Abstract: A marine vessel and method for carbon capture and sequestration are described. The marine vessel includes a buoyant hull, a cryogenic storage tank within the hull, and a gaseous carbon dioxide loading manifold. The marine vessel also includes a carbon dioxide liquefaction system in fluid communication with the cryogenic storage tank downstream of the carbon dioxide liquefaction system and with the gaseous carbon dioxide loading manifold upstream of the carbon dioxide liquefaction system. Finally, the marine vessel includes a carbon dioxide supercritical system in fluid communication with the cryogenic storage tank. In operation, the marine vessel moves between multiple locations, where gaseous carbon dioxide is onboarded, liquified and stored. Thereafter, the marine vessel transports the liquified carbon dioxide to a location adjacent an offshore geological reservoir.

Abstract: A boat stabilizer system includes a first gyro stabilizer configured to be arranged inside a hull, a first fin stabilizer including a fin configured to be arranged outside the hull and move relative the hull, and a power transmission interconnecting the first gyro stabilizer and the first fin stabilizer. The power transmission is arranged to transfer energy derived from precession torque of the first gyro stabilizer to the first fin stabilizer to actuate the fin.

Abstract: An aquatic rescue vehicle formed by adding directional and speed controls to a watercraft along with an autonomous control system to guide the vehicle to specified waypoints is disclosed. The rescue vehicle includes search devices such as a radio direction finder (RDF) and an infrared sensor (or camera) to be used to narrow the search for an isolated person (IP). The rescue vehicle may be discharged from a larger watercraft or an airplane and autonomously set out on its rescue mission. The vehicle may first navigate to a designated waypoint near an IP, and then use signals gathered from the RDF and infrared sensor to finally locate, assist, and retrieve the IP. The vehicle also includes a self-righting mechanism so that the vehicle can complete its mission even under the most adverse conditions.

Abstract: Disclosed are an automatic stable posture seabed base and a releasing method, belonging to the technical field of ocean observation. The automatic stable posture seabed base includes an accommodating body with an inner cavity for accommodating the first observation device and a seawater, and the accommodating body has first through holes for the seawater to enter and outflow the inner cavity; plugging members blocked at the first through holes to close or semi-close the first through holes; and a buoyancy body installed at a transducer of the first observation device, and a buoyancy of the buoyancy body is larger than a mass of the first observation device, so that the first observation device may float in the cover body after the cover body is filled with water, and a posture of the transducer in the cover body always keeps vertically to the sea surface.

Abstract: Apparatus and associated methods relate to a pop-up vest, illustratively implemented as a flotation apparel item comprising a water sport apparel item, an inflatable Personal Flotation Device (PFD) configured in the water sport apparel item, and an inflation trigger configured to inflate the PFD. The water sport apparel item may comprise a shirt, t-shirt, wetsuit or rash guard. The water sport apparel item may be adapted to retain the PFD between an outer apparel item layer and a base apparel item layer sewn together. The inflation trigger may be a pull tab configured to inflate the PFD when desired. The inflation trigger may be a sensor configured to automatically inflate the PFD when the sensor is wet. An exemplary pop-up vest implementation may be configured with a water activated light to improve visibility. Some pop-up vest designs may comprise a whistle permitting the user to raise awareness of their location.

Abstract: Disclosed is a bionic fish single-degree-of-freedom modular structure based on a cam mechanism. The bionic fish single-degree-of-freedom modular structure comprises a plurality of modules which are sequentially connected, wherein the foremost one of the modules is a fish head module, and the last one of the modules is a fish tail module; each module in the modules comprises a rack, a rotating shaft is arranged in the center of the rack in a penetrating mode, the second end of the rotating shaft of the previous module is connected to the first end of the rotating shaft of the next module through a universal coupling, the next module is connected with the previous module through a swing connecting piece, and the effect that the modules swing in a plane is achieved.

Abstract: A wave energy converter that has waveguides affixed radially around a compression chamber to form wave channels to amplify movement of the surface of the ocean in the compression chamber is positioned a distance above a first heave plate. A dock frame is affixed to the bottom of the first heave plate, with a second heave plate comprising ramps extending radially outward and downward from the dock frame, and lobes extending radially outward from the ramps, so that the lobes define V-shaped dock frame channels between the lobes and the ramps define dock frame slots between the ramps. Charging interfaces are provided at the dock frame slots configured to receive an electrically conductive portion of an autonomous underwater vehicle. The V-shaped dock frame channels guide the autonomous underwater vehicle towards and into the dock frame slots, so that the electrically conductive portion is received by a charging interface for charging and communicating with the autonomous underwater vehicle.

