Vertical Takeoff and Landing Aerial Mobility Concept Vehicle

Abstract

The present invention relates to a vertical take-off and landing air mobile concept vehicle, comprising: a vehicle body provided with a seating space and a seating opening; wings provided in the vehicle body; and a plurality of rotors provided on the wings, wherein a part of the plurality of rotors are tilt rotors that can tilt upward or downward for the ascent or cruise of the vehicle body, and the remaining rotors other than the tilt rotors are lift rotors for the ascent of the vehicle body.

Description

Technical Field

[0001] The present invention relates to a vertical take-off and landing air mobility concept vehicle, which can take off and land vertically, can easily cope with the failure of some rotors by effectively arranging a plurality of rotors, effectively cope with noise / vibration, and can improve the convenience of riding. Background Art

[0002] Due to environmental pollution and traffic problems in urban central areas, in recent years, the attention to air mobility concept vehicles has gradually increased. The air mobility concept vehicle has attracted attention as an effective means of transportation that can solve urban traffic problems and reduce environmental pollution.

[0003] Such an air mobility concept vehicle should be able to carry one or more passengers and take off and land in urban central areas. Therefore, it needs to have a vertical take-off and landing function. For the convenience of passengers, it should be conducive to getting on and off the vehicle, and should be designed considering the noise and vibration caused by rotor operation.

[0004] In particular, in order to ensure the safety of passengers, a technical solution should be provided that can also fly with the remaining rotors in the event of a failure of some rotors.

[0005] However, in the technologies of air mobility concept vehicles disclosed in the prior art, due to the limited number of rotors, it is difficult to achieve flight balance in the event of a failure of some rotors, and the problems of getting on and off the vehicle and noise / vibration are not considered at all.

[0006] The content described above as the background art is only for enhancing the understanding of the background of the present invention, and should not be construed as the prior art known to those of ordinary skill in the art.

[0007] Prior Art Documents

[0008] Patent Documents

[0009] (Patent Document 1) US 2018-0334251A1 Summary of the Invention

[0010] (1) Technical Problems to be Solved

[0011] The present invention is proposed to solve the above problems, and its purpose is to provide a vertical take-off and landing air mobility concept vehicle, which can take off and land vertically, can easily cope with the failure of some rotors by effectively arranging a plurality of rotors, effectively cope with noise / vibration, and can improve the convenience of riding.

[0012] (2) Technical Solutions

[0013] To achieve the above object, the vertical takeoff and landing air mobile concept vehicle according to the present invention includes: a vehicle body provided with a seating space and a seating opening; wings provided in the vehicle body; and a rotor unit including a plurality of rotors provided on the wings, a part of the plurality of rotors being tilt rotors that can tilt upward or downward for the ascent or cruising of the vehicle body, and the remaining rotors other than the tilt rotors being lift rotors for the ascent of the vehicle body. The tilt rotors include more than four rotors, and two or more rotors are provided on the left and right sides respectively based on the center of the vehicle body, and two or more lift rotors are provided, so that when a part of the rotors fails, stable flight control can be performed by the remaining rotors.

[0014] Among them, the tilt rotors may include an even number of rotors, and the same number of rotors may be provided on the left and right sides respectively based on the center of the vehicle body.

[0015] Among them, the lift rotors may include more than four rotors, and two or more rotors may be provided on the left and right sides respectively based on the center of the vehicle body.

[0016] Among them, the tilt rotors may include adjacent tilt rotors provided adjacent to the vehicle body and remote tilt rotors provided away from the vehicle body, and the adjacent tilt rotors may be provided to tilt upward away from the vehicle body.

[0017] Among them, one or more of the lift rotors may be of a two-blade propeller type.

[0018] Among them, the lift rotors may be stopped when not in operation to minimize flight resistance.

[0019] Among them, the lift rotors may be stopped during cruising to minimize flight resistance.

[0020] Among them, the lift rotors may be stopped when not in operation to minimize flight resistance, and may be arranged in a direction parallel to the flight direction.

[0021] Among them, the two-blade propeller type rotors among the lift rotors may include two propellers, an upper propeller and a lower propeller.

[0022] Among them, the wings may include a main wing and a tail wing, and the rotor unit may be provided on the main wing and the tail wing.

