Shoulder-back electric vertical take-off and landing aircraft and upright electric vertical take-off and landing aircraft

Abstract

The application discloses a shoulder-back type electric vertical take-off and landing aircraft and a vertical type electric vertical take-off and landing aircraft. The vertical shoulder-back type small electric vertical take-off and landing aircraft comprises a frame, a driving mechanism and a control mechanism. The frame comprises a transverse support device and a vertical support device connected with the transverse support device, and the two ends of the transverse support device are respectively connected with the driving mechanism. The control mechanism comprises a pushing device for pushing the driving mechanism and a control device for controlling the running direction of the aircraft.

Description

Technical Field

[0001] This disclosure belongs to the field of small aircraft manufacturing technology, specifically relating to a vertical shoulder-mounted small electric vertical take-off and landing aircraft and a vertical small electric vertical take-off and landing aircraft. Background Technology

[0002] Several "flying motorcycle"-style aircraft currently available both domestically and internationally consist of an X-shaped support frame with an electric power unit (one motor and one propeller) at each of the four ends, or two electric power units (two motors and two propellers) mounted vertically. A seat is installed above the intersection of the X-frames, allowing a rider to sit on it. Flight is achieved by simultaneously adjusting the speeds of the two front-to-back or two left-to-right motors, creating a tilt angle. Turning is achieved by simultaneously adjusting the speeds of diagonal motors to generate torque through a speed difference. However, the inventors discovered during development that this type of aircraft suffers from drawbacks, including a high center of gravity, poor flight stability, low safety, relatively long reaction time, and insufficient agility in flight maneuvers.

[0003] Currently, there are similar aircraft in China, with a cockpit installed below the center point of the X-axis. The rest of the structure and control method are the same as the aforementioned design. During the development process, the inventors discovered that although this type of aircraft solved the problems of center of gravity and safety, it also suffered from relatively long reaction times and insufficient agility in flight maneuvers. There are also aircraft abroad that use a mesh support structure or multiple Y-shaped structures forming a large circular support. Electric power units are installed at each intersection point, and the control method is similar to the aforementioned design, achieving forward, backward, left, and right flight and turning by simultaneously controlling multiple rotational speeds. During the development process, the inventors discovered that this type of aircraft suffers from overly complex structures, relatively long reaction times in flight maneuvers, and insufficient agility in flight maneuvers.

[0004] Similarly, there are also fuel-powered aircraft both domestically and internationally. Each end of a horizontal bar is equipped with a fuel engine that drives a propeller for flight; the engines can be tilted. During development, the inventors discovered that controlling the rotational speed of the fuel-powered system was more difficult than controlling an electric system, resulting in poor flight stability. Furthermore, the control system was simple, requiring both hands to be used simultaneously to adjust the engine tilt. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, this disclosure provides a small, upright, shoulder-mounted electric vertical take-off and landing aircraft and a small, upright electric vertical take-off and landing aircraft.

[0006] The technical solution adopted in this disclosure is:

[0007] A small, upright, shoulder-mounted electric vertical takeoff and landing (VTOL) aircraft, comprising a frame, a drive mechanism, and a control mechanism.

[0008] The frame includes a horizontal support device and a vertical support device connected to the horizontal support device, and a drive mechanism is connected to each end of the horizontal support device.

[0009] The control mechanism includes a propulsion device for driving the drive mechanism and a control device for controlling the direction of the aircraft's movement.

[0010] A vertical small electric vertical takeoff and landing (EVTOL) aircraft is disclosed. The aircraft includes multiple vertical shoulder-back small EVTOL aircraft as described above, with a cabin provided between the multiple vertical shoulder-back small EVTOL aircraft; a longitudinal support rod connects two adjacent frames, and a longitudinal connecting rod connects two adjacent motor swing arms.

[0011] The beneficial effects of this disclosure through the above technical solution are:

[0012] The aircraft disclosed herein has a simple structure, a small and lightweight fuselage, and can fly in confined spaces while being easy to load. Because the two sets of propellers can tilt forward and backward, it is agile in flight, with sensitive and timely flight maneuvers, making it very easy to control. It can be operated with one hand, while the other hand can perform work tasks. With the addition of a flight control module and a GPS positioning module, it can achieve hands-free and unmanned remote-controlled flight. It can be used in scenarios such as high-altitude rescue, maritime rescue, personnel and cargo transportation between ships at sea, tourism and exploration, short-distance cargo transportation, and police response, patrol, and duty. It can be applied in civilian, police, military, engineering construction, and field operations. Attached Figure Description

[0013] The accompanying drawings, which form part of this disclosure, are used to provide a further understanding of this disclosure. The illustrative embodiments of this disclosure and their descriptions are used to explain this application and do not constitute an undue limitation of this disclosure.

[0014] Figure 1 This is a structural diagram of the stand-up shoulder-back type small electric vertical take-off and landing aircraft in this example;

[0015] Figure 2 This is a structural diagram of the upright shoulder-mounted small electric vertical takeoff and landing aircraft in Example 2.

[0016] Figure 3 This is a structural diagram of the upright shoulder-back type small electric vertical take-off and landing aircraft in Example 3;

[0017] Figure 4 This is a structural diagram of the upright shoulder-back type small electric vertical take-off and landing aircraft in Example 4.

[0018] Figure 5 This is a structural diagram of the upright shoulder-back type small electric vertical take-off and landing aircraft in Example 5;

[0019] Figure 6 This is a structural diagram of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft in Example 6. Detailed Implementation

[0020] The present disclosure will be further described below with reference to the accompanying drawings and embodiments.

[0021] Example 1

[0022] This embodiment provides a small, upright, shoulder-mounted electric vertical takeoff and landing (VTOL) aircraft. The aircraft includes a frame, a first drive mechanism and a second drive mechanism symmetrically arranged at both ends of the frame, and a control mechanism for controlling the aircraft's direction. Figure 1 As shown.

[0023] The frame includes a first horizontal bar 11 and a second horizontal bar 12 arranged horizontally and parallel to each other, and a first vertical support rod 13 and a second vertical support rod 14 arranged vertically and parallel to each other. The top end of the first vertical support rod 13 is fixedly connected to one end of the first horizontal bar 11, and the top end of the second vertical support rod 14 is fixedly connected to the other end of the first horizontal bar 11. Bearings for connecting to a drive mechanism are installed at both ends of the first horizontal bar 11. One end of the second horizontal bar 12 is connected to the lower part of the first vertical support rod 13, and the other end... The lower part of the second vertical support rod 14 is connected to the second crossbar 12; a seat (not shown in the figure) is installed on the second crossbar 12; a seat belt (not shown in the figure) is installed in the middle of the first vertical support rod 13 and the second vertical support rod 14; a third vertical support rod (not shown in the figure) is provided on the seat and is inclined forward; the first vertical support rod 13 and the second vertical support rod 14 can be extended downward and bent to the left rear and right rear respectively; the third vertical support rod can be extended downward and bent forward; these three vertical support rods constitute a three-point landing gear.

[0024] The first drive mechanism includes a first motor 15, a first propeller 16, a first motor crossarm, and a first motor swing arm 18. The first motor crossarm is composed of a first motor fixing plate 17 and a first bushing 10. The first motor fixing plate 17 and the first bushing 10 are fixedly connected. Two first motors 15 are symmetrically mounted vertically on the end of the first motor fixing plate 17 away from the first bushing. The output shaft of the first motor 15 is connected to the first propeller 16. The end of the first bushing 10 away from the first motor fixing plate is sleeved on the bearing at one end of the first crossbar 11. One end of the first motor swing arm 18 is fixedly connected to the first bushing 10. The other end of the first motor swing arm 18 is connected to the first vertical connecting rod 19.