Abstract: A stern drive is for propelling a marine vessel in water. The stern drive has an upper drive unit with a lower mounting surface; a lower gearcase coupled to the lower mounting surface and a trailing end surface that is angled relative to the lower mounting surface; and a propeller shaft extending forwardly from the lower gearcase and being configured to rotate a propeller for pulling the marine vessel in the water. The upper drive unit and the lower gearcase are configured such that when a forward side of the lower gearcase impacts an underwater obstruction, the lower gearcase is caused to pivot relative to the upper drive unit until the trailing end surface impacts the lower mounting surface, which thereby causes the lower gearcase to completely uncouple from the upper drive unit.

Abstract: A system for marine electricity generation and solid carbon production includes an offshore marine platform on which is mounted a regassification system for regassification of liquid methane; a methane splitting system producing solid carbon and gaseous hydrogen; and a power generation system producing electricity and exhaust heat. A first marine vessel is moored adjacent the marine platform for delivery of the liquid methane, and a second marine vessel is moored adjacent the marine platform for removal of the solid carbon produced by the methane splitting system. The hydrogen produced from the methane splitting system is used in a fuel stream for the power generation system. The exhaust heat from the power generation system is utilized in the methane splitting process. Also mounted on the marine platform is a solid carbon handling system disposed to manage the large amount of solid carbon resulting from the methane splitting process.

Abstract: A system that optimizes the shape or configuration of an aircraft to minimize ground overpressure shock strength while in supersonic flight over speed restricted terrain and to morph to an optimized configuration for drag minimization while over unrestricted terrain.

Abstract: A method includes determining a target acoustic profile based on acoustic conditions at an exterior surface exposed to weather. The method further includes determining a plurality of foam layer characteristics based on the target acoustic profile. The method further includes determining one or more of elastomer characteristics based on the target acoustic profile and the plurality of foam layer characteristics. The method further includes providing a foam layer comprising the plurality of foam layer characteristics. The method further includes depositing an elastomer into the provided foam layer according to the one or more elastomer characteristics. The method further includes coupling the foam layer comprising the deposited elastomer onto the exterior surface exposed to weather. The foam layer including the deposited elastomer absorbs acoustic energy corresponding to the target acoustic profile.

Abstract: An improved efficiency propeller for aircraft includes a blade structure mounted onto a propeller hub, a servo unit, and a cantilevered base. A distinctive feature of the disclosure is that the blade structure includes a main mast, which is mounted onto a propeller hub and forms the spine of the leading edge of the blade structure, and at least one secondary mast aligned with the main mast, and turning spacers with struts are mounted onto the main mast, and the struts are covered by lateral pieces of a skin module, and the overlapping and flexible lateral pieces of the skin module form a skin.

Abstract: A method for reducing form drag on a tailsitter aircraft during at least one of takeoff or landing includes vertically taking off from the ground in a tailsitter orientation. The method also includes determining an actual pitch of the tail sitter aircraft in the tailsitter orientation. The method also includes determining a difference between the actual pitch and a predetermined pitch. The method also includes adjusting a heading of the tailsitter aircraft based on the difference to minimize a pitch angle to reduce the form drag on the tailsitter aircraft.

Abstract: A landing control method for an aircraft includes detecting whether a landing indication signal is received, controlling the aircraft to automatically land in a pre-set landing mode in response to the landing indication signal being received, detecting whether a landing control signal sent by a user is received, and, in response to the landing control signal sent by the user being received, modifying the pre-set landing mode according to the landing control signal to determine a modified landing mode. The landing control signal includes a first control signal for changing a pre-set attitude in the pre-set landing mode or a second control signal for changing a pre-set speed in the pre-set landing mode. The method further includes resuming the pre-set landing mode in response to the landing control signal being discontinued.

Abstract: Technologies are described herein for a drag recovery scheme using a boundary layer bypass duct system. In some examples, boundary layer air is routed around the intake of one or more of the engines and reintroduced aft of the engine fan in the nozzle duct in a mixer-ejector scheme. Mixer-ejectors mix the boundary layer flow to increase mass flow.

