communicate with multiple preset sensors on the propeller, thereby receiving monitoring data from the preset sensors to determine whether the current state of the aircraft requires de-icing or is at risk of icing, and / or, whether the propeller of the current aircraft is rotating or stationary, and / or whether the electromagnetic induction de-icing module 310 is operating normally.

[0057] It should be noted that the multiple preset sensors include, but are not limited to: temperature sensor, speed sensor and current sensor.

[0058] The temperature sensors may include multiple sensors, some of which are distributed at multiple points on the fairing 130 to monitor the icing risk of the fairing 130 by monitoring its temperature. Other temperature sensors are distributed at multiple points on the blades 120, such as on the leading edge of each blade 120, to monitor the icing risk of the blades 120 by monitoring their temperature. The temperature sensors may be configured to operate intermittently, for example, with a sampling frequency of 1 Hz.

[0059] A speed sensor is used to monitor the rotation of the propeller, such as to determine whether the actual speed of the propeller is sufficient for de-icing. In some implementations, the speed sensor is constructed as a Hall sensor.

[0060] A current sensor is used to monitor the current value of the closed loop within the conductive component 312, thereby determining whether the electromagnetic induction de-icing module 310 can operate normally under the drive of the induced current. For example, in some embodiments, if the detected induced current is consistently less than 10 milliamperes (mA), it can be determined that the electromagnetic induction de-icing module 310 has failed to operate normally.

[0061] The control module 350 includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor.

[0062] like Figure 5 As shown, the control module 350 may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM 1002 (Read Only Memory) or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the control module. The processing device 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. I / O interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including the aforementioned preset sensors; output devices 1008; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the control module 350 to exchange data with other devices such as flight control systems via wireless or wired communication. Although the diagram shows control modules with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented alternatively.

[0063] Furthermore, the control module 350 is configured to communicate with the flight control system of an aircraft equipped with propellers. When the control module 350 is located in a stationary area such as the pitch drive assembly 150 or the permanent magnet 313, since the pitch drive assembly 150 is fixedly connected to the inner stator and needs to communicate with the flight control system, the communication cable from the control module 350 to the pitch drive assembly 150 can be arranged within the propeller hub and integrated into the communication cable between the pitch drive assembly 150 and the engine 200. Alternatively, the control module 350 can also communicate with the flight system wirelessly, such as via LoRa (Long Range) or RF (Radio Frequency) links. The control module 350's communication with the flight control system allows it to report information such as the operating status of the electromagnetic induction de-icing module 310 to the flight control system. If it is determined that the electromagnetic induction de-icing module 310 is not functioning properly, the control module 350 can issue an alarm to the flight control system. The control module 350 can be configured to have a sleep mode. When the control module 350 is in sleep mode, the sleep current is lower than the designed sleep value, such as 10μA. The control module 350 is triggered to exit sleep mode only when the temperature sensor detects that the temperature is too low, for example, less than or equal to the reserved buffer threshold, such as 2°C, or when the Hall sensor detects a rotation signal.

[0064] Understandably, eVTOLs undergo three phases during flight: vertical takeoff and landing, tilt transition, and cruise. During the vertical takeoff and landing and tilt transition phases, the propeller may not face icing risks. Therefore, even if an induced current is generated in the propeller's rotating conductive element 312 but not dissipated by the heating element 311, the energy is dissipated into the housing cavity 131 through heat generation. Furthermore, it is necessary to provide a backup de-icing function when the propeller's electromagnetic induction de-icing module 310 fails. Therefore, in one embodiment, please refer to... Figure 4 The propeller also includes an energy storage module 340, which is electrically connected to the conductive element 312 and configured to have charging and discharging states. The energy storage module 340 is communicatively connected to a control module 350, which is also configured to control the energy storage module 340 to switch between charging and discharging states.

[0065] Specifically, the energy storage module 340 is electrically connected to the conductive element 312. When in a charging state, it stores the induced current generated by the electromagnetic induction de-icing module 310 after voltage conversion; or, when in a discharging state, it provides the stored electrical energy to the heating element 311 via the conductive element 312 after voltage conversion. In some embodiments, the energy storage module 340 includes a bidirectional voltage converter 341, a charge / discharge switch 342, and an energy storage element 343 connected in sequence. When the charge / discharge switch 342 connects its internal charging circuit to the bidirectional voltage converter 341 and the energy storage element 343, the energy storage module 340 is in a charging state; when the charge / discharge switch 342 connects its internal discharging circuit to the bidirectional voltage converter 341 and the energy storage element 343, the energy storage module 340 is in a discharging state. The bidirectional voltage converter 341 can specifically be a bidirectional DC-DC converter.