[0025] The structure of the second drive mechanism is similar to that of the first drive mechanism. Specifically, the second drive mechanism includes a second motor 115, a second propeller 116, a second motor crossarm, and a second motor swing arm 118. The second motor crossarm is composed of a second motor fixing plate 117 and a second bushing 110. The second motor fixing plate 117 and the second bushing 110 are fixedly connected. Two second motors 115 are symmetrically mounted vertically on the end of the second motor fixing plate 117 away from the second bushing. The output shaft of the second motor 115 is connected to the second propeller 116. The end of the second bushing 110 away from the second motor fixing plate is sleeved on the bearing at the other end of the first crossbar 11. One end of the second motor swing arm 118 is fixedly connected to the second bushing 110. The other end of the second motor swing arm 118 is connected to the second vertical connecting rod 119.

[0026] The control mechanism includes a first vertical link 19, a second vertical link 119, a horizontal link 111, a joystick 112, a joystick longitudinal axis 113, and a joystick transverse axis 114. One end of the first vertical link 19 is connected to a first motor swing arm 18, and the other end is connected to one end of the horizontal link 111. One end of the second vertical link 119 is connected to a second motor swing arm 118, and the other end is connected to the other end of the horizontal link 111. One end of the joystick longitudinal axis 113 is connected to the middle of the horizontal link 111, and the other end is connected to the joystick 112. A joystick longitudinal axis sleeve 120 is provided in the middle of the joystick longitudinal axis 113. Joystick transverse axes 114 are fixedly connected to both sides of the joystick longitudinal axis sleeve 120. The other end of the joystick transverse axis 114 is inserted into the joystick transverse axis sleeve 121 provided at the lower end of the vertical support rod.

[0027] The working process of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft proposed in this embodiment is as follows:

[0028] During flight, the pilot carries the aircraft on their back and fastens their seatbelt, becoming one with the aircraft, and holds the control stick 112 with one hand. When stationary, the two sets of propellers connected to the motors rotate with their rotating surfaces facing upwards. Starting the motors and gradually increasing the throttle of the motor's electronic speed controller, the airflow generated by the relative rotation of the two propellers is vertically downwards, producing a reaction force relative to the aircraft, i.e., upward lift. Once the motors reach sufficient speed, the propellers generate enough lift to drive the aircraft to take off vertically and ascend. After ascending to a certain altitude, the pilot sits in the seat and gradually pushes the control stick 112 forward to a certain angle. At this point, the control stick 112 presses the longitudinal axis 113 of the control stick to tilt around the transverse axis 114, causing the other end of the longitudinal axis 114 to rise horizontally. The horizontal link 111 pushes the first vertical link 19 and the second vertical link 119 upwards. The first vertical link 19 pushes the first motor swing arm 18, and the second vertical link 119 pushes the second motor swing arm 118. The first motor swing arm 18 drives the first motor horizontal arm 17 to tilt around the first horizontal bar 11 on the frame, so that the propeller surface of the first propeller 16 also gradually tilts forward. The second motor swing arm 118 drives the second motor horizontal arm 117 to tilt around the first horizontal bar 11 on the frame, so that the propeller surface of the second propeller 116 also gradually tilts forward. At this time, the airflow direction gradually changes from vertical downward to a backward tilt angle, generating upward and backward reaction forces so that the aircraft can maintain altitude and fly forward. The tilt angle of the propeller surfaces is determined by the angle of the control stick. When the control stick 112 is pushed to the left, it will cause the right end of the lateral linkage to rise and the left end to fall, causing the right propeller surface to tilt forward and the left propeller surface to tilt backward. The aircraft will turn left in place until the control stick is pulled back to the origin. The control stick can move in all directions. Pulling it backward will cause both propeller surfaces to tilt backward and the aircraft to fly backward. When pushed to the left front, the right propeller tilts forward at a larger angle and the left propeller tilts forward at a slightly smaller angle, causing the aircraft to fly forward and turn left. Similarly, pushing the control stick to the right front will cause the aircraft to fly forward and turn right. Pulling it to the left rear or right rear will cause the aircraft to fly backward and turn left or right.

[0029] The upright, shoulder-mounted, small electric vertical takeoff and landing (EVTOL) aircraft proposed in this embodiment also includes a control system. The control system comprises a flight control module, a GPS positioning module, a wireless communication module, and a battery module. The flight control module is connected to the first motor 15 and the second motor 115, respectively, and is used to control the operation of the first motor 15 and the second motor 115. The GPS positioning module is connected to the flight control module and is used to collect the aircraft's position information. The wireless communication module is connected to the flight control module and is used to receive remote control commands. The flight control module controls the aircraft's flight according to the received control commands. The battery module provides power to the entire aircraft and can be a battery pack.

[0030] Example 2

[0031] This second embodiment provides a small, upright, shoulder-mounted electric vertical takeoff and landing (VTOL) aircraft. The aircraft includes a frame, a first drive mechanism and a second drive mechanism symmetrically arranged at both ends of the frame, and a control mechanism for controlling the aircraft's direction. Figure 2 As shown.

[0032] The frame includes a first horizontal bar 21 and a second horizontal bar 22 arranged horizontally and parallel to each other; a first vertical bar 222, a second vertical bar 223, a third vertical bar 224 and a fourth vertical bar 225 arranged longitudinally and parallel to each other; and a first vertical support bar 23 and a second vertical support bar 24 arranged vertically and parallel to each other. The first vertical bar 222 and the third vertical bar 224 are respectively arranged perpendicular to the first vertical support bar 23. One end of the first vertical bar 222 is connected to one end of the first horizontal bar 21, and the other end is connected to the top end of the first vertical support bar 23. The bottom end of the first vertical support bar 23 is connected to one end of the third vertical bar 224. The second vertical bar 223 and the fourth vertical bar 225 are respectively arranged perpendicular to the second vertical support bar 24. One end of the second vertical bar 223 is connected to the other end of the first horizontal bar 21, and the other end... The top end of the second vertical support rod 24 is connected to the top end of the second vertical support rod 24, and the bottom end of the second vertical support rod 24 is connected to one end of the fourth longitudinal rod 225. The second horizontal rod 22 is connected between the lower ends of the first vertical support rod 23 and the second vertical support rod 24. A seat (not shown in the figure) is installed on the second horizontal rod 22 located between the lower ends of the first vertical support rod 23 and the second vertical support rod 24. A seat belt (not shown in the figure) is installed in the middle of the first vertical support rod 23 and the second vertical support rod 24. A third vertical support rod (not shown in the figure) is provided on the seat and is inclined forward. The first vertical support rod 23 and the second vertical support rod 24 can be extended downward and bent to the left rear and right rear respectively. The third vertical support rod can be extended downward and bent forward. These three vertical support rods constitute a three-point landing gear.

[0033] The first drive mechanism includes a first motor 25, a first propeller 26, a first motor crossarm, and a first motor swing arm 28. The first motor crossarm is composed of a first motor fixing plate 27 and a first bushing 20. The first motor fixing plate 27 and the first bushing 20 are fixedly connected. Two first motors 25 are symmetrically mounted vertically on the end of the first motor fixing plate 27 away from the first bushing. The output shaft of the first motor 25 is connected to the first propeller 26. The end of the first bushing 20 away from the first motor fixing plate is sleeved on the bearing at one end of the first crossbar 21. One end of the first motor swing arm 28 is fixedly connected to the first bushing 20. The other end of the first motor swing arm 28 is connected to the first vertical connecting rod 29.

[0034] The structure of the second drive mechanism is similar to that of the first drive mechanism. Specifically, the second drive mechanism includes a second motor 215, a second propeller 216, a second motor crossarm, and a second motor swing arm 218. The second motor crossarm is composed of a second motor fixing plate 217 and a second bushing 210. The second motor fixing plate 217 and the second bushing 210 are fixedly connected. Two second motors 215 are symmetrically mounted vertically on the end of the second motor fixing plate 217 away from the second bushing. The output shaft of the second motor 215 is connected to the second propeller 216. The end of the second bushing 210 away from the second motor fixing plate is sleeved on the bearing at the other end of the first crossbar 21. One end of the second motor swing arm 218 is fixedly connected to the second bushing 210. The other end of the second motor swing arm 218 is connected to the second vertical connecting rod 219.