[0023] Among them, two tilt rotors and two or more lift rotors may be provided on the main wing, and the tilt rotors may be provided at the outermost sides of both sides of the main wing.

[0024] Among them, two tilt rotors and four lift rotors may be provided on the main wing. Two tilt rotors and two lift rotors may be provided on the front side of the main wing, and the remaining two lift rotors may be provided on the rear side of the main wing.

[0025] Among them, the two tilt rotors and the two lift rotors arranged at the rear side of the main wing can be arranged at the outermost sides on both sides of the main wing.

[0026] Among them, two tilt rotors can be arranged on the tail wing.

[0027] Among them, the two tilt rotors arranged on the tail wing can be arranged to face away from the vehicle body upward.

[0028] Among them, the tail wing can extend obliquely upward from the upper part of the vehicle body, and the tilt rotors can be arranged at the outermost sides of the tail wing.

[0029] Among them, the wing can include a main wing and a tail wing with a length shorter than that of the main wing. Two tilt rotors and two lift rotors can be arranged in a horizontal row in front of the main wing. Two lift rotors can be arranged behind the main wing. And two tilt rotors can be arranged on the tail wing. The lift rotors behind the main wing and the tilt rotors on the tail wing can be arranged in a horizontal row.

[0030] Among them, the tilt rotors of the main wing can be arranged at the outermost sides of the main wing, and the tilt rotors of the tail wing can be arranged between the vehicle body and the lift rotors behind the main wing.

[0031] Among them, the lift rotors can include a near lift rotor arranged adjacent to the vehicle body and a far lift rotor arranged away from the vehicle body. The propeller of the near lift rotor can be tilted so that the side adjacent to the vehicle body faces upward.

[0032] Among them, the boarding opening can be arranged on the side of the vehicle body, and the adjacent space for the crew to reach the boarding opening can be formed by the lower spaces of the lift rotors and tilt rotors arranged adjacent to the vehicle body (III) Advantageous effects

[0033] The vertical take-off and landing air mobility concept vehicle according to the present invention can take off and land vertically, can easily cope with the failure of some rotors by effectively arranging a plurality of rotors, can effectively cope with noise / vibration, and can improve the riding convenience. Brief description of the drawings

[0034] Figure 1 is a perspective view of a vertical take-off and landing air mobility concept vehicle according to an embodiment of the present invention.

[0035] Figure 2 is a plan view showing the ascending state of a vertical take-off and landing air mobility concept vehicle according to an embodiment of the present invention.

[0036] Figure 3 is a plan view showing the cruising state of a vertical take-off and landing air mobility concept vehicle according to an embodiment of the present invention.

[0037] Figure 4It is a front view showing the ascending state of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention.

[0038] Figure 5 It is a diagram showing the adjacent space of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention.

[0039] Figure 6 It is a chart showing the flight plan of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention.

[0040] Description of Reference Numerals

[0041] 100: Vehicle body 300: Main wing

[0042] 500: Tail wing T1 - T4: Tilt rotors

[0043] L1 - L4: Ascending rotors Detailed Description of the Invention

[0044] Figure 1 It is a perspective view of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention. Figure 2 It is a plan view showing the ascending state of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention. Figure 3 It is a plan view showing the cruising state of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention. Figure 4 It is a front view showing the ascending state of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention. Figure 5 It is a diagram showing the adjacent space of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention. Figure 6 It is a chart showing the flight plan of a vertical takeoff and landing (VTOL) aerial mobile concept vehicle according to an embodiment of the present invention.

[0045] As a representative vertical takeoff and landing (VTOL) aerial mobile concept vehicle of the present invention, urban air mobility (UAM) that can be used by individuals or multiple passengers in the urban central area can be cited, but it is not limited to UAM. The vertical takeoff and landing (VTOL) aerial mobile concept vehicle is a concept of various manned / unmanned flying objects that require vertical takeoff and landing, including drones, etc. A representative embodiment of the present invention relates to UAM among them.

[0046] For the aerial mobile concept vehicle for UAM, boarding and alighting in the urban central area should be fast and convenient, so the setting and design of the rotors are very important. In addition, since passengers need a comfortable riding experience like that of a taxi, it is also necessary to design for noise and vibration, and since it is necessary to take off and land in the urban central area, it must have the function of vertical takeoff and landing.