Abstract: A method, apparatus, and system for managing airflow comprising flow control actuators in an aircraft. The flow control actuators comprise channels having inlets and outlets, wherein the channels are located under a surface of the aircraft and the outlets are in communication with the surface of the aircraft. Pressurized air applied to the inlets causes steady air jets to be emitted at the outlets in which the steady air jets add a momentum to airflow over the surface on the aircraft.

Abstract: Provided is a flight device that can surely perform transformation operations of legs supporting a fuselage base in landing. A flight device 10 includes: a fuselage base 14; a first leg 26 provided on the fuselage base 14 and transformable between a flight state and a landing state; a second leg 27 provided on the fuselage base 14 as a separate body from the first leg 26 and transformable between the flight state and the landing state; a first drive unit 281 and a second drive unit 282 configured to drive transformation operations of the first leg 26 and the second leg 27; and an operation interconnecting mechanism 16 configured to interconnect the first leg 26 and the second leg 27 in terms of operation.

Abstract: A method of determining a service interval for an actuator of a landing gear assembly is suitable for used with a landing gear assembly in which the actuator positions the landing gear assembly between a stowed position and a deployed position. The method includes the steps of determining an actuator travel value for a time interval and increasing a total actuator accumulated travel value by the actuator travel value for the time interval. The method further includes the step of comparing the total actuator accumulated travel value to a predetermined value.

Abstract: The present invention provides a method for maneuvering and aligning aircraft equipped and driven during ramp ground travel with landing gear wheel-mounted electric taxi drive systems that have deviated from taxi line travel paths and for maneuvering the electric taxi drive system-driven aircraft to park accurately to align with locations of parking stops when the aircraft nose landing gear wheels stop beyond or short of a parking stop. The aircraft pilot can, without waiting for a tug or starting aircraft engines, precisely maneuver the aircraft with the electric taxi drive systems while viewing the taxi line and parking stop location in real time with an optional camera and sensor system while maneuvering the aircraft in forward or reverse and lateral directions to align the aircraft nose wheels with the taxi line path and to accurately position the nose landing gear wheels at the parking stop.

Abstract: A system and method for controlling a multi-rotor aircraft that implements the unconventional use of an odd number of rotors. The odd or auxiliary rotor is designed to be smaller in diameter than the remaining main rotors and accordingly generates a smaller unbalanced torque and pitch on the aircraft. Additional configurations implement the use of smaller thrust rotors that can be used to generate thrust as well as control yaw and thus counteract any remaining unbalanced torque from the odd auxiliary rotor.

Abstract: A spline assembly, including a spline shaft having a first end and a second end, wherein the first end is splined to engage a spline receiver of a primary drive system and includes a substantially spherical alignment head, wherein the spherical alignment head comprises an expendable hydrocarbon material that is caused to melt by operation of the primary drive system over time.

Abstract: A rotor system for an aircraft includes an open rotor assembly comprising an open rotor assembly comprising a plurality of rotor blades connected to a rotor mast, wherein the rotor assembly is tiltable relative to a wing of the aircraft between a first position corresponding to an airplane mode of the aircraft and a second position corresponding to a helicopter mode of the aircraft; and a drive system for providing rotational energy to the open rotor assembly via the rotor mast. The drive system includes at least one electric motor for generating rotational energy to a motor shaft; and a gearbox connected to receive rotational energy from the at least one electric motor via the motor shaft and to provide rotational energy to the rotor mast via a rotor shaft, wherein the at least one electric motor is fixed relative to the wing of the aircraft.

Abstract: A rotor lock mechanism is disclosed. The mechanism includes a pair of arms at a chosen offset angle # with respect to a long axis of a pair of rotor blades; an arm engagement device configured to restrain rotary motion of the arms; and a rotor drive shaft to which the pair of arms and the pair of rotor blades are attached. A method of use is also disclosed.

Abstract: A torque measurement system determines torque on a shaft by monitoring angular deflection of the shaft under load using phase shift measurements. Calibration of the system uses a defined offset that is determined using a reference operating condition. The offset calibration value is determined for a rotorcraft using the following steps: defining a reference operational condition in which the shaft is rotating, estimating the torque at the reference condition based on aerodynamic knowledge of the rotors coupled to the shaft, operating the shaft at the reference operational condition, capturing sensor data to determine the phase difference at the operational condition, and associating the phase difference and an estimated torque as a calibration value to enable calculation of torque in the torque measurement system.