[0035] The control mechanism includes a first vertical link 29, a second vertical link 219, a horizontal link 211, a joystick 212, a joystick longitudinal axis 213, and a joystick transverse axis 214. One end of the first vertical link 29 is connected to a first motor swing arm 28, and the other end is connected to one end of the horizontal link 211. One end of the second vertical link 219 is connected to a second motor swing arm 218, and the other end is connected to the other end of the horizontal link 211. One end of the joystick longitudinal axis 213 is connected to the middle of the horizontal link 211, and the other end is connected to the joystick 212. A joystick longitudinal axis sleeve 220 is provided in the middle of the joystick longitudinal axis 213. Joystick transverse axes 214 are fixedly connected to both sides of the joystick longitudinal axis sleeve 220. The other end of the joystick transverse axis 214 is inserted into the joystick transverse axis sleeve 221. The two joystick transverse axis sleeves 221 are fixedly connected to the other ends of the third vertical link 224 and the fourth vertical link 225, respectively.

[0036] The working process of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft proposed in this embodiment two is as follows:

[0037] During flight, the pilot carries the aircraft on their back and fastens their seatbelt, becoming one with the aircraft. They hold the control stick 212 with one hand. When the motors are stationary, the two sets of propellers connected to the motors rotate upwards. Starting the motors and gradually increasing the throttle of the electronic speed controller, the airflow generated by the relative rotation of the two propellers is vertically downwards, creating a reaction force relative to the aircraft—an upward lift. Once the motors reach sufficient speed, the propellers generate enough lift to drive the aircraft vertically upwards. After ascending to a certain altitude, the pilot sits in their seat and gradually pushes the control stick 212 forward to a certain angle. At this point, the control stick 212 presses the longitudinal axis 213 to tilt around the transverse axis 214, causing one end of the longitudinal axis 213 to rise upwards. The transverse link 211 pushes the first vertical link 29 and the second vertical link 219 upwards. The first vertical link 29 pushes the first motor swing arm 28, and the second vertical link 219 pushes the second motor swing arm 218. The first motor swing arm 28 drives the first motor horizontal arm 27 to tilt around the first horizontal bar 21 on the frame, causing the propeller surface of the first propeller 26 to gradually tilt forward. The second motor swing arm 218 drives the second motor horizontal arm 217 to tilt around the first horizontal bar 21 on the frame, causing the propeller surface of the second propeller 216 to gradually tilt forward. At this time, the airflow direction gradually changes from vertical downward to a backward tilt angle, generating upward and backward reaction forces so that the aircraft can maintain altitude and fly forward. The tilt angle of the propeller surfaces is determined by the angle of the control stick. When the control stick 212 is pushed to the left, it will cause the right end of the lateral linkage to rise and the left end to fall, causing the right propeller surface to tilt forward and the left propeller surface to tilt backward. The aircraft will turn left in place until the control stick is pulled back to the origin. The control stick can move in all directions. Pulling it backward will cause both propeller surfaces to tilt backward and the aircraft to fly backward. When pushed to the left front, the right propeller tilts forward at a larger angle and the left propeller tilts forward at a slightly smaller angle, causing the aircraft to fly forward and turn left. Similarly, pushing the control stick to the right front will cause the aircraft to fly forward and turn right. Pulling it to the left rear or right rear will cause the aircraft to fly backward and turn left or right.

[0038] The upright, shoulder-mounted, small electric vertical takeoff and landing (EVTOL) aircraft proposed in Embodiment 2 also includes a control system. The control system comprises a flight control module, a GPS positioning module, a wireless communication module, and a battery module. The flight control module is connected to the first motor 25 and the second motor 215, respectively, and is used to control the operation of the first motor 25 and the second motor 215. The GPS positioning module is connected to the flight control module and is used to collect the aircraft's position information. The wireless communication module is connected to the flight control module and is used to receive remote control commands. The flight control module controls the aircraft's flight according to the received control commands. The battery module provides power to the entire aircraft and can be a battery pack.

[0039] Example 3

[0040] This embodiment three provides a small, upright, shoulder-mounted electric vertical takeoff and landing (VTOL) aircraft. The aircraft includes a frame, a first drive mechanism and a second drive mechanism symmetrically arranged at both ends of the frame, and a control mechanism for controlling the first and second drive mechanisms. Figure 3 As shown.

[0041] The frame includes a first frame bushing 310, a second frame bushing 329, a bushing fixing beam 326, a first crossbar 31 and a second crossbar 32 arranged horizontally and parallel to each other, a first bushing longitudinal arm 322, a second bushing longitudinal arm 323, a third bushing longitudinal arm 324 and a fourth bushing longitudinal arm 325 arranged vertically and parallel to each other, and a first vertical support rod 33 and a second vertical support rod 34 arranged vertically and parallel to each other.

[0042] Specifically, the first frame bushing 310 is sleeved on the first motor cross arm 37 of the first drive mechanism, and the second frame bushing 329 is sleeved on the second motor cross arm 317 of the second drive mechanism. A bushing fixing beam 326 connects the first frame bushing 310 and the second frame bushing 329, and the bushing fixing beam 326 connects and fixes the left and right frame bushings. The first bushing longitudinal arm 322 and the third bushing longitudinal arm 324 are respectively perpendicular to the first vertical support rod 33 and the first cross rod 31. One end of 22 is connected to the first frame bushing 310, and the other end is connected to one end of the first crossbar 31; one end of the first crossbar 31 is also connected to the top end of the first vertical support rod 33, the third bushing longitudinal arm 324 is connected to the bottom end of the first vertical support rod 33, and the other end of the third bushing longitudinal arm 324 is connected to the control lever horizontal shaft bushing 321; the second bushing longitudinal arm 323 and the fourth bushing longitudinal arm 325 are respectively arranged perpendicularly to the second vertical support rod 34 and the first crossbar 31, and one end of the second bushing longitudinal arm 323... The first crossbar 32 is connected to the second frame bushing 329 at one end and to the other end of the first crossbar 31 at the other end. The other end of the first crossbar 31 is also connected to the top end of the second vertical support rod 34. The longitudinal arm 325 of the fourth bushing is connected to the bottom end of the second vertical support rod 34. The other end of the longitudinal arm 325 of the fourth bushing is connected to the horizontal shaft bushing 321 of the control lever. One end of the second crossbar 32 is connected to the lower end of the first vertical support rod 33, and the other end is connected to the lower end of the second vertical support rod 34. The first crossbar 31 is also symmetrically provided with L-shaped first bends. Angle swing arm 327 and a second corner swing arm 328 are provided; a seat (not shown in the figure) is installed on the second crossbar 32; a seat belt (not shown in the figure) is installed in the middle of the first vertical support rod 33 and the second vertical support rod 34; a third vertical support rod (not shown in the figure) is provided on the seat and is inclined forward; the first vertical support rod 33 and the second vertical support rod 34 can be extended downward and bent to the left rear and right rear respectively; the third vertical support rod can be extended downward and bent forward; these three vertical support rods constitute a three-point landing gear.

[0043] The first drive mechanism includes a first motor 35, a first propeller 36, a first motor cross arm 37, and a first motor swing arm 38. One end of the first motor cross arm 37 is provided with a motor fixing plate. Two first motors 35 are symmetrically mounted on the motor fixing plate of the first motor cross arm 37. The output shaft of the first motor 35 is connected to the first propeller 36. The other end of the first motor cross arm 37 passes through the first frame bushing 310 and is connected to one end of the first motor swing arm 38. The other end of the first motor swing arm 38 is connected to the first longitudinal connecting rod 330.