[0047] In particular, due to frequent use by multiple occupants, accident prevention is required. Therefore, multiple rotors are provided so that even when a part of the multiple rotors fails, flight balance control can still be achieved by the remaining rotors, and maintenance can be carried out after safely reaching the destination or the maintenance station, thereby maximizing the safety of the occupants.

[0048] An object of the present invention is to provide an air-mobile concept vehicle having such a multi-purpose function. Figure 1 It is a perspective view of a vertical takeoff and landing air-mobile concept vehicle according to an embodiment of the present invention. Figure 2 It is a plan view showing the ascending state of a vertical takeoff and landing air-mobile concept vehicle according to an embodiment of the present invention. Figure 3 It is a plan view showing the cruising state of a vertical takeoff and landing air-mobile concept vehicle during landing according to an embodiment of the present invention. Figure 4 It is a front view showing the ascending state of a vertical takeoff and landing air-mobile concept vehicle according to an embodiment of the present invention.

[0049] The vertical takeoff and landing air-mobile concept vehicle according to the present invention includes: a vehicle body 100 provided with a seating space and a seating opening; wings 300, 500 provided on the vehicle body 100; and rotor units T1 to T4, L1 to L4 including a plurality of rotors provided on the wings 300, 500. A part of the plurality of rotors are tilt rotors T1 to T4 that can be tilted upward or downward for the ascent or cruising of the vehicle body 100, and the remaining rotors other than the tilt rotors T1 to T4 are lift rotors L1 to L4 for the ascent of the vehicle body. The tilt rotors T1 to T4 include more than four rotors, and two or more rotors are provided on each of the left and right sides based on the center of the vehicle body. And two or more lift rotors L1 to L4 are provided so that stable flight control can be performed by the remaining rotors even when a part of the rotors fails.

[0050] As shown in the figure, the air-mobile concept vehicle of the present invention includes a vehicle body 100 and wings 300, 500, and multiple occupants can be seated inside the vehicle body. In the illustrated embodiment, a total of 4 occupants can be seated in addition to the driver. In addition, a plurality of rotors are provided for vertical takeoff and landing and horizontal cruising.

[0051] For the rotors, a part of the plurality of rotors are tilt rotors T1 to T4 that can be tilted upward or downward for the ascent or cruising of the vehicle body, and the remaining rotors other than the tilt rotors are lift rotors L1 to L4 for the ascent of the vehicle body 100.

[0052] The aerial mobile concept vehicle of the present invention is a distributed electric propulsion (DEP) electric vertical takeoff and landing (eVTOL) using electric power, which is very useful when applied to a flying object for electric vertical takeoff and landing. And each rotor is driven by a single or multiple electric motors. As Figure 1 shown, in order to supply electric energy to the motor, a battery B is installed in the lower part of the vehicle body and / or under the seating seat inside the vehicle body and / or inside the extension part extending backward from the vehicle body toward the tail fin.

[0053] In addition, as Figure 4 shown, wheels W capable of independently driving power are provided at the lower part of the vehicle body to support the vehicle body at the boarding station and move on the ground. The wheels W are equipped with independent motors to be able to move the vehicle body on the ground like a vehicle. At the boarding station, for safety reasons, it is difficult to move the vehicle body by driving the rotors. Therefore, as described above, it is necessary to park, start, or move the aerial mobile concept vehicle through independent wheels.

[0054] And the tilt rotors T1 to T4 preferably adopt a five-blade propeller type to be able to provide sufficient propulsion force during cruising.

[0055] In addition to the structure for rotating the propeller, the tilt rotors T1 to T4 may also be provided with separate actuators for tilting the tilt rotors themselves. Since various devices have been disclosed for such tilt actuators, detailed descriptions are omitted.

[0056] When the tilt rotors T1 to T4 tilt upward, the tilt rotors T1 to T4 form a substantially parallel relationship with the ground, and thus perform a rising action together with the rising rotors L1 to L4. And when the tilt rotors T1 to T4 rotate downward in this state, the tilt rotors T1 to T4 can be directed toward the front of the vehicle body to generate propulsion force during the flight and cruising of the vehicle body.

