Coaxial double-rotor vertical take-off and landing electric aircraft

Abstract

According to the coaxial double-rotor vertical take-off and landing electric aircraft, a main rotor is formed by an upper main wing piece (11) and a lower main wing piece (12) and bears most of lift force, a coaxial double-rotor structure is adopted, and the propelling efficiency is high; the upper main wing panel (11) and the lower main wing panel (12) are respectively and directly arranged on rotor discs of respective driving motors, the upper wing motor (111) is fixedly arranged on the lower wing motor (121), the lower wing motor (121) is provided with a central through hole, and a cable of the upper wing motor (111) penetrates through the through hole to be led out, so that the structure is simple; the at least three auxiliary rotors (2) in the same direction as the main rotor are used for controlling the flight attitude and adjusting the balance of the gravity center, no variable-pitch mechanism is arranged, safety and reliability are achieved, and the manufacturing cost is low.

Description

Technical Field

[0001] The invention belongs to the technical field of vertical take-off and landing flight, and particularly relates to the technology of electric driven vertical take-off and landing flight. Technical Background

[0002] Current electric vertical take-off and landing aircraft, called eVTOL, generally use no less than four rotor structures. This type of multi-rotor aircraft has low propulsion efficiency (i.e. high power consumption). Each rotor must not only bear the lift required by the aircraft, but also coordinate the lift between them to ensure the center balance problem (the vertical lift generated by the rotors acts on the center of gravity), so the safety and reliability are low. The coaxial twin-rotor structure has high propulsion efficiency. However, in order to solve the center of gravity balance problem and flight attitude control, the current traditional helicopter uses a rotor pitch-changing mechanism, which has a complex mechanical structure, brings reliability problems, many control problems, and is not suitable for automatic driving. It is not used in current eVTOL. Summary of the invention

[0003] The present invention is based on the above problems and proposes an electric vertical take-off and landing aircraft with a coaxial double-rotor structure. It does not require a rotor pitch change mechanism and uses several small auxiliary rotors to solve the problems of flight attitude control and center of gravity balance adjustment. It is reliable and low in cost.

[0004] The technical solution of the present invention: The aircraft includes: a main engine, an auxiliary rotor, and a pod. The main engine adopts a coaxial double-rotor structure, which contains: an upper main wing and a lower main wing to form a main rotor, and an upper wing motor and a lower wing motor; the auxiliary rotor contains: an auxiliary wing, an auxiliary motor, and an auxiliary wing rod. The characteristics are: the upper wing motor that drives the upper main wing is installed above the lower wing motor that drives the lower main wing, and is located above the lower main wing. The lower wing motor adopts a central through-hole structure, and the cable of the upper wing motor passes through the through-hole. The lower wing motor is connected to the pod through the lower wing motor connector; there are no less than three (up to five or six) auxiliary rotors facing the same direction as the main rotor, which are respectively connected to the pod or the lower wing motor connector through their respective auxiliary wing rods. A battery is provided in the pod, which is connected to the main engine through a cable. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] The following will clearly and completely describe the implementation of the present invention in conjunction with the drawings in the embodiments of the present invention. The described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0006] Figure 1 It is a characteristic schematic diagram of the present invention.

[0007] Figure 2 yes Figure 1 A characteristic schematic top view of .

[0008] Figure 3 It is a characteristic schematic diagram of the present invention.

[0009] Figure 4 yes Figure 3 A characteristic schematic top view of .

[0010] Figure 5 and Figure 6 They are two characteristic schematic diagrams of the present invention.

[0011] In the figure: 1, main engine, 11, upper main wing, 111, upper wing motor, 112, upper wing motor connecting piece, 12, lower main wing, 121, lower wing motor, 122, lower wing motor connecting piece, 2, auxiliary rotor, 21, auxiliary wing, 22, auxiliary motor, 23, auxiliary wing rod, 4, pod, 41, battery. DETAILED DESCRIPTION

[0012] Figure 1 and Figure 2 The present invention shown in the figure adopts a coaxial double rotor structure with high propulsion efficiency. The upper main wing piece 11 and the lower main wing piece 12 of the main engine 1 constitute the main rotor. The upper main wing piece 11 is driven by the upper wing motor 111. The upper main wing piece 11 is directly mounted on the rotor disk of the upper wing motor 111. The upper wing motor 111 is located between the upper rotor piece and the lower rotor piece 12. The upper wing motor 111 is fixedly connected to the upper side of the lower wing motor 121 through the upper wing motor connecting piece 112 thereunder. The upper wing motor connecting piece 112 and the lower wing motor 121 adopt a central through-hole structure, the cable of the upper wing motor 111 is led out through the through-hole, the lower main wing piece 12 is installed on the upper side of the lower wing motor 121, and should be directly installed on the rotor disk of the lower wing motor 121. The lower wing motor 121 is connected to the pod 4 through the lower wing motor connecting piece 122. The upper wing motor 111 and the lower wing motor 121 are coaxially arranged. The upper main wing piece 11 and the lower main wing piece 12 in the figure are two pieces each, and more pieces can be provided.