[0044] The structure of the second drive mechanism is similar to that of the first drive mechanism. Specifically, the second drive mechanism includes a second motor 315, a second propeller 316, a second motor cross arm 317, and a second motor swing arm 318. One end of the second motor cross arm 317 is provided with a motor fixing plate. Two second motors 315 are symmetrically mounted on the motor fixing plate of the second motor cross arm 317. The output shaft of the second motor 315 is connected to the second propeller 316. The other end of the second motor cross arm 317 passes through the second frame bushing 329 and is connected to one end of the second motor swing arm 318. The other end of the second motor swing arm 318 is connected to the second longitudinal connecting rod 331.

[0045] The control mechanism includes a first longitudinal link 330, a second longitudinal link 331, a first vertical link 39, a second vertical link 319, a transverse link 311, a joystick 312, a joystick longitudinal axis 313, and a joystick transverse axis 314. One end of the first longitudinal link 330 is connected to the first motor swing arm 38, and the other end is connected to the top end of the first vertical link 39 via a first corner swing arm 327. The bottom end of the first vertical link 39 is connected to one end of the transverse link 311. One end of the second longitudinal link 331 is connected to the second motor swing arm 318. The other end is connected to the top of the second vertical link 319 via the second corner swing arm 328, and the bottom end of the second vertical link 319 is connected to the other end of the transverse link 311; one end of the longitudinal axis 313 of the control lever is connected to the middle of the transverse link 311, and the other end is connected to the control lever 312. The longitudinal axis 313 of the control lever is provided with a longitudinal axis sleeve 320 in the middle, and the two sides of the longitudinal axis sleeve 320 of the control lever are respectively fixedly connected to the transverse axis 314 of the control lever, and the other end of the transverse axis 314 of the control lever is inserted into the transverse axis sleeve 321 of the control lever.

[0046] The working process of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft proposed in Embodiment 3 is as follows:

[0047] During flight, the pilot carries the aircraft on their back and fastens their seatbelt, becoming one with the aircraft. They hold the control stick 312 with one hand. When the motors are stationary, the two sets of propellers connected to the motors rotate upwards. Starting the motors and gradually increasing the throttle of the motor's electronic speed controller, the airflow generated by the relative rotation of the two propellers is vertically downwards, creating a reaction force relative to the aircraft—an upward lift. Once the motors reach sufficient speed, the propellers generate enough lift to drive the aircraft vertically upwards. After ascending to a certain altitude, the pilot sits in their seat and gradually pushes the control stick 312 forward to a certain angle. At this point, the control stick 312 presses the longitudinal axis 313 to tilt around the transverse axis 314. The other end of the longitudinal axis 314 raises the transverse connecting rod 311, which in turn pushes the first... Vertical link 39 and second vertical link 319. The first vertical link 39 pushes the first motor swing arm 38 through the first longitudinal link 330 and the first corner swing arm 327. The second vertical link 319 pushes the second motor swing arm 318 through the second longitudinal link 331 and the second corner swing arm 328. The first motor swing arm 38 drives the first motor horizontal arm 37 to tilt within the first frame bushing 310, causing the propeller surface of the first propeller 36 to gradually tilt forward. The second motor swing arm 318 drives the second motor horizontal arm 317 to tilt within the second frame bushing 329, causing the propeller surface of the second propeller 316 to gradually tilt forward. At this time, the airflow direction gradually changes from vertical downward to a backward tilt angle, generating upward and backward reaction forces so that the aircraft can maintain altitude and fly forward. The tilt angle of the propeller surfaces is determined by the angle of the control stick. When the control stick 312 is pushed to the left, it will cause the right end of the lateral linkage to rise and the left end to fall, causing the right propeller surface to tilt forward and the left propeller surface to tilt backward. The aircraft will turn left in place until the control stick is pulled back to the origin. The control stick can move in all directions. Pulling it backward will cause both propeller surfaces to tilt backward and the aircraft to fly backward. When pushed forward to the left, the right propeller tilts forward at a larger angle and the left propeller tilts forward at a slightly smaller angle, causing the aircraft to fly forward and turn left. Similarly, pushing the control stick forward to the right will cause the aircraft to fly forward and turn right. Pulling it to the left rear or right rear will cause the aircraft to fly backward and turn left or right.

[0048] The upright, shoulder-mounted, small electric vertical takeoff and landing (EVTOL) aircraft proposed in Embodiment 3 also includes a control system. The control system comprises a flight control module, a GPS positioning module, a wireless communication module, and a battery module. The flight control module is connected to the first motor 35 and the second motor 315, respectively, and is used to control the operation of the first motor 35 and the second motor 315. The GPS positioning module is connected to the flight control module and is used to collect the aircraft's position information. The wireless communication module is connected to the flight control module and is used to receive remote control commands. The flight control module controls the aircraft's flight according to the received control commands. The battery module provides power to the entire aircraft and can be a battery pack.

[0049] Example 4

[0050] This fourth embodiment provides a small, upright, shoulder-mounted electric vertical takeoff and landing (eVTOL) aircraft. The aircraft includes a frame, a first drive mechanism and a second drive mechanism symmetrically arranged at both ends of the frame, and a control mechanism for controlling the first and second drive mechanisms. Figure 4 As shown.

[0051] The frame includes a first crossbar 41, a longitudinal arm 42, a vertical support rod 43, and a second crossbar 44. Bearings are installed at both ends of the first crossbar 41. One end of the longitudinal arm 42 is connected to the middle of the first crossbar 41, and the other end is connected to the top of the vertical support rod 43. The second crossbar is located in the middle of the vertical support rod 43. A seat 49 is installed at the bottom end of the vertical support rod 43. A seat belt (not shown in the figure) is installed on the second crossbar 44. A vertical support rod (not shown in the figure) is provided on the seat 49, which is inclined forward and can extend downward and bend forward. The vertical support rod 43 can be extended downward into two rods and bend to the left rear and right rear respectively. These three vertical support rods constitute a three-point landing gear.

[0052] The first drive mechanism includes a first motor 45, a first propeller 46, and a first motor crossarm. The first motor crossarm is composed of a first motor fixing plate 47 and a first bushing 48. The first motor fixing plate 47 and the first bushing 48 are fixedly connected. Two first motors 45 are symmetrically mounted vertically on the end of the first motor fixing plate 47 away from the first bushing. The output shaft of the first motor 45 is connected to the first propeller 46. The end of the first bushing 48 away from the first motor fixing plate is sleeved on the bearing at one end of the first crossarm 41. A connector 410 is connected to the first bushing 48. The connector 410 can be a cable, belt, or chain, etc.

[0053] The structure of the second drive mechanism is similar to that of the first drive mechanism. Specifically, the second drive mechanism includes a second motor 415, a second propeller 416, and a second motor crossarm. The second motor crossarm is composed of a second motor fixing plate 417 and a second bushing 418. The second motor fixing plate 417 and the second bushing 418 are fixedly connected. Two second motors 415 are symmetrically mounted vertically on the end of the second motor fixing plate 417 away from the second bushing. The output shaft of the second motor 415 is connected to the second propeller 416. The end of the second bushing 418 away from the second motor fixing plate is sleeved on the bearing at the other end of the first crossarm 41. A connector 410 is connected to the second bushing 418. The connector 410 can be a cable, belt, or chain, etc.

