Transport aircraft with distributed battery and power supply method thereof

Abstract

A battery-powered unmanned aerial vehicle is provided with: a center unit; a plurality of rotor units, the plurality of rotor units being coupled to the central unit; a plurality of battery assemblies; and a plurality of circuit components including a central control circuit and at least a flight control subsystem, a detection and avoidance subsystem, and an emergency communication subsystem controlled by the central control circuit. The central unit receives one or more of the circuit components and has a compartment for accommodating one or more passengers or cargo items. Each rotor unit includes a propulsion module that is functionally coupled to the central control circuit. The one or more battery assemblies are configured to be controlled by the flight control subsystem to at least supply power to the propulsion modules, and are at a distance from the central unit to reduce electromagnetic interference to the circuit components in the central unit.

Description

[0001] This application is a divisional application of the invention patent application entitled "Transport aircraft with distributed batteries and power supply method thereof", with an international application date of September 10, 2019, an international application number of PCT / CA2019 / 051270, and a national application number of 201980069328.X.

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims the benefit of U.S. Provisional Patent Application Serial No. 62 / 729,839, filed on September 11, 2018, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0004] The present disclosure relates generally to unmanned personal transport or cargo transport aircraft, and in particular, to an unmanned aircraft for personal or cargo transport powered by distributed batteries and a method for powering the same. Background Art

[0005] Unmanned aerial vehicles (UAVs) or drones are known. UAVs generally include a flying structure housed therein or thereon, an energy source for driving an engine for flight, a central controller for controlling the engine, and other components as required. UAVs may be operated by a remote operator via remote control communicating with a central controller, and / or automatically or autonomously by a pilot program on or away from the UAV. Thus, the fundamental difference between UAVs and conventional aircraft is that UAVs do not have any human pilots on board.

[0006] UAVs can be powered by various energy sources, such as batteries, solar panels, and / or fuel (e.g., gasoline, diesel, etc.). In prior art battery-powered UAVs, their batteries are typically rechargeable lithium-ion polymer batteries (also referred to as "lithium polymer (Li-Po) batteries"). Although Li-Po batteries are lightweight, they generally take up a lot of space in the UAV, provide limited flight time, and require a long recharging time.

[0007] In prior art battery powered UAVs, the batteries are usually arranged near the central controller and may cause interference to the components of the central controller. Such interference may occur during pre-flight calibration and / or during flight, thereby preventing proper operation of the UAV or causing critical UAV failures during flight, such as crashes.

[0008] For example, it has been observed that batteries at high discharge rates can cause magnetic interference to magnetometers, a component often located in or used by a central controller. As another example, while metal-clad batteries have the advantage of high energy density and therefore high energy storage capacity, they can cause significant magnetic interference to nearby central controllers and are therefore not used in prior art UAVs. Summary of the invention

[0009] According to one aspect of the present disclosure, a battery-powered multi-rotor unmanned autonomous aerial vehicle (AAV) is disclosed, which may be a personal transport drone (PTD), a passenger transport drone, a cargo transport aircraft, etc. The battery-powered aircraft does not require a pilot on board and may operate autonomously or may be remotely controlled.

[0010] In some embodiments, the battery-powered aircraft may be an autonomous aircraft for transporting human passengers. In some other embodiments, the battery-powered aircraft may be an autonomous cargo aircraft for transporting a variety of objects. In some embodiments, the battery-powered aircraft may be a remotely controlled aircraft for transportation.

[0011] According to one aspect of the present disclosure, the battery-powered aircraft includes: a central unit; a plurality of rotor units, the plurality of rotor units being evenly distributed circumferentially around the central unit and coupled to the central unit; and one or more battery assemblies. The central unit includes a central control circuit. Each rotor unit includes: a propeller; a motor, the motor being coupled to the propeller and driving the propeller; and an electric speed controller (ESC) module, the electric speed controller module being electrically coupled to the motor for controlling the speed of the motor. The one or more battery assemblies are configured to supply power to at least the motor and the ESC module, and may also be configured to supply power to the central control circuit. Each of the one or more battery assemblies is positioned in the rotor unit close to or adjacent to the motor of the rotor unit.

[0012] Therefore, the one or more battery components are at a certain distance from the central control circuit. The interference that the one or more battery components may otherwise cause to the central control circuit is significantly reduced.

[0013] According to one aspect of the present disclosure, a battery-powered aircraft is disclosed, which includes: a main body; a central control circuit, which is received in the main body; at least one propulsion module, which is received in the main body and functionally coupled to the central control circuit, each of the at least one propulsion module includes a base structure; and one or more battery assemblies, which are coupled to the main body or received in the main body.

[0014] The one or more battery assemblies are configured to supply power to at least the at least one propulsion module, and the one or more battery assemblies are located at a distance from the central control circuit so as to reduce electromagnetic interference to the central control circuit.

[0015] According to one aspect of the present disclosure, a battery-powered aircraft is disclosed, comprising: a central unit including a central control circuit; a plurality of rotor units, the plurality of rotor units being evenly distributed circumferentially around the central unit and coupled to the central unit; and one or more battery assemblies, the one or more battery assemblies being used to power at least a motor and an electric speed controller. Each rotor unit comprises: a propeller; an electric motor coupled to the propeller and driving the propeller; and an electric speed controller, the electric speed controller being electrically coupled to the motor for controlling the speed of the motor. Each of the one or more battery assemblies is positioned in the rotor unit close to or adjacent to the motor of the rotor unit.

[0016] In some embodiments, the aircraft includes a propulsion module for flight, a central control circuit for controlling the propulsion module, and one or more battery assemblies, such as metal-clad high energy density battery assemblies and / or Li-Po batteries, for powering the propulsion module and the central control circuit, but in some embodiments, the central control circuit may have its own power source. Each battery assembly may include one or more battery cells. The aircraft may be operated by a remote operator via remote control communicating with the central control circuit, and / or automatically or autonomously by a pilot program on or away from the aircraft.

[0017] In various embodiments, the one or more battery assemblies are located a distance from the central control circuit to reduce or eliminate electromagnetic interference to the central control circuit and its components (such as a magnetometer).

[0018] In some embodiments, the aircraft is a battery-powered UAV having a distributed battery pack and at least one ESC module. The distributed battery pack includes one or more battery assemblies that are located away from the UAV central controller at a distance sufficient to reduce or eliminate electromagnetic interference with components of the UAV central controller.