Abstract: A motor unit includes a motor and a pitch angle changing mechanism. The motor generates power for rotating a blade. The pitch angle changing mechanism changes a pitch angle of the blade. The motor includes a stator and a rotor. The rotor is located outside of the stator and the blade is coupled to the rotor. The pitch angle changing mechanism includes one displaceable displacement member. A part of the displacement member is located inside of the stator.

Abstract: Embodiments provide an electric aircraft with a plurality of lift fan assemblies that are configured to provide vertical lift, and one or more pusher propellers that are configured to provide forward thrust. The lift fan assemblies may be coupled to the wings of the aircraft via one or more support structures, and the wings may be coupled to an upper region of the fuselage. The pusher propeller(s) may be coupled to a tailing end of the fuselage. The lift fan assemblies and the pusher propeller(s) may provide thrust and movement in directions that are orthogonal to one another. A control system coupled to the aircraft may control the lift fan assemblies and the one or more pusher propellers to activate, increase in power, and decrease in power. The lift fan assemblies and the one or more pusher propellers may be operated separately, and may be active at different times.

Abstract: An exemplary blade lock for a tiltrotor aircraft to enable and disable a folding degree of freedom and a pitching degree of freedom of a rotor blade assembly includes a link pivotally connected to a lever and a bellcrank, where the link is in a center position when the lever is in a locked position disabling the folding degree of freedom and the lever is secured in the locked position when the link is positioned in an over-center position.

Abstract: A flow body for an aircraft, in particular for a wing leading edge device, is proposed, the flow body having a curved front skin having a leading edge and at least one trailing-edge component coupled with at least one spanwise edge of the front skin, wherein the trailing-edge component comprises a constant cross-sectional profile that tapers in a chordwise direction to form two spanwise flow surfaces that end in a trailing edge, and wherein the trailing-edge component is designed for providing a flush transition between the front skin and at least one of the two spanwise flow surfaces.

Abstract: A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between stowed and deployed positions. The connection assembly includes a first connection element mounted to the high lift body and movably mounted to the main wing. The connection assembly includes a second connection element mounted to the high lift body spaced apart from the first connection element in a span direction, and movably mounted to the main wing. The connection assembly includes an additional support device arranged spaced apart from the first and second connection elements and configured to support the high lift body at the main wing against movement or deformation of the high lift body relative to the main wing.

Abstract: A high rise building escape drone is shown and described. The high rise building escape drone includes of a frame. The frame has a spine secured to an upper housing. The upper housing secures a motor and a CPU operably connected to the motor. The motor is rotatably coupled to at least one propeller. A seat is secured to the spine below the upper housing. A control panel is secured to the seat. The control panel is operably coupled to the CPU and is capable to control the drone. A plurality of feet are secured to a bottom of the spine such that the feet support the drone.

Abstract: Embodiments of the present disclosure provides a method and a system for managing UAV data transmission in smart city based on IoT. The method includes obtaining requirement information of a user by a general platform of the management platform from the user platform through the service platform, and assigning the requirement information to a corresponding management sub-platform; determining different time domains and different airspaces of at least two UAVs performing missions by the management sub-platform based on the requirement information, wherein the different time domains may have an overlapping interval, and the different airspaces may have an overlapping interval; and controlling the at least two UAVs to perform the different missions in the different time domains and the different airspaces by the management platform, and collecting mission data corresponding to different missions.

Abstract: An aircraft, such as an unmanned aerial vehicle or single-seat aircraft, including a main body and a pair of wing sections, each wing section including a front wing and a rear wing, wherein the front wing and the rear wing each include a first end that is connected to the main body, and a second end, wherein the second end of the front wing is connected to the second end of the rear wing. The main body is located between the pair of wing sections, and each wing section includes a propulsion unit located between the front wing and the rear wing of the wing section. Each propulsion unit may include a first rotor and a second rotor, which may be pivotable with respect to the rest of the aircraft.

Abstract: A vehicle region with a roof section of a primary structure and with two luggage compartments. One of the luggage compartments comprises a detachable luggage compartment flap and a luggage compartment top, which forms the upper boundary of a part of a luggage space. A detachable fastening device can rotatably fasten the luggage compartment flap on the luggage compartment. A front edge of the luggage compartment top is at a distance from an end point in an intermediate space above a luggage compartment, to which end point a side of a ceiling panel is movable, the distance being greater than or equal to a width of the ceiling panel. Methods for installing and removing a ceiling panel above two luggage compartments are provided, wherein the ceiling panel is guided at least partially through a luggage space of a luggage compartment when the luggage compartment flap has been removed.