[0057] In addition, the vehicle body 100 generates the required lift force through the tilt rotors T1 to T4 during flight, and the rising rotors L1 to L4 can also be operated together to strengthen the lift force as needed. As a representative example of this situation, it can be cited that the speed of the vehicle body before and after takeoff and landing is not fast, so sufficient lift force cannot be ensured.

[0058] In addition, when increasing the capacity or power of the tilt rotors T1 to T4 for ascending, there will be a problem of excessive noise / vibration caused by the tilt rotors T1 to T4 during cruising thereafter. Therefore, the capacity and power of the tilt rotors T1 to T4 are minimized to the extent for ascending and cruising, and separate rising rotors L1 to L4 are provided to form sufficient lift force during ascending.

[0059] In view of the above problems, as shown in the figure, in the best embodiment of the present invention, a 6+2 structure is proposed, that is, 6 rotors are arranged on the main wing in the wing, and 2 rotors are arranged on the tail wing 500. In addition, among the 6 rotors installed on the main wing 300, four rotors are ascending rotors L1-L4, and two rotors are tilting rotors T1, T2, so as to minimize the noise / vibration during cruising in the main wing 300 adjacent to the passenger space, and the remaining two tilting rotors T3, T4 are arranged in the tail wing 500 far from the passenger space.

[0060] The tilting rotors T1-T4 may include an even number of rotors, and the same number of rotors may be arranged on the left and right sides respectively with the center of the vehicle body as the reference. That is, preferably, an even number of tilting rotors are usually arranged for balance control, and the same number of tilting rotors T1-T4 are arranged on the left and right sides.

[0061] In addition, as shown in the figure, the ascending rotors L1-L4 may also include more than four rotors L1, L2, L3, L4, and more than two rotors may be arranged on the left and right sides respectively with the center of the vehicle body 100 as the reference. When an even number of ascending rotors L1-L4 are arranged in the same way, it is more favorable for balance control. When any one of the tilting rotors T1-T4 and the ascending rotors L1-L4 fails, it is easy to perform balance control during ascending through other ascending rotors and tilting rotors. Therefore, sufficient lift is provided during the time of ascending such as hovering or transition interval, so as to easily perform balance control of the vehicle body, and control can be carried out in case of emergency.

[0062] On the other hand, the tilting rotors T1-T4 include adjacent tilting rotors T3, T4 arranged adjacent to the vehicle body 100 and remote tilting rotors T1, T2 arranged far from the vehicle body 100, and the adjacent tilting rotors T3, T4 may be arranged to face away from the vehicle body 100 upward.

[0063] Reference may be made to Figure 2 and Figure 4 to understand this situation. In the embodiment, a total of four tilting rotors T1-T4 are arranged, two of which are arranged on the main wing 300 and the remaining two are arranged on the tail wing 500. When arranged on the main wing 300, when the tilting rotors are arranged adjacent to the vehicle body 100, continuous noise / vibration is caused during cruising, thus having an adverse effect on NVH (noise, vibration, and harshness) and damaging the riding experience. Therefore, it is preferred to arrange the tilting rotors T1, T2 arranged on the main wing 300 as far away from the vehicle body 100 as possible.

[0064] Two tilt rotors T3 and T4 are also provided in the tail fin 500. In this case, since the length of the tail fin 500 is shorter than that of the main wing 300, even if the tilt rotors T3 and T4 are provided at the end of the tail fin 500, they will be adjacent to the vehicle body 100. Therefore, in this case, the tilt rotors T3 and T4 are provided above the vehicle body 100 to minimize the impact of noise / vibration.

[0065] In addition, the rotors particularly adjacent to the vehicle body 100 are not conducive to the boarding and alighting of passengers and may cause safety accidents such as hitting the head. Therefore, the tilt rotors T3 and T4 adjacent to the vehicle body 100 are set as high as possible, so that Figure 4 as shown, the tilt rotors T3 and T4 are located above the passengers to form an adjacent space for boarding and alighting.

[0066] Therefore, the main wing 300 is installed at the upper end of the vehicle body to increase the height, so that the positions of the lift rotors L1 and L2 installed on the main wing 300 can be improved, and the tilt rotors T3 and T4 are provided on the tail fin 500. When boarding and alighting, the tilt rotors T3 and T4 are tilted upward, so that sufficient boarding and alighting space can be provided.