[0019] In some embodiments, the UAV is a battery-powered multi-axis or multi-rotor UAV, such as a quadcopter (i.e., a drone with four rotor units), a hexacopter (i.e., a drone with six rotor units), an octocopter (i.e., a drone with eight rotor units), etc., wherein in each rotor unit, the UAV includes an electric motor, wherein the rotor blades or propellers are rotatably coupled to the electric motor. The metal-clad high-energy-density battery assembly of the distributed battery pack is arranged adjacent to each rotor unit (e.g., below it) and is mechanically and electrically coupled to the rotor unit for powering the electric motor.

[0020] In some embodiments, each battery assembly of the distributed battery pack is positioned close to or adjacent to a motor and has a capacity sufficient to provide the required power to that motor.

[0021] In some embodiments, the UAV includes multiple connecting arms, each connecting arm supporting a motor at its distal end, wherein each battery assembly is positioned around the distal end of a corresponding connecting arm, such as coupled to the motor or coupled to the connecting arm around the distal end of the connecting arm, for powering the motor.

[0022] In some embodiments, each battery assembly may also serve as, be part of, or be attached to a support leg.

[0023] In some embodiments, where each motor is mounted on a base structure, each battery assembly is also coupled to a corresponding base structure. Of course, those skilled in the art will appreciate that in some embodiments, the positions of the battery assemblies may be a combination of the positions described herein. For example, some battery assemblies may be located below the corresponding motors as support legs, and some other battery assemblies may be located in the connecting arms.

[0024] In some embodiments, each ESC module is located near a corresponding motor and is electrically coupled to a corresponding battery assembly and a corresponding motor for powering the motor and controlling the speed of the motor, thereby resulting in much shorter electrical wiring between the motor and the ESC module and even shorter electrical wiring between the battery and the ESC module compared to conventional UAVs, in which the ESC module is located away from the battery or away from the motor. These short electrical wirings between the battery assembly and the ESC module reduce electrical noise and variations that would otherwise be caused by the wiring during dynamic motor speed changes, thereby reducing the probability of ESC module failure. These short electrical wirings between the battery and the ESC module and between the ESC module and the motor result in lower UAV weight.

[0025] Those skilled in the art will appreciate that due to the uneven load placed on the motor, battery consumption may not be uniform across all battery assemblies (i.e., the battery assemblies may not be uniformly consumed). In some embodiments, battery power balancing is used to balance the power consumption of each battery assembly and to maximize the life of the battery assembly. In some embodiments, passive balancing may be used. In some other embodiments, active balancing may be used. In yet other embodiments, a battery management system (BMS) may be used. Depending on the implementation, the BMS may include active balancing, temperature monitoring, charging, and other suitable battery management functions.

[0026] According to one aspect of the present disclosure, a battery-powered aircraft is disclosed, comprising: a central unit, the central unit comprising a cabin for receiving one or more passengers and / or cargo items therein; one or more rotor units, the one or more rotor units being coupled to the central unit; one or more battery assemblies; and a plurality of circuit components, the plurality of circuit components comprising a central control circuit and at least a flight control subsystem, a detection and avoidance subsystem, and an emergency communication subsystem controlled by the central control circuit, one or more of the plurality of circuit components being received in the central unit. The one or more rotor units comprise one or more propulsion modules, the one or more propulsion modules being functionally coupled to the central control circuit; the one or more battery assemblies being configured to be controlled by the flight control subsystem so as to at least supply power to the one or more propulsion modules; and the one or more battery assemblies being at a distance from the central unit so as to reduce electromagnetic interference to one or more of the circuit components in the central unit.

[0027] In some embodiments, one or more of the plurality of circuit components are received in an upper portion of the compartment; and at least one of the one or more battery assemblies is received in a lower portion of the compartment.

[0028] In some embodiments, at least one of the one or more battery assemblies is received in a lower portion of the bay below a floor of the bay.

[0029] In some embodiments, the one or more rotor units are coupled to a lower portion of the central unit.

[0030] In some embodiments, the one or more rotor units are coupled to an upper portion of the central unit.

[0031] In some embodiments, the battery-powered aircraft further includes one or more support legs; and at least one of the one or more support legs includes at least one of the one or more battery assemblies.

[0032] In some embodiments, at least one of the one or more battery assemblies is located in the rotor unit and is configured to act as a support leg.

[0033] In some embodiments, the battery-powered aircraft further includes a plurality of support legs; and at least one of the one or more battery assemblies extends between two of the plurality of support legs.

[0034] In some embodiments, at least one of the plurality of support legs extends downwardly from one of the one or more rotor units.

[0035] In some embodiments, the battery-powered aircraft includes a plurality of rotor units; and at least one of the one or more battery assemblies extends between two of the plurality of rotor units.

[0036] In some embodiments, at least one of the one or more battery assemblies extends downwardly from at least one of the one or more propulsion modules.

[0037] In some embodiments, the one or more rotor units are coupled to the central unit via one or more coupling components.

[0038] In some embodiments, each of the one or more coupling components is a connecting arm.

[0039] In some embodiments, the battery assembly extends downwardly from the coupling member.

[0040] In some embodiments, the battery-powered aircraft further comprises a cage; at least one of the one or more battery assemblies forms a portion of the cage.

[0041] In some embodiments, the battery-powered aircraft further includes a cage; and at least one of the one or more battery assemblies is received in the cage.

[0042] In some embodiments, the cage is located below the cabin.

[0043] In some embodiments, the plurality of circuit components further includes a backup central control circuit.

[0044] In some embodiments, the plurality of circuit components further includes at least a magnetometer in the central unit.

[0045] In some embodiments, at least one of the one or more battery components includes one or more metal-clad battery cells.

[0046] In some embodiments, each of the one or more battery assemblies is proximate or adjacent to one of the one or more propulsion modules; and the central control circuit is the distance from the one or more propulsion modules.

[0047] In some embodiments, the central control circuit includes a battery power balancing circuit for balancing the power consumption rate of the one or more battery assemblies.

[0048] In some embodiments, each of the one or more propulsion modules includes: an electric motor coupled to a base structure; a propeller rotatably coupled to the electric motor; and an electric speed controller coupled to the base structure and electrically coupled to the electric motor for controlling the speed of the electric motor.

[0049] In some embodiments, a propeller of at least one of the one or more propulsion modules is located above the electric motor.

[0050] In some embodiments, a propeller of at least one of the one or more propulsion modules is located below the electric motor.

[0051] In some embodiments, the plurality of circuit components further includes a flight management subsystem.

[0052] In some embodiments, the flight control subsystem and the flight management subsystem are configured to automatically control and manage flight of a battery-powered aircraft.

[0053] In some embodiments, the plurality of circuit components further include a communication subsystem (eg, for audio / video communication and / or data communication) and a power management subsystem.