Abstract: A filter component for an aircraft insert can include a non-conductive body having an outer surface and an inner surface. The inner surface can be configured to be hidden from view when installed on the insert. The filter component can include a surface filter disposed on the inner surface such that when the non-conductive body is installed on the insert the surface filter is not visible. The surface filter can be configured to filter out one or more predetermined filter frequencies.

Abstract: Described are privacy screens and privacy assemblies for passenger seats including a frame defining a perimeter of the privacy screen and shaped to partially wrap around a portion of a passenger seat, a textile shell connected with and surrounding the frame, and a sound-absorbing layer positioned within the frame and surrounded by the textile shell for conferring physical, visual, and sound privacy for an occupant.

Abstract: A head impact criteria (HIC) device for a controlling a breakover rate of a seatback of an aircraft seat, and a method of manufacturing the same, are disclosed. A first energy absorbing member is coupled to the seatback of the aircraft seat. A second energy absorbing member is coupled to a frame of the aircraft seat. A fuse link is encapsulated by the first energy absorbing member and the second energy absorbing member. In response to the HIC device being subjected to a threshold load associated with a dynamic event, the fuse link breaks and the first energy absorbing member and the second energy absorbing member rotate around the axis.

Abstract: According to various embodiments, a biomedically actuated occupant restraint system includes an occupant restraint system for a vehicle, the occupant restraint system having a locked position and an unlocked position. The biomedically actuated occupant restraint system further includes an occupant monitoring system operably connected to the occupant restraint system, the occupant monitoring system configured for monitoring a plurality of physiological conditions of an occupant of the vehicle. The occupant monitoring system includes a biometric sensor module including a plurality of physiological sensors configured for measuring a plurality of physiological conditions of the occupant and asserting a plurality of sensor signals, and a controller configured to receive the plurality of sensor signals and determine whether the occupant is incapacitated. The controller being configured to send a command to lock the occupant restraint system in response to determining the occupant is incapacitated.

Abstract: Described are torque bearing assemblies for passenger seats. A torque bearing attachment (122, 222, 322, 422) includes an elongated body having a forward edge configured to mate with an aft end (140) of a seat bottom pan (120), and first and second side edges having attachment elements (136) for connecting the assembly with a passenger seat frame (108). The first and second side edges can be positioned orthogonal to the forward edge and at opposite ends of the elongated body with respect to each other.

Abstract: The present invention relates to an assembly of individual seats intended to be installed in an aircraft cabin, the assembly comprising: —a first seat and a second seat, a central console arranged between the first seat and the second seat, the central console comprising a first foot area and a second foot area extending in two opposite directions, —a seat surface width of the first seat being smaller in a portion of the seat opposite the second foot area in relation to a width of a portion of the seat surface opposite the first foot area so as to increase a space between the seat surface of the first seat and the second foot area.

Abstract: The present invention provides an aircraft seat unit comprising a main seat, and a companion seat, the main seat and the companion seat facing each other, wherein the companion seat comprises a seat pan, providing a seat pan surface, and a moveable seat element, the moveable seat element being moveable in relation to the seat pan between a stowed position, in which the companion seat provides an additional support surface for a main passenger in the main seat, and a deployed position, in which the moveable seat element provides a backrest surface for a companion passenger in the companion seat. The invention also provides a method of deploying and a method of stowing a companion seat.

Abstract: A passenger seat for an aircraft is described. The passenger seat is configurable between an upright position and a bed position. The upright position may be provided for taxi, take-off and landing events. The bed position, also referred to as a lie-flat position, is provided for long-haul travel in comfort. The passenger seat includes a seat pan, a seatback, and an armrest. The seat pan, the seatback, and the armrest form a kinematic chain by a number of pivot joints. The passenger seat also includes a linkage connecting the seat pan and the armrest. By the linkage, the armrest follows a motion of the seat pan when the passenger seat is reconfigured.