[0066] The energy storage element 343 can be configured as a rechargeable battery. It should be noted that the energy storage element 343 can be equipped with an external charging interface, allowing it to be charged during ground maintenance. For example, the external charging interface could be located on the rectifier 130 and connected to the energy storage element 343 via a conductive element 312 or other cables. Alternatively, the energy storage element 343 can also be configured as a capacitor, such as a supercapacitor. Supercapacitors, with their large capacity and fast charging / discharging speed, are more suitable for electromagnetic induction systems. Alternatively, the energy storage element 343 can also include both a rechargeable battery and a capacitor. In this case, the electromagnetic induction de-icing module 310 first charges the capacitor, then fully charges the capacitor before charging the rechargeable battery.

[0067] It is easy to see that the propeller provided in this embodiment includes a passive power supply mode for the electromagnetic induction de-icing module 310 and an active power supply mode for the energy storage module 340, thereby ensuring that any single point of failure will not result in the loss of the entire de-icing efficiency. It can be understood that the passive power supply mode for the electromagnetic induction de-icing module 310 involves the conductive element 312 providing induced current to the heating element 311.

[0068] In addition, the energy storage module 340 is equipped with a remaining power detection component to detect the remaining power of the energy storage element 343, thereby triggering an alarm to the flight control system when the power level falls below a preset power threshold. For example, in one example, an alarm can be triggered if the remaining power level is less than 20%, such as by sending a low power warning via the RF link.

[0069] It should be noted that the control module 350 may have its own power supply, or in one embodiment, the energy storage module 340 is electrically connected to the control module 350, and the energy storage module 340 is configured to provide power to the control module 350. Specifically, the energy storage element 343 and / or the bidirectional voltage converter 341 of the energy storage module 340 are electrically connected to the control module 350, so that when the electromagnetic induction de-icing module 310 generates an induced current, the energy storage element 343 is charged and provides power to the control module 350. Alternatively, when the electromagnetic induction de-icing module 310 generates an induced current, the bidirectional voltage converter 341 directly provides power to the control module 350. Thus, when the aircraft performs a system self-test and starts the propeller before takeoff, an induced current will be generated in the conductive element 312 of the electromagnetic induction de-icing module 310, and the induced current will supply power to the control module 350, thereby making full use of the mechanical energy of the propeller throughout the flight and improving energy efficiency.

[0070] In one embodiment, the energy storage module 340 is housed in the receiving cavity 131, thus allowing the energy storage module 340 to be easily connected to the conductive component 312 without requiring additional conductive slip rings or other structures for the connection between the energy storage module 340 and the rotating component. In some embodiments, a support plate is mounted above the permanent magnet 313 within the receiving cavity 131, and the support plate rotates with the fairing 130. The energy storage module 340 is fixedly mounted on this support plate, thereby making full use of the empty space at the top of the permanent magnet 313.

[0071] Alternatively, in other implementations, please refer to Figure 2 The propeller also includes a support member 330, which is rotatably connected to the permanent magnet 313, and the rotation axis of the support member 330 is collinear with the rotation axis A. The energy storage module 340 and the control module 350 are both fixedly mounted on the support member 330, and the other end of the conductive member 312 is connected to the energy storage module 340 or the support member 330 so that when the outer rotor rotates relative to the inner stator, it drives the support member 330 to rotate around the rotation axis A.

[0072] Specifically, a permanent magnet 313 is mounted on the upper surface of the protrusion 154. The upper end of the permanent magnet 313 provides a bearing mounting position for mounting a connecting bearing 320. The bottom of the support member 330 is rotatably connected to the permanent magnet 313 via the connecting bearing 320. An energy storage module 340 and a control module 350 are fixedly mounted on the upper surface of the support member 330. The energy storage module 340 is connected to the conductive member 312. If the energy storage module 340 or the support member 330 is equipped with an electrical interface, the electrical interface is then connected to the energy storage module 340. The conductive member 312, with its coil structure, is connected to an electrical connector. When the electrical connector and the electrical interface are locked together, the conductive member 312 can drive the energy storage module 340, the support plate, and the control module 350 to rotate together. In one example, the support member 330 includes a stacked base plate and a circuit board. The energy storage module 340 and the control module 350 are both mounted on the circuit board, and corresponding electrical interfaces are arranged on the circuit.

[0073] In some implementations, the power supply for the initialization and self-test process of the control module 350 can be generated by the electromagnetic induction de-icing module 310 during propeller rotation, or by the energy previously recovered by the energy storage module 340. The self-test process mainly detects the magnetic field strength, sensor operation status, and power supply level.

[0074] It is easy to see that in this embodiment, both the energy storage module 340 and the control module 350 are integrated into the upper space of the permanent magnet 313 to improve the space utilization within the fairing 130. Furthermore, the energy storage module 340 and the control module 350 rotate together around the rotation axis A, thus eliminating the need for power supply structures such as conductive slip rings for the control module 350, thereby simplifying the internal structure.

[0075] In addition, this application also provides an aircraft, including an aircraft body and a propulsion assembly. The propulsion assembly is disposed on the aircraft body and includes a propeller and an engine. The outer rotor of the engine is fixedly connected to the hub of the propeller, and the inner stator of the engine is fixedly connected to the fixed end of the pitch drive assembly of the propeller.