[0054] In some embodiments, the plurality of circuit components further include a climate control subsystem, a furniture control subsystem, an entertainment subsystem, and a reservation and payment subsystem.

[0055] In some embodiments, the plurality of circuit components further include one or more backup subsystems of at least a flight control subsystem, a detection and avoidance subsystem, and an emergency communication subsystem. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1A is a perspective view of a battery-powered multi-rotor unmanned personal transport vehicle having a central unit and a plurality of rotor units according to some embodiments of the present disclosure;

[0057] Figure 1B and Figure 1C Respectively in Figure 1A A front view and a plan view of the aircraft shown in FIG.

[0058] Figure 2 is Figure 1A A perspective view of a passenger cabin of an aircraft shown in FIG.

[0059] Figure 3 is Figure 1A A perspective view of a rotor unit of an aircraft shown in FIG.

[0060] Figure 4 is Figure 1A A perspective view of a support leg of an aircraft shown in FIG.

[0061] Figure 5 It shows that Figure 1A A schematic electrical diagram of the power supply of the aircraft shown in;

[0062] Figure 6 is a diagram showing some alternative embodiments according to the present disclosure. Figure 1A A schematic electrical diagram of the power supply of the aircraft shown in;

[0063] Figure 7 It is shown in Figure 1A A schematic diagram of the subsystems of the aircraft shown in FIG.

[0064] FIG. 8A to FIG. 8C are perspective, front, and plan views, respectively, of a battery-powered multi-rotor unmanned personal transport aircraft having a central unit and a plurality of rotor units according to some alternative embodiments of the present disclosure;

[0065] 9A to 9C are perspective, front, and plan views, respectively, of a battery-powered multi-rotor unmanned cargo transport vehicle having a central unit and a plurality of rotor units, wherein the cabin is located at an elevation substantially below the plane of the connecting arms, according to some alternative embodiments of the present disclosure;

[0066] Fig.10is a perspective view of a battery-powered multi-rotor unmanned cargo transport vehicle having a central unit and a plurality of rotor units according to yet other alternative embodiments of the present disclosure;

[0067] Fig.11 is Fig.10 A perspective view of a rotor unit of an aircraft shown in FIG.

[0068] Fig.12 is Fig.11 A perspective exploded view of the rotor unit shown in FIG.

[0069] FIG. 13A to FIG. 13H Shown in Fig.11 The base structure of the rotor unit is shown in

[0070] Fig.13A is a perspective view of the base structure viewed from a first viewing angle,

[0071] Fig. 13B is a perspective view of the base structure viewed from a second viewing angle,

[0072] FIG. 13C to FIG. 13G They are the front view, rear view, plan view, bottom view and side view of the base structure, and

[0073] Fig.13H is a schematic cross-sectional view of a base structure;

[0074] FIG. 14A to FIG. 14E Shown in Fig.11 The housing of the battery assembly of the rotor unit is shown in

[0075] Fig.14A is a perspective view of the battery housing viewed from a first viewing angle,

[0076] Fig. 14B is a perspective view of the battery housing viewed from a second viewing angle,

[0077] Fig. 14C and Fig.14D are the side view and the front view of the battery housing, respectively, and

[0078] Fig.14E is a schematic cross-sectional view of a battery housing;

[0079] Fig.15 is Fig.11 A schematic cross-sectional view of a portion of a rotor unit shown in , illustrating its electrical connections;

[0080] Fig.16is a perspective view of a battery-powered multi-rotor unmanned cargo transport aircraft according to still further alternative embodiments of the present disclosure, wherein the aircraft includes a central unit and six rotor units;

[0081] Fig.17 is a perspective view of a battery-powered multi-rotor unmanned cargo transport aircraft according to still further alternative embodiments of the present disclosure, wherein the aircraft includes a central unit and eight rotor units;

[0082] Fig.18 is a perspective view of a battery-powered multi-rotor unmanned cargo transport aircraft according to still further alternative embodiments of the present disclosure, wherein the aircraft includes a central unit, four rotor units with a battery assembly, and four rotor units without a battery assembly;

[0083] Fig.19A is a perspective view of a battery-powered multi-rotor unmanned cargo transport aircraft according to still further alternative embodiments of the present disclosure, wherein the aircraft includes a central unit, four rotor units each having a support leg, and four battery assemblies as crossbars between the support legs;

[0084] Fig.19B is a perspective view of a battery-powered multi-rotor unmanned cargo transport aircraft according to still further alternative embodiments of the present disclosure, wherein the aircraft includes a central unit, four rotor units each having a support leg, and four battery assemblies as connecting arms between base structures of the rotor units;

[0085] Fig.19C is a perspective view of a battery-powered multi-rotor unmanned cargo transport vehicle according to some alternative embodiments of the present disclosure, wherein the vehicle includes a central unit, four rotor units each having a support leg, and a cage formed by connecting arms and the support legs, the cage including a battery assembly;

[0086] Fig.19D is a perspective view of a battery-powered multi-rotor unmanned cargo transport vehicle according to some alternative embodiments of the present disclosure, wherein the vehicle includes a central unit having a cabin, and six rotor units, each having support legs and coupled to a lower portion of the cabin, the cabin including at least some electrical components located in an upper portion thereof and a battery assembly located in a lower portion thereof;

[0087] Fig.19Eis a perspective view of a battery-powered multi-rotor unmanned cargo transport vehicle according to some alternative embodiments of the present disclosure, wherein the vehicle includes a central unit having a cabin, a cage located below the cabin, and six rotor units, each having support legs, the cabin of the central unit including at least some electrical components located in an upper portion thereof, and the cage including a battery assembly;

[0088] Fig.19F is a perspective view of a battery-powered multi-rotor unmanned cargo transport vehicle according to some alternative embodiments of the present disclosure, wherein the vehicle includes a central unit having a cabin and a plurality of support legs, and six rotor units coupled to an upper portion of the cabin, the cabin including at least some electrical components located in the upper portion thereof and a battery assembly located in a lower portion thereof;

[0089] FIG. 20A to FIG. 22E illustrates various configurations of battery components in some alternative embodiments;

[0090] Fig.23A and Fig. 23B Various configurations of battery assemblies according to some alternative embodiments are shown, wherein the rotor unit includes a rotor assembly configured as a propeller having blades located below an electric motor;

[0091] Fig.24A and Fig. 24B Various configurations of battery assemblies are shown according to some alternative embodiments, wherein the rotor unit includes two rotor assemblies, one of which is configured as a puller having blades located above the electric motor, and the other rotor assembly is configured as a pusher having blades located below the electric motor;

[0092] Fig.25 is a schematic diagram of a battery-powered unmanned cargo transport aerial vehicle according to some alternative embodiments of the present disclosure, wherein the UAV includes a motor driving a propeller;