Abstract: An innovative passive cooling solution with sealed UAV enclosure system allows heat from a semiconductor chip to be dissipated to the ambient environment through evaporation/condensation phase-change cooling and air cooling a heat sink such as a fin without any additional power consumption to operate cooling solution. One example of such a solution may include a pipe with a fin and a fluid. The pipe may include a wick structure along an inner surface of the pipe configured to allow the fluid to travel within the wick structure and to allow a vapor form of the fluid to exit the wick structure towards a center of the pipe.

Abstract: An ice protection system for an external surface for an aircraft. The external surface is configured to have air flow over the external surface and has a plurality of zones. At least one heat source is thermally coupled to the external surface in each zone of the plurality of zones. A controller is configured to selectively control the at least one heat source in each zone of the plurality of zones based on an operating condition related to the air flowing over the external surface.

Abstract: A method for operating a frost treatment system including a first heating mat, covering a first zone and an intermediate zone of a second zone, operating alternately at a first energy level adjusted to maintain a first positive temperature on the first zone and a negative temperature on at least a part of the intermediate zone and at a second energy level adjusted to generate a positive temperature on the intermediate zone, a second heating mat covering the second zone apart from the intermediate zone and ensuring the defrosting function for the zone. This solution makes it possible to reduce the energy consumption of the first heating mat by reducing the energy level at which it is powered for most of the time. Also, an outer wall of an aircraft is provided including at least one frost treatment system operating according to this method.

Abstract: A de-icing assembly for a surface of an aircraft includes: a carcass with a first layer, a second layer, and a carcass centerline and a plurality of seams sewn into the carcass, wherein the plurality of seams join the first and second layers of the carcass together. The assembly includes a plurality of inflation passages formed by the plurality of seams and disposed between the first and second layers of the carcass. The system also includes a manifold fluidly connected to and disposed beneath the carcass, the manifold comprising a width and a manifold centerline oriented approximately perpendicular or parallel to the carcass centerline. The seams are sown by a stitchline formed of carbon nanotube yarn.

Abstract: An ice protection system may comprise an electrical heating mat of an electrically resistive material, wherein the electrically resistive material defines at a first spanwise zone and a first chordwise zone, wherein at least one of the first spanwise zone or the first chordwise zone include a first busbar portion contiguous with the electrically resistive material.

Abstract: A hybrid power system for a vertical takeoff and landing (“VTOL”) aircraft including a first power source operable to provide a power output for at least a forward flight mode; and a second power source configured to provide a high specific power output for an altitude adjustment flight mode, the second power source including an auxiliary gas generator coupled to a turbine and a drive system. In other aspects, there is provided a VTOL aircraft and methods for providing power to a VTOL aircraft.

Abstract: An electrically powered rotary-wing aircraft with a first predetermined number of thrust producing units and a second predetermined number of batteries. Each one of the first predetermined number of thrust producing units may include a rotor, and an electrical drive unit with at least two electric motors. Each battery of the second predetermined number of batteries is coupled to at most one electric motor of the at least two electric motors of at least one of the first predetermined number of thrust producing units, and each electric motor of the at least one of the first predetermined number of thrust producing units is coupled to at most one of the second predetermined number of batteries.

Abstract: An electric propulsion system for a vertical take-off and landing (VTOL) aircraft having a heat exchanger to cool fluids used in an electrical engine, the electric propulsion system comprising at least one electrical engine mechanically connected directly or indirectly to a fuselage of the VTOL aircraft and electrically connected to an electrical power source. The electrical engine may comprise an electrical motor having a stator and a rotor; a gearbox assembly comprising a sun gear; at least one planetary gear; a ring gear; and a planetary carrier. The electric engine may include an inverter assembly comprising a thermal plate and an inverter assembly housing; an end bell assembly that is connected to the thermal plate of the inverter assembly; and a heat exchanger comprising an array of cooling fins and tubes.

Abstract: An electrical propulsion system for a vertical take-off and landing (VTOL) aircraft comprises an electrical motor assembly and an inverter assembly. The inverter assembly comprises a housing, a capacitor assembly, at least one printed circuit board assembly (PCBA), and a plurality of positioning pins. The capacitor assembly comprises a center hole, at least one capacitor, a capacitor housing having at least one busbar, and a plurality of through holes in the capacitor housing. The capacitor assembly and the at least one PCBA are positioned inside the housing. The plurality of positioning pins pass through the through the plurality of through holes of the capacitor housing and the at least one PCBA and are connected to the housing.