[0067] As a result, as Figure 5 shown in the box part of, a very wide adjacent space PA is provided between the lift rotor L1 of the main wing and the vehicle body 100 and below the tilt rotor T3 of the tail fin 500. Passengers can conveniently and safely approach the vehicle body and board and alight through the wide adjacent space PA.

[0068] In addition, one or more of the lift rotors L1 to L4 can be a two-blade propeller type. And the lift rotors L1 to L4 can be stopped when not in operation to minimize the flight resistance. In particular, the lift rotors L1 to L4 can be stopped during cruising to minimize the flight resistance.

[0069] In addition, the lift rotors L1 to L4 can be stopped when not in operation to minimize the flight resistance, and can be arranged in a direction parallel to the flight direction.

[0070] Specifically, the lift rotors L1 to L4 are the rotors only required for the vertical takeoff and landing of the vehicle body. Therefore, when the vehicle body 100 is cruising, the lift rotors L1 to L4 are stopped, which effectively reduces the flight resistance. And in the case of stopping the lift rotors L1 to L4, the rotors are controlled so that the propeller directions of the lift rotors L1 to L4 are parallel to the flight direction of the vehicle body, thereby minimizing the flight resistance, so that the fuel efficiency can be improved.

[0071] Therefore, the propellers of the ascending rotors L1 to L4 are preferably two-blade propeller types, and one propeller is provided on each side based on the rotation center so that the propellers are parallel to each other. Therefore, the propellers of the ascending rotors L1 to L4 have a linear shape. As a result, when not in use, the propellers can be arranged parallel to the flight direction.

[0072] However, in this case, the number of propellers is insufficient, which may lead to insufficient propulsion force. Therefore, as Figures 1 to 4 shown, the two-blade propeller type rotors in the ascending rotors L1 to L4 need to include an upper propeller (UP) and a lower propeller (LP), that is, two propellers, to double the propulsion force.

[0073] As described above, two tilt rotors T1, T2 and more than two ascending rotors L1, L2 are provided in the main wing 300, and the tilt rotors T1, T2 can be provided at the outermost sides of both sides of the main wing 300. Specifically, two tilt rotors T1, T2 and four ascending rotors L1, L4 are provided in the main wing 300. The two tilt rotors T1, T2 and two ascending rotors L1, L2 are provided at the front side of the main wing 300, and the remaining two ascending rotors L3, L4 can be provided at the rear side of the main wing 300. In addition, the two tilt rotors T1, T2 and the two ascending rotors L3, L4 provided at the rear side of the main wing 300 are provided at the outermost sides of both sides of the main wing 300, so that even if a rotor fails, cruising can be performed while maintaining balance control.

[0074] In addition, two tilt rotors T3, T4 can be provided in the tail wing 500. The two tilt rotors T3, T4 provided in the tail wing 500 can be set to be upward and away from the vehicle body 100, so as to ensure the adjacent space for getting on and off the vehicle and prevent noise / vibration from being directly transmitted to the vehicle body.

[0075] And, to achieve this, as Figure 4 shown in the embodiment of, the tail wing 500 extends obliquely upward from the upper part of the vehicle body 100, and the tilt rotors T3, T4 can be provided at the outermost sides of the tail wing 500. Therefore, the tilt rotors T3, T4 of the tail wing 500 are provided above the vehicle body 100.

[0076] On the other hand, the wing includes a main wing 300 and a tail wing 500 with a length shorter than that of the main wing 300. Two tilt rotors T1, T2 and two lift rotors L1, L2 are arranged horizontally in front of the main wing 300. Two lift rotors L3, L4 are arranged behind the main wing 300. And two tilt rotors T3, T4 are arranged on the tail wing 500. The lift rotors L3, L4 behind the main wing 300 and the tilt rotors T3, T4 on the tail wing 500 can be arranged horizontally. Moreover, the tilt rotors T1, T2 of the main wing 300 are arranged at the outermost sides of the main wing 300, and the tilt rotors T3, T4 of the tail wing 500 can be arranged between the vehicle body 100 and the lift rotors L3, L4 behind the main wing 300. With this structure, perfect balance control can be achieved both during ascent and cruise.