[0054] The control mechanism includes a connector 410, a first pulley group 411, a second pulley group 419, a control lever 412, a longitudinal axis 413 of the control lever, a transverse axis 414 of the control lever, a first pulley group fixing rod 420, and a connector fixing rod 421. The first pulley group fixing rod 420 is fixedly connected to the top of the vertical support rod 43. The first pulley group 411 consists of two first pulleys, which are located at both ends of the first pulley group fixing rod 420. The second pulley group 419 consists of two second pulleys, which are mounted on the vertical support rod 43. The control lever 412 is connected to one end of the control lever horizontal axis 414. The other end of the control lever horizontal axis 414 is connected to the control lever horizontal axis sleeve 423. One end of the control lever vertical axis 413 is inserted into the control lever vertical axis sleeve 422. The control lever vertical axis sleeve 422 is installed at the lower end of the vertical support rod 43. The other end of the control lever vertical axis 413 is fixedly connected to the control lever horizontal axis sleeve 423. Two connecting member fixing rods 421 are also symmetrically arranged on the other end of the control lever horizontal axis 414. The connecting members pass around the first pulley and the second pulley and are fixedly connected to the two ends of the connecting member fixing rods 421.

[0055] The working process of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft proposed in Embodiment 4 is as follows:

[0056] During flight, the pilot carries the aircraft on their back and fastens their seatbelt, becoming one with the aircraft, and holds the control stick with one hand. With the motors stationary, the left and right propellers rotate upwards. Starting the motors and gradually increasing the throttle of the electronic speed controller, the airflow generated by the relative rotation of the two propellers is vertically downwards, creating a reaction force and upward lift relative to the aircraft. Once the motors reach sufficient speed, the propellers generate enough lift to propel the aircraft vertically upwards. After ascending to a certain altitude, the pilot sits in their seat and gradually pushes the control stick forward to a certain angle. At this point, the control stick presses against the control stick crossarm, causing it to rotate around the bushing. The front end of the left fixed lever pulls the lower cable of the right motor crossarm, tilting the motor forward; the front end of the right fixed lever pulls the lower cable of the left motor crossarm, tilting the left motor forward. Simultaneously, both motor crossarms tilt around the frame crossarm, and the propeller surfaces also gradually tilt forward. At this time, the airflow... The propeller tilt angle gradually increases from vertical downwards, generating upward and backward reaction forces that allow the aircraft to maintain altitude while flying forward. The magnitude of the propeller tilt angle is determined by the magnitude of the control stick's movement angle. When the control stick is pushed to the left, the right fixed stick releases the upper right cable and the lower left cable, while the left fixed stick pulls the upper left cable and the lower right cable, causing the right propeller blade to tilt forward and the left propeller blade to tilt backward. The aircraft will turn left in place until the control stick is pulled back to its origin. The control stick can move in all directions: forward, backward, left, and right. Pulling it backwards causes both propeller blades to tilt backwards, and the aircraft flies backwards. Pushing it forward to the left causes the right propeller to tilt forward at a larger angle and the left propeller blade to tilt forward at a slightly smaller angle, causing the aircraft to fly forward while turning left. Similarly, pushing the control stick forward to the right causes the aircraft to fly forward while turning right. Pulling it backwards to the left or right causes the aircraft to fly backwards while turning left or right.

[0057] The upright, shoulder-mounted, small electric vertical takeoff and landing (EVTOL) aircraft proposed in Embodiment 4 also includes a control system. The control system comprises a flight control module, a GPS positioning module, a wireless communication module, and a battery module. The flight control module is connected to the first motor 45 and the second motor 415, respectively, and is used to control the operation of the first motor 45 and the second motor 415. The GPS positioning module is connected to the flight control module and is used to collect the aircraft's position information. The wireless communication module is connected to the flight control module and is used to receive remote control commands. The flight control module controls the aircraft's flight according to the received control commands. The battery module provides power to the entire aircraft and can be a battery pack.

[0058] Example 5

[0059] This fifth embodiment provides a small, upright, shoulder-mounted electric vertical takeoff and landing (eVTOL) aircraft. The aircraft includes a frame, a first drive mechanism and a second drive mechanism symmetrically arranged at both ends of the frame, and a control mechanism for controlling the first and second drive mechanisms. Figure 5As shown.

[0060] The frame includes a first frame bushing 511, a second frame bushing 512, a bushing fixing beam 51, a first crossbar 52, a first bushing longitudinal arm 59 and a second bushing longitudinal arm 510 arranged longitudinally and parallel to each other, and a first vertical support rod 53 and a second vertical support rod 54 arranged vertically and parallel to each other.

[0061] Specifically, a bushing fixing beam 51 connects the first frame bushing 511 and the second frame bushing 512, fixing the two frame bushings together. One end of the first bushing longitudinal arm 59 is connected to the first frame bushing 511, and the other end is connected to one end of the first crossbar 52. One end of the first crossbar 52 is also connected to the top of the first vertical support rod 53. One end of the second bushing longitudinal arm 510 is connected to the second frame bushing 512, and the other end is connected to the other end of the first crossbar 52. The other end of the first crossbar 52 is also connected to the top of the second vertical support rod 54. Two longitudinal arms of the bushings connect the two frame bushings to the two vertical support rods, causing the frame bushings to extend forward; a seat belt (not shown in the figure) is installed in the middle of the first vertical support rod 53 and the second vertical support rod 54; a seat is connected between the bottom of the first vertical support rod 53 and the second vertical support rod 54; a third vertical support rod (not shown in the figure) is installed on the seat and tilted forward; the first vertical support rod and the second vertical support rod can extend downward and bend to the left rear and right rear respectively; the third vertical support rod can extend downward and bend forward; these three vertical support rods constitute a three-point landing gear.

[0062] The first drive mechanism includes a first motor 55, a first propeller 56, a first motor cross arm 57, and a first servo motor 58; one end of the first motor cross arm 57 is provided with a motor mounting plate, and two first motors 55 are symmetrically mounted on the motor mounting plate of the first motor cross arm 57. The output shaft of the first motor 55 is connected to the first propeller 56, and the other end of the first motor cross arm 57 passes through the first frame bushing 510 and is connected to the output shaft of the first servo motor 58.

[0063] The structure of the second drive mechanism is similar to that of the first drive mechanism. Specifically, the second drive mechanism includes a second motor 515, a second propeller 516, a second motor crossarm 517, and a second servo motor 518. One end of the second motor crossarm 517 is provided with a motor mounting plate. Two second motors 515 are symmetrically mounted on the motor mounting plate of the second motor crossarm 517. The output shaft of the second motor 515 is connected to the second propeller 516. The other end of the second motor crossarm 517 passes through the second frame bushing 512 and is connected to the output of the second servo motor 518.

[0064] The control mechanism includes a first servo motor 58, a second servo motor 518, and an electronic joystick 513. The output shaft of the first servo motor 58 is connected to the first motor cross arm 57, the output shaft of the second servo motor 518 is connected to the second motor cross arm 517, and the electronic joystick is mounted on the second vertical support rod 54.

[0065] The working process of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft proposed in this embodiment five is as follows:

[0066] During flight, the pilot carries the aircraft on their back and fastens their seatbelt, becoming one with the aircraft, and holds the joystick with one hand. When the motors are stationary, the two sets of propellers rotate upwards. Starting the motors and gradually increasing the throttle of the electronic speed controller, the airflow generated by the relative rotation of the two propellers is vertically downwards, creating a reaction force and upward lift relative to the aircraft. Once the motors reach sufficient speed, the propellers generate enough lift to propel the aircraft vertically upwards. After ascending to a certain altitude, the pilot sits in their seat and gradually pushes the joystick forward to a certain angle. The two servos drive the two motor arms to tilt forward, and the propeller blades also gradually tilt forward. At this point, the airflow direction changes from vertically downwards to a backward tilt angle, generating upward and backward reaction forces that allow the aircraft to maintain altitude while flying forward. The magnitude of the propeller tilt angle is determined by the joystick's movement angle. When the joystick is pushed to the left, the servo will cause the right propeller to tilt forward and the left propeller to tilt backward, and the aircraft will turn left in place until the joystick is pulled back to the starting point. The joystick can move in all directions: forward, backward, left, and right. Pulling it backward will cause both propeller surfaces to tilt backward and the aircraft to fly backward. Pushing it to the left front will cause the right propeller to tilt forward at a larger angle and the left propeller to tilt forward at a slightly smaller angle, causing the aircraft to fly forward and turn left at the same time. Similarly, pushing the joystick to the right front will cause the aircraft to fly forward and turn right at the same time. Pulling it to the left rear or right rear will cause the aircraft to fly backward and turn left or right at the same time.