[0093] Fig.26 is a schematic perspective view of a battery powered fixed wing twin fuselage unmanned (personal or cargo) transport aircraft according to some alternative embodiments of the present disclosure, wherein each fuselage includes a battery assembly;

[0094] Fig. 27 is a schematic perspective view of a fixed-wing, twin-fuselage, unmanned (personal or cargo) transport aircraft according to some alternative embodiments of the present disclosure, wherein each side section of the fixed wing includes a battery assembly;

[0095] Fig.28is a schematic perspective view of a fixed-wing, twin-fuselage unmanned (personal or cargo) transport aircraft including four battery assemblies according to some alternative embodiments;

[0096] Fig.29 is a schematic perspective view of a fixed-wing, single-fuselage, unmanned (personal or cargo) transport aircraft including two battery assemblies according to some alternative embodiments; and

[0097] Fig.30 is a schematic perspective view of a fixed-wing, single-fuselage unmanned (personal or cargo) transport aircraft including three battery assemblies according to some alternative embodiments. DETAILED DESCRIPTION

[0098] Steering Figures 1A to 1C , a battery powered (personal or cargo) transport aircraft is shown and generally identified using the reference numeral 100. In these embodiments, the battery powered aircraft 100 is a battery powered multi-rotor personal transport drone (PTD) or aircraft, a passenger transport drone or aircraft, a cargo transport drone or aircraft, or an autonomous aerial vehicle (AAV).

[0099] The aircraft 100 may be used to transport passengers and / or items from rooftop to rooftop or from rooftop to street level in a local area, such as a city center that is typically busy and lacks parking spaces for ground vehicles. The aircraft 100 may be used to transport passengers and / or items from a city center to a suburb and back, from a city to a rural area and back, or between cities. In some embodiments, the battery-powered aircraft 100 does not require a pilot on board and may operate autonomously or may be remotely controlled.

[0100] like Figures 1A to 1C As shown in , the aircraft 100 includes a central unit 102 and a plurality of substantially identical rotor units 104 that are substantially evenly distributed around the central unit 102 and coupled to the central unit via a plurality of coupling members 106, such as connecting arms.

[0101] The aircraft 100 includes a plurality of support legs 108 extending downwardly from the coupling member 106 and / or the central unit 102 for supporting the aircraft 100 when the aircraft 100 lands on a surface. In these embodiments, each support leg 108 includes a wheel at its distal end for landing on and moving on a surface. Those skilled in the art will appreciate that in other embodiments, the support legs 108 may include other suitable landing components, such as skis, landing gear, racks, floating boards, etc., for landing on various types of surfaces, such as solid ground, snow, water, etc.

[0102] Herein, the term “proximal end” refers to a side or end toward the central unit 102 , and the term “distal end” refers to a side or end opposite to the proximal side or end and away from the central unit 102 .

[0103] like Figure 2 As shown in , the central unit 102 includes a passenger cabin 122 (also referred to as a cabin or cockpit) having sufficient strength to accommodate and protect one or more passengers therein. In these embodiments, the central unit 102 includes a canopy 124, which is substantially made of a transparent material such as glass to provide a substantially unobstructed view to the passengers therein. The canopy 124 can pivot around its ends to act as a door or gate for allowing passengers to enter (enter or exit) the cabin 122. Those skilled in the art will appreciate that, depending on the size of the cabin 122 and the number of passengers, in other embodiments, the cabin 122 may include one or more doors for entering the cabin 122 and / or one or more windows for providing a substantially unobstructed view to the passengers therein.

[0104] Although in Figure 2 Although not shown, in various embodiments, the cabin 122 may include a variety of equipment therein. For example, the cabin 122 may include one or more sensors such as a magnetometer and entertainment and comfort equipment for passengers, such as seats, tables, cameras, etc. Required safety restraints such as seat belts and / or airbags are also used.

[0105] Although the aircraft 100 does not require any pilots, in some embodiments, the cabin 122 may still include a console such as an instrument panel, with one or more display devices and communication devices for passengers to view and communicate with remote people such as air traffic control personnel. In some embodiments, the cabin 122 includes at least an emergency communication device for calling for help in an emergency situation. The cabin 122 also includes a central control circuit for controlling various functional devices or subsystems of the aircraft 100 (described in more detail later).

[0106] In some embodiments, the console may also include an input device, such as a touch-sensitive display, for a passenger or user to input commands, such as departure, landing, change flight plan, etc. The input device may also be used by the user to control entertainment equipment in and / or around the cabin 122 .

[0107] Figure 3One of the rotor units 104 is shown. As shown, the rotor unit 104 includes an electric propulsion module 130 coupled to the center unit 102 via a connecting arm 106, which has a cylindrical shape or a cubic shape or other suitable shape. Support legs 108 are located a distance from the center unit 102 and extend downwardly from the connecting arm 106 for supporting the aircraft 100 when the aircraft 100 lands on a surface.

[0108] The propulsion module 130 includes a propulsion module housing structure 132 that receives and mounts a powertrain having a rotor assembly 134, an electric speed controller (ESC) module (not shown), and other necessary components, such as a transmission and / or one or more sensors (described later). The propulsion module housing structure 132 also serves as a mounting base for coupling to the connecting arm 106 to mount the propulsion module 130 to the central unit 102.

[0109] The rotor assembly 134 includes an electric motor 136 that drives a propeller or blades 138 thereon. Such a propeller configuration is generally referred to as a puller configuration because the propeller "pulls" the rotor unit 104 and thus the aircraft 100 off the landing surface in operation. The ESC module is electrically coupled to the electric motor 136 in order to control the rotational speed of the electric motor.

[0110] like Figure 4 As shown in FIG, the support leg 108 includes a leg housing 152 having a wheel 154 coupled to its distal end for supporting and moving the aircraft 100 on a solid surface. The leg housing 152 is a hollow cube or cylinder and receives a battery assembly 156 therein, which is electrically coupled to the central unit 102 and one or more rotor units 104 to provide power thereto.

[0111] The battery assembly 156 includes one or more high energy density battery cells 158, which may be any suitable battery cells, such as metal clad batteries, lithium ion batteries, lithium ion polymer (Li-Po) batteries, etc. For example, in these embodiments, metal clad batteries are used due to their high energy storage capacity and small size using clad metals as connectors.

[0112] In some embodiments, each battery assembly 156 supplies power to the electric motors 136 and ESC modules of adjacent rotor units 104, which generally require high power output to operate the propellers 138. On the other hand, the electrical devices and sensors in the center unit 102 generally require low power output to operate and may be powered by a separate set or sets of batteries.