[0076] The specific structure of the propeller is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0077] In one embodiment, the aircraft is a vertical takeoff and landing (VTOL) aircraft. Of course, the VTOL aircraft can be an unmanned aircraft or a manned aircraft; this embodiment is not limited in this respect.

[0078] The above are merely exemplary embodiments of this utility model and do not limit the scope of protection of this utility model. Any equivalent structural transformations made based on the technical concept of this utility model and the contents of this utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of this utility model.

Claims

1. A propeller, characterized in that, The propeller includes: A rotor hub, the rotor hub being adapted to be fixedly connected to the outer rotor of the engine; A fairing is fixedly sleeved on the radially outer side of the propeller hub and defines a receiving cavity with the propeller hub, the receiving cavity communicating with the inner cavity of the propeller hub; A variable-pitch pusher plate, which is housed within the receiving cavity; A variable-pitch drive assembly, comprising a fixed end and a linearly moving end, the fixed end being received in the inner cavity and adapted to be fixedly connected to the inner stator of the engine, and the linearly moving end extending from the inner cavity into the receiving cavity and rotatably connected to the variable-pitch pusher to drive the variable-pitch pusher to reciprocate along the rotation axis of the propeller; and An electromagnetic induction de-icing module includes a permanent magnet, a heating element, and a conductive component. The permanent magnet is fixedly disposed on the linear moving end and is housed within the receiving cavity. The heating element is disposed on the shroud and / or the propeller blades. The conductive component is housed within the receiving cavity and electrically connected to the heating element. The conductive component is fixedly connected to the shroud and configured such that, when the outer rotor rotates relative to the inner stator, it is driven by the shroud to cut the magnetic field lines of the permanent magnet to generate an induced current.

2. The propeller as claimed in claim 1, characterized in that, The conductive element is connected to the heating element to form a closed circuit; or, The conductive element has a closed circuit.

3. The propeller as described in claim 2, characterized in that, The conductive component is fixedly connected to the inner wall of the rectifier.

4. The propeller as described in claim 3, characterized in that, The conductive component includes a suspended section, which is suspended and housed within the receiving cavity, and a portion of the suspended section is disposed adjacent to the permanent magnet; the suspended section is located on the side of the variable pitch pusher away from the propeller hub and is spaced apart from the variable pitch pusher.

5. The propeller as described in claim 4, characterized in that, The permanent magnet is located on the side of the variable pitch pusher away from the propeller hub, and the permanent magnet is disposed on the end face of the linear moving end away from the fixed end. One end of the conductive element is rotatably connected to the permanent magnet, and the other end of the conductive element is fixedly connected to the inner wall of the fairing, so that the portion between the two ends of the conductive element forms the suspended section.

6. The propeller as claimed in claim 2, characterized in that, When the conductive element has a closed circuit, the electromagnetic induction de-icing module further includes a de-icing switch, which is disposed between the heating element and the conductive element. The propeller also includes a control module connected to the de-icing switch. The control module is configured to control the de-icing switch to be turned on or off, and the control module is adapted to communicate with a preset sensor of the propeller, and / or the control module is adapted to communicate with the flight control system of the aircraft equipped with the propeller. The preset sensor includes at least one of a temperature sensor, a speed sensor, and a current sensor.

7. The propeller as claimed in claim 6, characterized in that, The propeller also includes: An energy storage module, which is electrically connected to the conductive element, and is configured to have a charging state and a discharging state; The energy storage module is communicatively connected to the control module, and the control module is further configured to control the energy storage module to switch between the charging state and the discharging state.

8. The propeller as claimed in claim 7, characterized in that, The energy storage module is electrically connected to the control module, and the energy storage module is also configured to provide electrical energy to the control module; and / or The energy storage module is housed within the receiving cavity.

9. The propeller as claimed in claim 8, characterized in that, The propeller also includes a support member, which is rotatably connected to the permanent magnet, and the rotation axis of the support member is collinear with the rotation axis. The energy storage module and the control module are both fixedly mounted on the support member, and the end of the conductive member near the permanent magnet is fixedly connected to the support member so that when the conductive member rotates with the rectifier, it drives the support member to rotate around the rotation axis.

10. The propeller according to any one of claims 1 to 9, characterized in that, The heating element is shaped or constructed as a sheet, strip, ring, or mesh.

11. An aircraft, characterized in that, include: The main body of the aircraft; as well as A propulsion assembly is disposed on the main body of the aircraft. The propulsion assembly includes a propeller and an engine as described in any one of claims 1 to 10. The outer rotor of the engine is fixedly connected to the hub of the propeller, and the inner stator of the engine is fixedly connected to the fixed end of the variable pitch drive assembly of the propeller. The aircraft in question is a vertical takeoff and landing (VTOL) aircraft.

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