[0067] The upright, shoulder-mounted, small electric vertical takeoff and landing (EVTOL) aircraft proposed in Embodiment 5 also includes a control system. The control system comprises a flight control module, a GPS positioning module, a wireless communication module, and a battery module. The flight control module is connected to a first motor 55, a second motor 515, a first servo motor 58, a second servo motor 518, and an electronic joystick 513. It controls the operation of the first motor 55 and the second motor 515, and also receives motion signals from the joystick, transmitting them to the first servo motor 58 and the second servo motor 518 via signal lines. The first servo motor 58 and the second servo motor 518 execute actions according to the signal commands. The GPS positioning module is connected to the flight control module and is used to collect the aircraft's position information. The wireless communication module is connected to the flight control module and is used to receive remote control commands. The flight control module controls the aircraft's flight according to the received control commands. The battery module provides power to the entire aircraft and can be a battery pack.

[0068] Example 6

[0069] This sixth embodiment provides a small, upright, shoulder-mounted electric vertical takeoff and landing (EVTOL) aircraft. The aircraft includes a frame, a first drive mechanism and a second drive mechanism symmetrically arranged at both ends of the frame, a control mechanism for controlling the first and second drive mechanisms, and a first wing 625 and a second wing 626. Figure 6 As shown.

[0070] The frame includes a first horizontal bar 61 and a second horizontal bar 62 arranged horizontally and parallel to each other, and a first vertical support rod 63 and a second vertical support rod 64 arranged vertically and parallel to each other. The top end of the first vertical support rod 63 is fixedly connected to one end of the first horizontal bar 61, and the top end of the second vertical support rod 64 is fixedly connected to the other end of the first horizontal bar 61. Bearings for connecting to a drive mechanism are installed at both ends of the first horizontal bar 61. One end of the second horizontal bar 62 is connected to the lower part of the first vertical support rod 63, and the other end... The lower part of the second vertical support rod 64 is connected to the second crossbar 62; a seat (not shown in the figure) is installed on the second crossbar 62; a seat belt (not shown in the figure) is installed in the middle of the first vertical support rod 63 and the second vertical support rod 64; a third vertical support rod (not shown in the figure) is provided on the seat and is inclined forward; the first vertical support rod 63 and the second vertical support rod 64 can be extended downward and bent to the left rear and right rear respectively; the third vertical support rod can be extended downward and bent forward; these three vertical support rods constitute a three-point landing gear.

[0071] The first drive mechanism includes a first motor 65, a first propeller 66, a first motor crossarm, and a first motor swing arm 68. The first motor crossarm is composed of a first motor fixing plate 67 and a first bushing 60. The first motor fixing plate 67 and the first bushing 60 are fixedly connected. Two first motors 65 are symmetrically mounted vertically on the end of the first motor fixing plate 67 away from the first bushing. The output shaft of the first motor 65 is connected to the first propeller 66. The end of the first bushing 60 away from the first motor fixing plate is sleeved on a bearing at one end of the first crossbar 61. One end of the first motor swing arm 68 is fixedly connected to the first bushing 60. The other end of the first motor swing arm 68 is connected to the first vertical connecting rod 69.

[0072] The structure of the second drive mechanism is similar to that of the first drive mechanism. Specifically, the second drive mechanism includes a second motor 615, a second propeller 616, a second motor crossarm, and a second motor swing arm 618. The second motor crossarm is composed of a second motor fixing plate 617 and a second bushing 610. The second motor fixing plate 617 and the second bushing 610 are fixedly connected. Two second motors 615 are symmetrically mounted vertically on the end of the second motor fixing plate 617 away from the second bushing. The output shaft of the second motor 615 is connected to the second propeller 616. The end of the second bushing 610 away from the second motor fixing plate is sleeved on the bearing at the other end of the first crossbar 61. One end of the second motor swing arm 618 is fixedly connected to the second bushing 610. The other end of the second motor swing arm 618 is connected to the second vertical connecting rod 619.

[0073] The control mechanism includes a first vertical link 69, a second vertical link 619, a first lateral telescopic link 611, a joystick 612, a joystick longitudinal axis 613, and a joystick transverse axis 614. One end of the first vertical link 69 is connected to a first motor swing arm 68, and the other end is connected to the rear end of the side of the first wing 625 via a ball joint. One end of the second vertical link 619 is connected to a second motor swing arm 618, and the other end is connected to the rear end of the side of the second wing 626 via a ball joint. One end of the joystick longitudinal axis 613 is inserted into a joystick longitudinal axis sleeve 620. The joystick transverse axis 614 is fixedly connected to both sides of the joystick longitudinal axis sleeve 620. The other end of the joystick transverse axis 614 is inserted into a joystick transverse axis sleeve 621 located at the lower end of the vertical support rod. Both ends of the first lateral telescopic link 611 are connected to the ball joints. The first lateral telescopic link 611 is connected to the front side of the first wing 625 and the second wing 626. A telescopic rod sleeve 622 is fitted onto one end of the first lateral telescopic link 611. The other end of the longitudinal axis 613 of the control lever is fixedly connected to one end of the telescopic rod sleeve 622. A bearing is installed in the middle of the side of the first wing 625 and a first wing crossbar 623 is inserted therein. One end of the first wing crossbar 623 is located inside the first wing 625, and the other end is fixedly connected to the lower end of the first vertical support rod 63. The first wing 625 can tilt around the first wing crossbar 623. A bearing is installed in the middle of the side of the second wing 626 and a second wing crossbar 624 is inserted therein. One end of the second wing crossbar 624 is located inside the second wing 626, and the other end is fixedly connected to the lower end of the second vertical support rod 64. The second wing 626 can tilt around the second wing crossbar 624.

[0074] The working process of the upright, shoulder-mounted, small electric vertical takeoff and landing aircraft proposed in Embodiment Six is ​​as follows:

[0075] During operation, the pilot sits in the seat and fastens the seatbelt, holding the control stick 612 with one hand. With the motor off, the rotating surfaces of the two propellers face upwards, and the leading edges of the two wings point upwards (the wing sides are vertically upwards). Starting the motor and gradually increasing the throttle of the electronic speed controller, the airflow generated by the relative rotation of the two propellers is vertically downwards, creating a reaction force relative to the aircraft, i.e., upward lift. Once the motor reaches sufficient speed, the propellers generate enough lift to drive the aircraft to take off vertically. After ascending to a certain altitude, the pilot sits in the seat and gradually pushes the control stick 612 forward to a certain angle. At this point, the control stick 612 presses the longitudinal axis 613 to tilt around the transverse axis 614, simultaneously pushing the first lateral retractable link 611, which in turn tilts the first wing 625 and the second wing 626 forward. Because the rear ends of the two wings are connected to the two vertical links via ball joints, the two wings simultaneously push the first vertical link 69 and the second vertical link 619. The first vertical link 69 pushes the first motor swing arm 68, and the second vertical link 619 pushes the second motor swing arm 618. The first motor swing arm 68 drives the first motor horizontal arm 67 to tilt around the first horizontal bar 61 on the frame, causing the propeller surface of the first propeller 66 to gradually tilt forward. The second motor swing arm 618 drives the second motor horizontal arm 617 to tilt around the first horizontal bar 61 on the frame, causing the propeller surface of the second propeller 616 to gradually tilt forward. At this time, the airflow direction gradually changes from vertical downward to a backward tilt angle, generating upward and backward reaction forces that allow the aircraft to maintain altitude while pulling the two wings forward. The wings gradually generate enough lift to support the load, so that the motor can achieve flight with relatively small power output. The tilt angles of the propeller surface and the wing are determined by the movement angle of the control stick. When the control stick 612 is pushed to the left, it will cause the right end of the first lateral telescopic link to rise and the left end to fall, causing the right wing and propeller surface to tilt forward and the left propeller surface to tilt backward. The aircraft will turn left in place until the control stick is pulled back to the origin. The control stick can move in all directions. Pulling it backward will cause both wings and propeller surfaces to tilt backward and the aircraft will fly backward. When pushed forward to the left, the right wing and propeller tilt angle is larger and the left wing and propeller surface tilt angle is smaller, causing the aircraft to fly forward and turn left. Similarly, pushing the control stick forward to the right will cause the aircraft to fly forward and turn right. Pulling it to the left rear or right rear will cause the aircraft to fly backward and turn left or right.