[0113] In some embodiments, aircraft 100 includes a power balancing board, for example in central unit 102, for adjusting the power output of battery assemblies 156 in order to balance the power consumption rate of the battery assemblies.

[0114] Figure 5 is a schematic electrical diagram 172 showing power management of the rotor unit 104 of the aircraft 100 , wherein lines 174 having a thicker width represent power lines and lines 176 having a narrower width (including lines 176A and 176B) represent signal lines.

[0115] As shown, the motor 136, ESC module 178 and battery assembly 156 of each rotor unit 104 are electrically coupled to a central control circuit 182 in the center unit 102. The central control circuit 182 includes a flight control module 184 and a power balancing board 186. The flight control module 184 determines the flight state of the aircraft 100 and adjusts the propeller 138 accordingly. Specifically, the flight control module 184 controls the ESC module 178 in each rotor unit 104 via signal line 176A to adjust the speed of each motor 136, thereby individually controlling the speed of the corresponding propeller 138.

[0116] The power balancing board 186 monitors the power output of each battery assembly 156 and individually and dynamically adjusts its power output so that all battery assemblies 156 can have similar power consumption rates.

[0117] In this embodiment, all battery assemblies 156 are interconnected in parallel in the power balancing board 186. Therefore, the battery assemblies 156 with higher energy storage will charge the battery assemblies with lower energy storage. Therefore, all battery assemblies 156 achieve the same power consumption rate.

[0118] In such Figure 6 In another embodiment shown in FIG. 1 , all of the battery assemblies 156 are electrically coupled to a power balancing board 186 , and the power balancing board 186 distributes power from the battery assemblies 156 to each of the ESC modules 178 and the motors 136 .

[0119] In this embodiment, the power balancing board 186 monitors the power consumption of each battery assembly 156 and dynamically adjusts the power distribution using the power distribution board (PDB) 188. Thus, a motor 136 experiencing a heavy load may be powered by more than one battery assembly 156. On the other hand, a battery assembly 156 with a high remaining energy storage may have a high power consumption rate (e.g., powering a motor 136 with a heavy load and / or powering more than one motor 136) until its remaining energy storage is approximately the same as the remaining energy storage of the other battery assemblies 156. Alternatively, the power balancing board 186 may monitor the power consumption of each battery assembly 156 and use the battery assembly 156 with a higher energy storage to charge those battery assemblies 156 with a lower energy storage. The power balancing board 186 may also monitor the charging of the battery assemblies 156 to prevent overheating and / or overcharging.

[0120] In an alternative embodiment, each battery assembly 156 supplies power to its corresponding motor 136 via the ESC module 178 in the same rotor unit 104 and via a passive power balancing circuit, such as an adjustable resistor (not shown). The power balancing board 186 monitors the power consumption of each battery assembly 156 and dynamically adjusts the resistance of the adjustable resistor so that all battery assemblies 156 have the same load. The disadvantage of this approach is that the power consumed by the adjustable resistor is wasted as heat.

[0121] In some embodiments, aircraft 100 includes various functional devices or subsystems distributed among central unit 102 and rotor unit 104 .

[0122] Figure 7 1 is a block diagram showing the functional structure of the aircraft 100. As shown, one or more sensors 192 are distributed on or in the central unit 102 and / or one or more rotor units 104, as needed, such as a radio frequency (RF) transceiver, a global positioning system (GPS) receiver, an inertial measurement unit (IMU) with an accelerometer and a gyroscope, a barometer, a magnetometer, a temperature sensor, a camera, a radar detector, a microphone, etc.

[0123] The sensors 192 are all electrically (or optically, in the case of optical communication components) connected to a central control circuit 182 in the central unit 102. The central control circuit 182 is also electrically connected to a plurality of subsystems in the central unit 102, such as a communication subsystem 194 (e.g., for audio / video communications and / or data communications), an emergency communication subsystem 196, a flight control subsystem 198, a flight management subsystem 200, a power management subsystem 202, a detection and avoidance subsystem 204, a climate control subsystem 206, a furniture control subsystem 208, an entertainment subsystem 210, a reservation and payment subsystem 212, and / or other suitable subsystems.

[0124] The communication subsystem 194 establishes and maintains communication between the aircraft 100 and a remote system (such as a UAS traffic management (UTM) system) for transmitting data and commands therebetween. The communication subsystem 196 also establishes and maintains audio / video communication between passengers in the aircraft 100 and a remote system (such as a telephone system).

[0125] The emergency communications subsystem 196 establishes and maintains communications between the aircraft 100 and remote systems (such as UTM systems, rescue systems, police systems, etc.) during an emergency.

[0126] The flight control subsystem 198 is connected to the ESC module 178 of the rotor unit 104 for controlling the operation of the motor 136 to adjust the flight conditions. The flight control subsystem 198 includes Figure 5 and Figure 6 Flight controller 184 is shown.

[0127] The flight management subsystem 200 manages the flight operations of the aircraft 100, such as the destination, flight route, departure time, arrival time, etc. The flight management subsystem 200 can communicate with the UTM system to perform flight management. The flight management subsystem 200 can also provide a user interface for passengers (via a display in the cabin) to interact with UTM personnel to plan, monitor and / or modify the flight, such as entering a new destination, revising flight details (e.g., detour), reporting to notify UTM personnel of coordination / action, etc.

[0128] Flight control subsystem 198 and flight management subsystem 200 may be referred to as an “onboard autopilot” that may automatically control and manage the flight of aircraft 100 without intervention from a human pilot.

[0129] The power management subsystem 202 is connected to the battery assembly 156 of the rotor unit 104 for managing the power output of the battery assembly. The power management subsystem 202 includes Figure 5 and Figure 6 The power balancing board 186 of the embodiment shown in FIG.

[0130] The detect and avoid subsystem 204 detects and avoids other aircraft and objects using appropriate sensors and communication components on the aircraft 100. For example, the detect and avoid subsystem 204 may use Automatic Dependent Surveillance-Broadcast (ADS-B) to detect and avoid "cooperative" aircraft that use the same or compatible technology, and use sensors such as radar to detect and avoid "non-cooperative" aircraft and objects.

[0131] The detect and avoid subsystem 204 may also include an interface to and integrate with the onboard autopilot (flight control subsystem 198 and flight management subsystem 200) to maneuver the aircraft 100 into collision avoidance and perform real-time path planning / modification when necessary.

[0132] The detection and avoidance subsystem 204 maintains real-time communication with the onboard autopilot for UTM-guided flight planning. In embodiments where the aircraft 100 is remotely controlled by a ground control station, the detection and avoidance subsystem 204 maintains real-time communication with a mission control navigator at the ground control station for UTM-guided flight planning. In some embodiments, the detection and avoidance subsystem 204 maintains real-time communication with both the onboard autopilot and the mission control navigator at the ground control station for UTM-guided flight planning.