[0077] In particular, as Figure 4 shown, the lift rotors L1 to L4 include the adjacent lift rotors L1, L2 arranged adjacent to the vehicle body and the remote lift rotors L3, L4 arranged away from the vehicle body. Among them, the propellers of the adjacent lift rotors L1, L2 can be tilted so that the side adjacent to the vehicle body 100 faces upward. That is, generally, the passengers P get on and off at the position adjacent to the vehicle body. Therefore, the part adjacent to the vehicle body 100 needs to ensure the head space of the passengers P as much as possible. For this reason, the propellers of the adjacent lift rotors L1, L2 are designed to be tilted so that the side adjacent to the vehicle body 100 faces upward.

[0078] Therefore, the boarding opening can be arranged on the side of the vehicle body 100. And, like a van, by arranging the boarding opening on the side instead of the front or the rear, all passengers can get on and off conveniently in various riding environments. And with the structure as described above, as Figure 5 shown, the adjacent space PA for the passengers to reach the boarding opening can be formed by the lower spaces of the lift rotors L1, L2 arranged adjacent to the vehicle body 100 and the tilt rotors T3, T4.

[0079] For reference, Figure 6 shows the flight plan of the air-mobile concept vehicle according to an embodiment of the present invention. In Figure 6 this case, the horizontal axis of the graph represents the lateral distance, and the vertical axis represents the vertical distance.

[0080] First, during the boarding stage, the air-mobile concept vehicle does not have rotors arranged in the mid-rear of the main wing, and the rotors installed on the tail wing are arranged higher than the main wing, so as to provide sufficient boarding space. In addition, during the passengers' boarding, the tilt rotors tilt upward and remain horizontal, so as to ensure the space height available for the passengers to ride.

[0081] After the occupant is seated, the tilt rotors of the aerial mobile concept vehicle are horizontally aligned to achieve the ascent mode. Therefore, both the ascent rotors and the tilt rotors operate to generate sufficient lift required for the aerial mobile concept vehicle to ascend. Thus, the aerial mobile concept vehicle vertically ascends and takes off (Hover, Takeoff) A1. Therefore, after ascending to a predetermined altitude, air traffic control communication is executed, and the flight transition interval (Transition) A3, that is, moving forward while ascending to the flight altitude, is performed to prepare for full flight. At this time, the four tilt rotors start to tilt downward, and lift is generated by the main wing according to the forward speed. At the same time, the four ascent rotors are controlled so that the sum of the lift generated by the main wing and the lift generated by the ascent rotors corresponds to the lift required for the aerial mobile concept vehicle. When the lift generated by the main wing can bear all the lift required for the aerial mobile concept vehicle, the ascent rotors are stopped. In particular, to minimize flight resistance, the ascent rotors are stopped and arranged in the same direction as the flight direction.

[0082] Then, during cruise (Cruise) A4, the ascent rotors are stopped and aligned parallel to the flight direction to minimize flight resistance, and more than two tilt rotors are operated to generate the propulsive force for forward flight. And, after passing through the descent transition interval (Transition) A5 around the destination, it moves a predetermined distance A6, and then performs vertical landing (Hover, Landing) A7.

[0083] In particular, in the transition interval, vertical movement and horizontal movement are mixed. Therefore, in this case, the calculation of lift is very important, and the required supplementary lift is obtained from the calculated or measured lift, and the ascent rotors are controlled accordingly. That is, when the tilt rotors only control the tilt degree and not the speed, the speed of the ascent rotors needs to be controlled in the transition interval. On the other hand, when it is desired to control the lift itself, the speed of the tilt rotors needs to be controlled.

[0084] The vertical takeoff and landing aerial mobile concept vehicle according to the present invention can vertically take off and land, easily cope with the failure of some rotors by effectively arranging a plurality of rotors, effectively cope with noise / vibration, and can improve the riding convenience.

[0085] The specific embodiments of the present invention have been described above. However, various changes and modifications can be made to the present invention without departing from the technical idea of the present invention provided in the claims, which will be obvious to those of ordinary skill in the art.