[0076] The upright, shoulder-mounted, small electric vertical takeoff and landing (EVTOL) aircraft proposed in Embodiment Six also includes a control system. The control system comprises a flight control module, a GPS positioning module, a wireless communication module, and a battery module. The flight control module is connected to the first motor 65 and the second motor 615, respectively, and is used to control the operation of the first motor 65 and the second motor 615. The GPS positioning module is connected to the flight control module and is used to collect the aircraft's position information. The wireless communication module is connected to the flight control module and is used to receive remote control commands. The flight control module controls the aircraft's flight according to the received control commands. The battery module provides power to the entire aircraft and can be a battery pack.

[0077] Example 7

[0078] This embodiment seven provides a vertical small electric vertical take-off and landing (EVTOL) aircraft, which includes three vertical shoulder-back small EVTOL aircraft as described in embodiment five. Cargo boxes or passenger cabins are installed on the frames of the three vertical shoulder-back small EVTOL aircraft. Two parallel longitudinal support rods are connected between two adjacent frames. The first motor cross arm of each first drive mechanism is connected to a first motor swing arm. A longitudinal connecting rod is connected between two adjacent first motor swing arms. The second motor cross arm of each second drive mechanism is connected to a second motor swing arm. A longitudinal connecting rod is also connected between two adjacent second motor swing arms.

[0079] The working process of the upright small electric vertical take-off and landing aircraft proposed in Embodiment 7 is as follows:

[0080] During flight, the pilot sits in the cockpit and fastens their seatbelt, holding the electronic joystick with one hand. When the motors are stationary, the rotating surfaces of the two propellers face upwards. As the motors are started, the throttle of the electronic speed controller is gradually increased. The airflow generated by the rotating propellers is vertically downwards, creating a reaction force relative to the aircraft, i.e., upward lift. Once the motors reach sufficient speed, the propellers generate enough lift to propel the aircraft vertically upwards. After ascending to a certain altitude, the pilot sits in their seat and gradually pushes the control stick forward to a certain angle. At this point, the control stick presses down on its longitudinal axis, causing it to tilt around its transverse axis. The transverse axis raises the transverse linkage, which pushes two vertical linkages upwards. These linkages then push two right-angle swing arms, which in turn push the two motor swing arms forward, simultaneously tilting the motor transverse arms forward and causing the propeller surfaces to gradually tilt forward. The airflow direction gradually changes from vertically downwards to a backward tilt, generating upward and backward reaction forces that allow the aircraft to maintain altitude while flying forward. The magnitude of the propeller tilt angle is determined by the magnitude of the control stick's movement. Pushing the joystick to the left will cause the right end of the lateral linkage to rise and the left end to fall, tilting the right propeller forward and the left propeller backward. The aircraft will then turn left in place until the joystick is pulled back to its starting position. The joystick can move in all directions: forward, backward, left, and right. Pulling it backward will tilt both propellers backward, causing the aircraft to fly backward. Pushing it forward to the left will cause the right propeller to tilt forward at a larger angle and the left propeller to tilt forward at a slightly smaller angle, causing the aircraft to fly forward while turning left. Similarly, pushing the joystick forward to the right will cause the aircraft to fly forward while turning right. Pulling it backward to the left or right will cause the aircraft to fly backward while turning left or right.

[0081] Example 8

[0082] This embodiment eight provides a vertical small electric vertical take-off and landing (EVTOL) aircraft, which includes three vertical shoulder-back small EVTOL aircraft as described in embodiment three. Cargo boxes or passenger cabins are installed on the frames of the three vertical shoulder-back small EVTOL aircraft. Two parallel longitudinal support rods are connected between two adjacent frames. The first motor cross arm of each first drive mechanism is connected to a first motor swing arm. A longitudinal connecting rod is connected between two adjacent first motor swing arms. The second motor cross arm of each second drive mechanism is connected to a second motor swing arm. A longitudinal connecting rod is also connected between two adjacent second motor swing arms.

[0083] The working process of the upright small electric vertical take-off and landing aircraft proposed in Embodiment 8 is as follows:

[0084] During flight, the pilot sits in the cockpit and fastens their seatbelt, holding the electronic joystick with one hand. When stationary, the two propellers connected to the motors rotate upwards. Starting the motors and gradually increasing the throttle of the electronic speed controller, the airflow generated by the propellers rotates vertically downwards, creating a reaction force relative to the aircraft—an upward lift. Once the motors reach sufficient speed, the propellers generate enough lift to propel the aircraft vertically upwards. After ascending to a certain altitude, the pilot sits in their seat and gradually pushes the joystick forward to a certain angle. At this point, the joystick tilts around its horizontal axis, causing one end of the vertical axis to rise upwards. A lateral link pushes upwards the first and second vertical links. The first vertical link pushes the first motor swing arm, and the second vertical link pushes the second motor swing arm. The first motor swing arm causes the first motor horizontal arm to tilt around the first horizontal bar on the frame, causing the propeller surface of the first propeller to gradually tilt forward. The second motor swing arm causes the second motor horizontal arm to tilt around the first horizontal bar on the frame, causing the propeller surface of the second propeller to gradually tilt forward. At this time, the airflow direction gradually changes from vertically downward to a backward tilt angle, generating upward and backward reaction forces that allow the aircraft to maintain altitude while flying forward. The tilt angle of the propeller surfaces is determined by the angle of the control stick. Pushing the control stick to the left will cause the right end of the lateral linkage to rise and the left end to fall, causing the right propeller surface to tilt forward and the left propeller surface to tilt backward. The aircraft will turn left in place until the control stick is pulled back to the origin. The control stick can move in all directions: forward, backward, left, and right. Pulling it backward will cause both propeller surfaces to tilt backward and the aircraft to fly backward. Pushing it forward to the left will cause the right propeller to tilt forward at a larger angle and the left propeller surface to tilt forward at a slightly smaller angle, causing the aircraft to fly forward and turn left. Similarly, pushing the control stick forward to the right will cause the aircraft to fly forward and turn right. Pulling it backward to the left or right will cause the aircraft to fly backward and turn left or right.

[0085] As can be seen from the above description, one or more of the above embodiments achieve the following technical effects:

[0086] The aircraft disclosed herein has a simple structure, a small and lightweight fuselage, and can fly in confined spaces while being easy to load. Because the two sets of propellers can tilt forward and backward, it is agile in flight, with sensitive and timely flight maneuvers, making it very easy to control. It can be operated with one hand, while the other hand can perform work tasks. With the addition of a flight control module and a GPS positioning module, it can fly without manual operation or under unmanned remote control. This aircraft can be used in scenarios such as high-altitude rescue, maritime rescue, personnel and cargo transportation between ships at sea, tourism and exploration, short-distance cargo transportation, and police response, patrol, and duty. It can be applied in civilian, police, military, engineering construction, and field operations.