[0013] As shown in the figure, three auxiliary rotors 2 facing the same direction as the main rotor are fixedly connected to the pod 4 through their respective auxiliary wing rods 23. The three auxiliary rotors 2 are evenly distributed around the central axis of the lower wing motor 121. The auxiliary wing pieces 21 of the auxiliary rotor 2 are directly installed on the shaft or rotor disk of the auxiliary motor 22. The auxiliary wing rod 23 should adopt a hollow tube structure, and the cable driving the auxiliary motor 22 is arranged in the tube.

[0014] The articles and personnel to be transported and the installed equipment (such as a camera) are arranged in the pod 4. The pod 4 does not necessarily have to have an outer shell, but may have a frame structure.

[0015] Most of the required lift (even 100%) is borne by the main rotor, at least 60% of the lift is borne by the main rotor, it is reasonable that more than 80% of the lift is borne by the main rotor, and it is best that more than 90% of the lift is borne by the main rotor. The three auxiliary rotors 2 are mainly responsible for flight attitude control and center of gravity balance adjustment.

[0016] As many driving batteries as possible are arranged in the pod 4, which is connected to the main unit 1 through cables, and at least 50% of the batteries are arranged in the pod 4 and on the lower side of the pod 4 (below the height center line of the pod 4); it is reasonable that at least 70% of the batteries are arranged in the pod 4, preferably on the lower side of the pod 4; better yet, at least 90% of the batteries are arranged in the pod 4, preferably on the lower side of the pod 4.

[0017] During design, the maximum distance B between the tip of the auxiliary wing 21 and the central axis of the lower wing motor 121 should not be greater than the radius A of the main rotor, so that the maximum main rotor radius can be obtained, which is beneficial to improving propulsion efficiency.

[0018] Figure 3 and Figure 4 In the present invention shown, there are four auxiliary rotors 2, which are evenly distributed around the motor axis. The auxiliary rotors 2 are fixedly connected to the lower wing motor connector 122 through their respective auxiliary wing rods 23; the lower wing motor 121 is arranged between the upper main wing piece 11 and the lower main wing piece 12, and the lower main wing piece 12 is installed on the lower rotor disk of the lower wing motor 121. The upper wing motor 111 and the lower wing motor 121 are fixedly connected back to back through the upper wing motor connector 112. The lower wing motor connector 122 can adopt a hollow structure, and the cable that drives the upper wing motor 111 and the lower wing motor 121 passes through the lower wing motor 121 and is then led out through the hollow structure. As shown in the figure, the battery 41 in the pod 4 is located at the bottom end of the pod 4.

[0019] Figure 5 and Figure 6 The present invention shown Figure 3 and Figure 4 The differences shown are: Figure 5 and Figure 6 The upper main wing 11 shown is installed on the lower rotor disk of the upper wing motor 111.

[0020] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A coaxial twin-rotor vertical take-off and landing electric aircraft, comprising: a main engine (1), an auxiliary rotor (2), and a pod (4); the main engine (1) adopts a coaxial twin-rotor structure, comprising: a main rotor composed of an upper main wing (11) and a lower main wing (12), and an upper wing motor (111) and a lower wing motor (121); the auxiliary rotor (2) comprises: an auxiliary wing (21), an auxiliary motor (22), and an auxiliary wing rod (23); the characteristics are: The upper wing motor (111) is installed above the lower wing motor (121) and is located above the lower main wing (12). The lower wing motor (121) adopts a central through-hole structure. The cable of the upper wing motor (111) passes through the through-hole. The lower wing motor (121) is connected to the pod (4) through a lower wing motor connecting piece (122). There are no less than three auxiliary rotors (2) facing the same direction as the main rotor, which are connected to the pod (4) or the lower wing motor connecting piece (122) through their respective auxiliary wing rods (23). A battery is arranged in the pod (4).

2. The aircraft according to claim 1, characterized in that: At least 60% of the lift required by the aircraft is borne by the main rotor.

3. The aircraft according to claim 1, characterized in that: At least 80% of the lift required by the aircraft is borne by the main rotor.

4. The aircraft according to claim 1, characterized in that: At least 90% of the lift required by the aircraft is borne by the main rotor.

5. The aircraft according to claim 1, 2, 3 or 4, characterized in that: The upper main wing (11) is mounted on the rotor disk on the upper side of the upper wing motor (111).

6. The aircraft according to claim 5, characterized in that: The lower main wing (12) is mounted on the rotor disk at the lower side of the lower wing motor (121).

7. The aircraft according to claim 1 or 2 or 3 or 4 or 6, characterized in that: The upper wing motor (111) is fixedly connected to the upper side of the lower wing motor (121).

8. The aircraft according to claim 1 or 2 or 3 or 4 or 6, characterized in that: The lower wing motor connecting piece (122) adopts a hollow hole structure, and a cable is led out through the hollow hole structure.

9. The aircraft according to claim 1 or 2 or 3 or 4 or 6, characterized in that: The maximum distance B between the blade tip of the auxiliary wing piece (21) and the central axis of the lower wing motor (121) is not greater than the radius A of the main rotor.

10. The aircraft according to claim 1 or 2 or 3 or 4 or 6, characterized in that: At least 70% of the batteries are arranged in the pod (4).

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