[0133] The detection and avoidance subsystem 204 also includes landing detection and avoidance functionality to ensure safety during landing by using necessary sensors (such as visual / infrared cameras, light detection and ranging (LIDAR) sensors, etc.) to detect objects or people at or around the landing location.

[0134] The climate control subsystem 206 controls and adjusts environmental conditions in the cabin 122, such as temperature, air pressure, air freshness, etc., to provide a comfortable environment for passengers.

[0135] The furniture control subsystem 208 allows passengers to adjust the condition of the furniture in the cabin 122, such as the height, position, tilt, etc. of tables and / or seats.

[0136] The entertainment subsystem 210 provides entertainment to passengers. The entertainment subsystem 210 may also provide advertisements.

[0137] The booking and payment subsystem 212 allows passengers to book flights (such as entering new destinations, confirming flight booking details, etc.) and make required payments. The booking and payment subsystem 212 may also be associated with a flight booking application to help passengers book flights and make payments.

[0138] like Figure 7As shown in , the central unit 102 may also include backup sensors and subsystems 214 corresponding to one or more flight and / or safety-related subsystems, so that when the corresponding safety-related subsystem fails, one or more backup sensors and subsystems 214 can automatically or manually replace the safety-related subsystem. The one or more flight and / or safety-related subsystems are such as the motor 136, the ESC 178, the battery assembly 156, the emergency communication subsystem 196, the flight control subsystem 198, the flight management subsystem 200, the power management subsystem 202, and the detection and avoidance subsystem 204.

[0139] The backup sensors and subsystems 214 provide additional redundancy to the aircraft 100 to achieve navigation / flight reliability and safety. In some embodiments, the sensors and subsystems of the aircraft 100 (including all backup sensors and subsystems) are high standard commercial grade (e.g., commercial grade autopilot or certified autopilot) with double redundancy or triple redundancy for achieving a safety level comparable to general aviation or commercial aviation. In addition, the aircraft 100 generally uses higher quality components, components with known low failure rates to achieve increased reliability. The aircraft 100 may also include onboard failure predictions for critical flight components such as motors 136 and ESC 178.

[0140] In the above embodiments, the aircraft 100 is electric and uses the battery assembly 156 as a power source. In some alternative embodiments, the aircraft 100 may use a hybrid powertrain with an engine / generator powered by fossil fuels to achieve extended flight distances. For example, in one embodiment, the aircraft 100 may include a gasoline engine to drive a generator to charge the battery assembly 156.

[0141] FIG. 8A to FIG. 8C The aircraft 100 is shown in some alternative embodiments. The aircraft 100 in these embodiments is similar to the aircraft 100 in FIG. Figures 1A to 1C The aircraft 100 shown in FIG. 1 are generally identical, except that in these embodiments, propellers 138 are located below corresponding motors 136 (ie, a pusher configuration) for "pushing" the aircraft 100 off the ground.

[0142] In some embodiments, battery powered aircraft 100 may alternatively be manually operated by one of the passengers as a pilot when desired.

[0143] In the above embodiments, the pod 122 is located at an elevation substantially above the plane of the connecting arm 106 (so-called "lower attachment"). In some alternative embodiments, the pod 122 may be located at any other suitable elevation relative to the plane of the connecting arm 106.

[0144] For example, 9A to 9C The aircraft 100 is shown in some alternative embodiments. The aircraft 100 in these embodiments is similar to the aircraft 100 in FIG. Figures 1A to 1C The vehicles shown in FIG. 1 are substantially the same, except that in these embodiments, the pod 122 is located at an elevation substantially below the plane of the connecting arm 106 (so-called "upper attachment").

[0145] Although in the above embodiments, battery-powered aircraft 100 is a personal transport drone for transporting passengers, in some alternative embodiments, battery-powered aircraft 100 may be a cargo transport drone for carrying and / or transporting items and / or suitable objects. Pod 122 in these embodiments is a cargo pod for containing items during transport.

[0146] Fig.10 A multi-rotor battery-powered cargo aircraft 100 for transporting generally small or medium-weight items is shown. In these embodiments, the aircraft 100 includes a central unit 102 and a plurality of rotor units 104 that are generally evenly distributed around the central unit 102 and coupled to the central unit via a plurality of coupling members 106 (such as connecting arms). For example, in Fig.10 The multi-rotor UAV 100 shown in FIG. 1 is a so-called quadcopter having a central unit 102 and four substantially identical rotor units 104 .

[0147] The central unit 102 includes a compartment (not shown) for containing items. The compartment may be located at any other suitable elevation relative to the plane of the connecting arm 106. For example, in these embodiments, the compartment is located at an elevation substantially below the plane of the connecting arm 106.

[0148] Fig.11 and Fig.12 One of the rotor units 104 is shown. As shown, the rotor unit 104 includes an electric propulsion module 130 coupled to the center unit 102 via a coupling member 106 (such as a cylindrical connecting arm); and a battery assembly 156, which is physically and electrically coupled to the propulsion module 130 for providing power thereto. The propulsion module 130 includes a base structure 232 as a mounting base for receiving and mounting the rotor assembly 134 and the ESC module 178. The base structure 232 is also coupled to the connecting arm 106 for mounting the propulsion module 130 to the center unit 102.

[0149] The rotor assembly 134 includes an electric motor 136 and a propeller or blades 138 driven by the electric motor 136. The ESC module 178 is electrically coupled to the electric motor 136 for controlling the speed of the electric motor.

[0150] The battery assembly 156 includes a battery compartment or housing 234 and one or more high energy density battery cells 158 received in the battery housing 234 for providing power to the ESC module 178 and the electric motor 136. The battery cells 158 may be any suitable battery cells, such as metal clad batteries, lithium ion batteries, lithium ion polymer (Li-Po) batteries, and the like.

[0151] FIG. 13A to FIG. 13H Details of the base structure 232 are shown. As shown, the base structure 232 includes an "L" shaped body 236 having a circular recess 238 on a top surface 240 thereof for receiving the motor 136 of the rotor assembly 134. The base structure 232 also includes an arm connector extending from a rear surface 242 of the body 236 on a proximal or rear side 244 thereof for coupling to the connecting arm 106.

[0152] On the distal or front side 246, the body 236 includes a slot extending inwardly from the front surface 248 into the body 236 and forming a chamber 250 with the front opening for receiving the ESC module 178. The body 236 also includes a pair of upper channels or grooves 252 and a pair of lower channels or grooves 254 for sliding in and coupling the battery assembly 156.