Claims

1. A vertical takeoff and landing air mobility concept vehicle, comprising: A vehicle body, provided with a passenger space and a passenger entrance; Wings, provided in the vehicle body; And A rotor unit, including a plurality of rotors provided on the wings, a part of the plurality of rotors being tilt rotors that can tilt upward or downward for the ascent or cruise of the vehicle body, and the remaining rotors other than the tilt rotors being lift rotors for the ascent of the vehicle body. The tilt rotors include more than four rotors, and two or more rotors are respectively provided on the left and right sides based on the vehicle body center, and two or more lift rotors are provided, so that when a part of the rotors fails, flight control can be stably performed by the remaining rotors. The wings include a main wing and a tail wing, and the rotor unit is provided on the main wing and the tail wing. Two tilt rotors and four lift rotors are provided on the main wing. Two tilt rotors and two lift rotors are provided on the front side of the main wing, and the remaining two lift rotors are provided on the rear side of the main wing. Two tilt rotors and two lift rotors provided on the rear side of the main wing are provided at the outermost sides on both sides of the main wing.

2. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein The tilt rotors include an even number of rotors, and the same number of rotors are respectively provided on the left and right sides based on the vehicle body center.

3. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein The lift rotors include more than four rotors, and two or more rotors are respectively provided on the left and right sides based on the vehicle body center.

4. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein The tilt rotors include adjacent tilt rotors provided adjacent to the vehicle body and remote tilt rotors provided away from the vehicle body, and the adjacent tilt rotors are provided to tilt upward away from the vehicle body.

5. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein One or more of the lift rotors are of a two-blade propeller type.

6. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein The lift rotors are stopped when not in operation to minimize flight resistance.

7. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein The lift rotors are stopped during cruise to minimize flight resistance.

8. The vertical takeoff and landing air mobility concept vehicle according to claim 5, wherein The lift rotors are stopped when not in operation to minimize flight resistance and are arranged in a direction parallel to the flight direction.

9. The vertical takeoff and landing air mobility concept vehicle according to claim 5, wherein The two-blade propeller type rotors among the lift rotors include an upper propeller and a lower propeller.

10. The vertical takeoff and landing air mobility concept vehicle according to claim 1, wherein Two tilt rotors are provided on the tail wing.

11. The vertical takeoff and landing air mobility concept vehicle according to claim 10, wherein The two tilt rotors provided on the tail wing are provided to tilt upward away from the vehicle body.

12. The vertical takeoff and landing air mobility concept vehicle according to claim 10, wherein The tail wing extends obliquely upward from the upper part of the vehicle body, and the tilt rotors are arranged at the outermost sides of the tail wing.

13. The vertical take-off and landing air mobility concept vehicle according to claim 1, wherein The ascending rotors include the adjacent ascending rotors arranged adjacent to the vehicle body and the remote ascending rotors arranged away from the vehicle body. The propellers of the adjacent ascending rotors are tilted so that the side adjacent to the vehicle body faces upward.

14. The vertical take-off and landing air mobility concept vehicle according to claim 1, wherein The boarding opening is arranged on the side of the vehicle body, and the adjacent space for the crew to reach the boarding opening is formed by the lower spaces of the ascending rotors and the tilt rotors arranged adjacent to the vehicle body.

15. A vertical take-off and landing air mobility concept vehicle, wherein A vehicle body is provided with a seating space and a boarding opening; Wings are arranged in the vehicle body; and A rotor unit includes a plurality of rotors arranged on the wings. A part of the plurality of rotors are tilt rotors that can be tilted upward or downward for the ascent or cruise of the vehicle body, and the remaining rotors other than the tilt rotors are ascending rotors for the ascent of the vehicle body. The tilt rotors include more than four rotors, and two or more rotors are respectively arranged on the left and right sides based on the center of the vehicle body. And two or more ascending rotors are provided, so that when a part of the rotors fail, the flight control can be stably performed by the remaining rotors. The wings include a main wing and a tail wing with a length shorter than that of the main wing. Two tilt rotors and two ascending rotors are arranged in front of the main wing and arranged horizontally. Two ascending rotors are arranged behind the main wing, and two tilt rotors are arranged on the tail wing. The ascending rotors behind the main wing and the tilt rotors of the tail wing are arranged horizontally.

16. The vertical take-off and landing air mobility concept vehicle according to claim 15, wherein The tilt rotors of the main wing are arranged at the outermost sides of the main wing, and the tilt rotors of the tail wing are arranged between the vehicle body and the ascending rotors behind the main wing.

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