[0087] While the specific embodiments of this disclosure have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of this disclosure. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of this disclosure are still within the scope of protection of this disclosure.

Claims

1. A small electric vertical take-off and landing (eVTOL) aircraft of the shoulder-tethered type, characterized in that, The aircraft comprises a frame, a driving mechanism and a control mechanism; The frame comprises a horizontal support device and a vertical support device connected with the horizontal support device, two ends of the horizontal support device are respectively connected with the driving mechanism; the lower end of the frame is connected with two symmetrical wings; The horizontal support device comprises a first horizontal rod and a second horizontal rod arranged in parallel, two ends of the first horizontal rod are respectively connected with the other end of the corresponding motor horizontal arm; The vertical support device comprises two vertical support rods arranged in parallel; the top end of the two vertical support rods are respectively connected with the first horizontal rod; the bottom end of the two vertical support rods are respectively connected with the control device; the lower end of the two vertical support rods are connected with the second horizontal rod, the seat is installed on the second horizontal rod, and the safety belt is installed on the middle part of the two vertical support rods; The pushing device comprises a horizontal connecting rod and two vertical connecting rods arranged in parallel; the top end of each vertical connecting rod is connected with the corresponding motor swing arm, and the bottom end of the two vertical connecting rods are connected with the horizontal connecting rod; The driving mechanism comprises a motor horizontal arm, at least one motor installed on one end of the motor horizontal arm, a propeller connected with the output shaft of the motor, and a motor swing arm connected with the other end of the motor horizontal arm; The control mechanism comprises a pushing device for driving the driving mechanism and a control device for controlling the running direction of the aircraft; The control device comprises a control lever, a control lever longitudinal shaft and a control lever horizontal shaft, one end of the control lever longitudinal shaft is connected with the middle of the horizontal connecting rod, the other end is connected with the control lever, the middle part of the control lever longitudinal shaft is provided with a control lever longitudinal shaft sleeve, the two sides of the control lever longitudinal shaft sleeve are respectively fixedly connected with the control lever horizontal shaft, the other end of the control lever horizontal shaft is inserted into the control lever horizontal shaft sleeve, and the control lever horizontal shaft sleeve is fixedly connected with the bottom end of the frame; The vertical take-off and landing aircraft also comprises a control system, the control system comprises a flight control module, a GPS positioning module, a wireless communication module and a battery module, the flight control module is connected with the first motor and the second motor respectively, and is used for controlling the work of the first motor and the second motor, the GPS positioning module is connected with the flight control module, and is used for collecting the position information of the aircraft; the wireless communication module is connected with the flight control module, and is used for receiving remote remote control instructions, the flight control module controls the flight of the aircraft according to the received control instructions; the battery module is used for providing power supply for the whole aircraft, and adopts a battery pack.

2. A vertical shoulder-mounted compact electric vertical take-off and landing flying vehicle according to claim 1, characterized in that, The vertical support device is replaced and arranged as follows: comprising two vertical support rods arranged in parallel; the top end of the two vertical support rods are respectively connected with the first horizontal rod through a longitudinal support rod; the bottom end of the two vertical support rods are respectively connected with a longitudinal support rod for connecting with the control device; the lower end of the two vertical support rods are respectively connected with the second horizontal rod, the seat is installed on the second horizontal rod at the lower end, and the safety belt is installed on the middle part of the two vertical support rods.

3. The vertical shoulder-mounted compact electric vertical take-off and landing flying vehicle according to claim 1, characterized in that, The lateral support device is replaced by two rack shaft sleeves, shaft sleeve fixing beams connected with the two rack shaft sleeves, and the motor lateral arm is connected with the motor swing arm through the rack shaft sleeve; The vertical support device is replaced by two vertically arranged vertical support rods, the top ends of the two vertical support rods are connected with the corresponding rack shaft sleeves through longitudinal support rods, the bottom ends of the two vertical support rods are respectively connected with longitudinal support rods for connecting with the joystick lateral shaft sleeve, a first cross bar is connected between the top ends of the two vertical support rods, two corner swing arms are arranged on the first cross bar, a second cross bar is connected between the bottom ends of the two vertical support rods, a seat is installed on the second cross bar, and a safety belt is installed on the vertical support rods.

4. The vertical shoulder wing type small electric vertical takeoff and landing aircraft according to claim 1, characterized by The pushing device comprises a lateral connecting rod, two longitudinally arranged longitudinal connecting rods, and two vertically arranged vertical connecting rods, one end of each longitudinal connecting rod is connected with the corresponding motor swing arm, the other end is connected with the corresponding corner swing arm, the other end of the corner swing arm is connected with the top end of the corresponding vertical connecting rod, the bottom ends of the two vertical connecting rods are connected with a lateral connecting rod, the control device comprises a joystick, a joystick longitudinal shaft, and a joystick lateral shaft, one end of the joystick longitudinal shaft is connected with the middle of the lateral connecting rod, the other end is connected with the joystick, the middle of the joystick longitudinal shaft is provided with a joystick longitudinal shaft sleeve, the two sides of the joystick longitudinal shaft sleeve are respectively fixedly connected with the joystick lateral shaft, the other end of the joystick lateral shaft is inserted into the joystick lateral shaft sleeve, and the joystick lateral shaft sleeve is fixedly connected with the bottom end of the rack.

5. The vertical shoulder-mounted compact electric vertical take-off and landing flying vehicle according to claim 1, characterized in that, The pushing device comprises two steering wheels, the output shaft of the steering wheel is connected with the motor lateral arm, and the control device comprises an electronic joystick arranged on the vertical support rod.

6. The vertical shoulder-mounted compact electric vertical take-off and landing flying vehicle according to claim 1, characterized in that, The lateral support device is replaced by a first cross bar and a second cross bar, the two ends of the first cross bar are respectively connected with the other ends of the corresponding motor lateral arms; The vertical support device is replaced by a longitudinal arm and a vertical support rod, the top end of the vertical support rod is connected with the middle of the first cross bar through the longitudinal arm, the middle of the vertical support rod is connected with the second cross bar, and a safety belt is installed on the second cross bar; the bottom end of the vertical support rod is provided with a seat.

7. The vertical shoulder-mounted compact electric vertical take-off and landing flying vehicle according to claim 1, characterized in that, The pushing device comprises a connecting piece connected with each motor lateral arm, a first pulley block, and a second pulley block, the top end of the vertical support rod is provided with a first pulley block fixing rod, the pulleys of the first pulley block are installed at the two ends of the first pulley block fixing rod, and the pulleys of the second pulley block are installed on the vertical support rod; The control device comprises a joystick, a joystick longitudinal shaft, and a joystick lateral shaft, the joystick is connected with one end of the joystick lateral shaft, the other end of the joystick lateral shaft is provided with a joystick lateral shaft sleeve, one end of the joystick longitudinal shaft is inserted into the joystick longitudinal shaft sleeve, the joystick longitudinal shaft sleeve is installed at the bottom end of the vertical support rod, the other end of the joystick longitudinal shaft is connected with the joystick lateral shaft sleeve, two connecting piece fixing rods are symmetrically arranged on the other end of the joystick lateral shaft, and the connecting piece is fixedly connected with the two ends of the connecting piece fixing rod through the first pulley block and the second pulley block.

8. A vertical small electrically powered vertical take-off and landing aircraft, characterized by, The aircraft comprises a plurality of the vertical shoulder-back small electric vertical take-off and landing aircraft as claimed in any one of claims 1 to 7, and a cabin is arranged between the plurality of vertical shoulder-back small electric vertical take-off and landing aircrafts; a longitudinal support rod is connected between two adjacent frames, and a longitudinal connecting rod is connected between two adjacent motor swing arms.

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