[0153] Fig.13H 2 is a schematic cross-sectional view of the base structure 232. As shown, the body 236 of the base structure 232 includes three sets of electrical contact terminals 262, 264 and 266 surrounding the cavity 250.

[0154] A first set of electrical contact terminals 262 extend from the circular recess 238 into the cavity 250 for contacting corresponding electrical terminals of the motor 136 to be located thereover (in the Fig.13H Not shown; see Fig.15 ) is electrically coupled to corresponding electrical terminals of the ESC module 178 to be located below it (at Fig.13H Not shown; see Fig.15 ). Thus, the first set of electrical contact terminals 262 is configured to electrically couple the motor 136 to the ESC module 178.

[0155] A second set of electrical contact terminals 264 are located at the proximal end 244' of the chamber 250 for electrically coupling to corresponding electrical terminals (at the Fig.13H Not shown; see Fig.15 The second set of electrical contact terminals 264 are also electrically coupled to a set of conductive wires 268 extending through the arm connector and the connecting arm 106 (at Fig.13HNot shown; see Fig.15 ) arrives at the central unit 102 and is electrically coupled to the flight control module 184 (similar to Figure 5 and Figure 6 , described in more detail later). Thus, the second set of electrical contact terminals 264 and wires 268 are configured to electrically couple the ESC module 178 to the central control circuit 182 in the central unit 102.

[0156] The third set of electrical terminals 266 are positioned proximate or adjacent to the proximal end 244' of the upper channel 252 for electrically coupling to corresponding electrical terminals of the battery assembly 156 (at Fig.13H Not shown; see Fig.15 The third set of electrical contact terminals 266 is also electrically coupled to a set of conductive wires 270 extending through the arm connector and the connecting arm 106 (at Fig.13H Not shown; see Fig.15 ) reaches the central unit 102 and is electrically coupled to the power balancing board 186 of the central control circuit 182 in the central unit (see Figure 6 and Figure 7 ). Thus, the third set of electrical contact terminals 266 and wires 270 are configured to electrically couple the battery assembly 156 to the central control circuit 182 in the central unit 102.

[0157] FIG. 14A to FIG. 14E The battery housing 234 of the battery assembly 156 is shown. In this embodiment, the battery housing 234 is made of a rigid material such as steel, rigid plastic, etc. The battery housing 234 includes a head portion 282 and a body 284. The head portion 282 includes a pair of upper rails or ridges 286 that match the upper channel 252 of the base structure 232, and a pair of lower rails or ridges 288 that match the lower channel 254 of the base structure. The body 284 of the battery housing 234 has a hollow chamber 290 and a removable bottom wall 292 for receiving one or more battery cells 158. In another embodiment, the battery housing 234 includes a fixed bottom wall 292 and a removable head portion 282.

[0158] Fig.14E 2 is a schematic cross-sectional view of the battery housing 234. As shown, the head portion 282 of the battery housing 234 includes three sets of electrical contact terminals 302, 304 and 306 that are electrically interconnected to each other via suitable wiring 308.

[0159] The first set of electrical contact terminals 302 is configured to be electrically coupled to a battery cell in the battery cell's cavity 290. The second set of electrical contact terminals 304 is configured to be electrically coupled to the ESC module 178 to be located above it. The third set of electrical contact terminals 306 is configured to be electrically coupled to the third set of electrical terminals 266 in the base structure 232.

[0160] See again Fig.12 To assemble the aircraft 100 , the propeller 138 is coupled to the shaft of the electric motor 136 , which is mounted to the base structure 232 by suitable fastening members (such as screws, nails, glue, etc.). The ESC module 178 is slid into the cavity 250 of the base structure 232 .

[0161] To assemble the battery assembly 156, a group of battery cells 158 are inserted into the battery housing via the removable bottom wall 292 of the battery housing 234. The assembled battery assembly 156 is then coupled to the base structure 232 by sliding the head portion 282 of the battery housing 234 into the base structure 232 and engaging the tracks 286 and 288 of the head portion 282 with the channels 252 and 254, respectively. After the motor 136, the ESC module 178 and the battery assembly 156 are mounted to the base structure 232, they are also electrically interconnected. Subsequently, the connecting arm 106 is coupled to the arm connector of the base structure 232, and the wiring 268 and 270 are extended through the connecting arm 106 for connection to the center unit 102. The rotor unit 104 is thus assembled.

[0162] After assembling the desired number of rotor units 104 (such as in Fig.10 After the rotor units 104 are assembled (four rotor units 104 in the example shown in FIG. 1 ), each assembled rotor unit 104 is coupled to the central unit 102 by electrically coupling the wiring 268 and 270 to corresponding electrical connectors (not shown) of the central unit 102, and then mounting the connecting arm 106 to the central unit 102. The aircraft 100 is then assembled. Fig.10 As shown in , in addition to providing power to the various components, the battery assembly 156 can also act as a support leg.

[0163] Fig.15 1 is a schematic cross-sectional view of a portion of the rotor unit 104 with the motor 136, ESC module 178, and battery assembly 156 mounted to the base structure 232, for illustrating their electrical connections. As shown, the ESC module 178 includes three sets of electrical terminals 322, 324, and 326, for receiving power from the battery assembly 156, powering and communicating with the electric motor 136, and communicating with the central control circuit 182, respectively.

[0164] The first set of electrical terminals 322 are located on the bottom wall of the ESC module 178 and are in electrical contact with the second set of electrical terminals 304 of the battery assembly 156 , which are then electrically coupled to the battery cells 158 .

[0165] The second set of electrical terminals 324 are located on a top wall of the ESC module 178 and are in electrical contact with the first set of electrical terminals 262 of the base structure 232 , which are then electrically coupled to corresponding electrical terminals (not shown) of the electric motor 136 .

[0166] The third set of electrical terminals 326 are located on the rear wall of the base structure 232 and are in electrical contact with the second set of electrical terminals 324 of the base structure, which are then electrically coupled to the central control circuit 182 in the central unit 102 via conductive wiring 268 as described above.

[0167] The first set of electrical terminals 302 of the battery assembly 156 are electrically coupled to the battery cells 158. The second set of electrical terminals 304 of the battery assembly 156 are electrically coupled to the electrical terminals 322 of the ESC module 178. The third set of electrical terminals 306 of the battery assembly 156 are electrically coupled to the third set of electrical terminals 266 of the base structure 232, which are then electrically coupled to the central control circuit 182 in the central unit 102 via the conductive wiring 270, as described above.

[0168] In this manner, the battery assembly 156 provides power to the electric motor 136 via the ESC module 178 and to the central control circuit 182 (see FIG. Figure 5 and Figure 6 The central control circuit 182 in the central unit 102 communicates with the ESC module 178 via wires 268 for regulating the operation of the electric motor 136.

[0169] Fig.16 An alternative embodiment of the aircraft 100 is shown. The aircraft 100 in this embodiment is a so-called "hexacopter" and is similar to the Fig.10 , except that the aircraft 100 in this embodiment includes one central unit 102 having a cargo hold (not shown), and six (6) rotor units 104.

[0170] Fig.17 Another embodiment of the aircraft 100 is shown. The aircraft 100 in this embodiment is a so-called "octocopter" and is similar to the aircraft 100 in FIG. Fig.10 , except that the aircraft 100 in this embodiment includes one central unit 102 having a cargo hold (not shown), and eight (8) rotor units 104.

[0171] In the above embodiments, each rotor unit 104 includes a battery assembly 156. The aircraft 100 in these embodiments has the advantage of a substantially uniform weight distribution. In some alternative embodiments, some rotor units 104 may not include any battery assembly.

[0172] For example, in Fig.18 In one embodiment shown in FIG. 1 , the octocopter 100 includes four rotor units 104A each having a battery assembly 156 and four rotor units 104B without a battery assembly, wherein the eight rotor units 104A and 104B are evenly arranged circumferentially around the central unit 102. Each rotor unit 104A having a battery assembly is circumferentially located between a pair of adjacent rotor units 104B without a battery assembly.

[0173] In the above embodiments, each battery assembly 156 also serves as a support leg. In some embodiments, including those described above, one or more support legs may each include a battery assembly 156 (and optionally other components, such as wheels), wherein the battery assembly 156 may be enclosed in the support leg (and thus serve as a support leg), be part of the support leg, or be attached to, mounted to, or otherwise coupled to the support leg.

[0174] In some embodiments, one or more battery assemblies may extend downwardly from at least one of the one or more propulsion modules, however, the one or more battery assemblies do not serve as support legs. For example, such one or more battery assemblies may be shorter than other battery assemblies and / or support legs and therefore do not serve as support legs.

[0175] In such Fig.19A In some embodiments shown in , each rotor unit 104 of the aircraft 100 includes a support leg 402. The battery assembly 156 is coupled to the support leg 402 as a horizontal crossbar. In these embodiments, the connecting arm 106, the battery assembly 156, and the support leg 402 form a compartment 122 for receiving items therein.

[0176] In such Fig.19B In some embodiments shown in FIG. 1 , each rotor unit 104 of the aircraft 100 includes a support leg 402. The battery assembly 156 is coupled to the base structure 232 of the rotor unit 104 as a horizontal connecting arm 106. In these embodiments, the battery assembly 156 (also serving as a connecting arm 106) and the support leg 402 enclose a space for a receiving cabin (not shown).

[0177] In such Fig.19CIn some embodiments shown in , each rotor unit 104 of the aircraft 100 includes a support leg 402. A plurality of connecting arms 106 are coupled between the base structures 232, between the base structures 232 and the center unit 102, and / or between the support legs 402 to form a cage 382. The frame of the cage 382 (such as the connecting arms 106 and the support legs 402) or any suitable portion thereof may include a battery assembly 156.

[0178] In some embodiments, the central unit 102 includes a cage 382 formed by a frame that is separate from the connecting arms 106 and the supporting legs 402. The frame, or any suitable portion thereof, may include the battery assembly 156.

[0179] In such Fig.19D In some embodiments shown in , the cabin 122 includes a plurality of sensors and / or electrical devices located therein. A plurality of rotor units 104 are coupled to the lower portion of the cabin 122 of the central unit 102. At least a portion of the sensors and electrical components that are sensitive to electromagnetic interference are arranged on a distal portion 384 of the cabin 122 (such as a top or upper portion of the cabin 122). The cabin 122 also includes a battery assembly 156 on its proximal portion 386 (such as a bottom or lower portion of the cabin 122 below the bottom plate 388), so that the battery assembly 156 is a sufficient distance from the sensors and electrical components to avoid electromagnetic interference therewith.

[0180] In such Fig.19E In some embodiments shown in , the central unit 102 also includes a cage 390 located below the cabin 122. The cage 390 can be formed in a similar manner to the cage 282 described above, such as formed by the connecting arm 106 and / or the support leg 402, or alternatively formed by a frame separate from the connecting arm 106 and the support leg 402. The cage 390 or any suitable portion thereof can include the battery assembly 156, so that the battery assembly 156 is a sufficient distance from the sensors and electrical components to avoid electromagnetic interference therewith. In some embodiments, the battery assembly 156 can be located within the cage 390.

[0181] Fig.19F The aircraft 100 is shown in some alternative embodiments. The aircraft 100 in these embodiments is similar to the Fig.19D , except that in these embodiments, the rotor unit 104 is coupled to the upper portion of the cabin 122 of the central unit 102. Fig.19DIn the aircraft shown in FIG. 1 , at least a portion of the sensors and electrical components that are sensitive to electromagnetic interference are arranged on a distal portion 384 of the cabin 122 (such as a top or upper portion of the cabin 122). The cabin 122 also includes a battery assembly 156 on its proximal portion 386 (such as a lower portion of the cabin 122 below the floor 388), so that the battery assembly 156 is a sufficient distance away from the sensors and electrical components to avoid electromagnetic interference therewith. Fig.19D Compared to the aircraft shown in FIG. 1 , the aircraft 100 in these embodiments has the following advantages: electrical components such as the central control circuit 182 are located close to the ESC module 178 and the motor 136. Therefore, the central control circuit 182 can be connected to the ESC module 178 and the motor 136 using short wiring with reduced electrical noise and / or interference.

[0182] In the above embodiments, the central control circuit 182 is powered by the battery assembly 156. In some alternative embodiments, the central control circuit 182 includes its own battery or suitable power source and does not require any power from the battery assembly 156.

[0183] In the above embodiments, battery assemblies 156 are in a vertical or horizontal orientation when assembled to aircraft 100. In some alternative embodiments, some or all battery assemblies 156 may be in an inclined orientation (ie, their angle relative to the horizontal is between 0° and 90°) when assembled.

[0184] FIG. 20A to FIG. 22E Various configurations of the battery assembly 156 in some alternative embodiments are shown. Fig. 20A In one embodiment shown in FIG. 1 , the rotor unit 104 is similar to that in FIG. Fig.11 2, wherein the battery assembly 156 of the rotor unit 104 extends downwardly from the base structure 232. However, in this embodiment, the battery assembly 156 has a short length and is not configured to act as a support leg. The aircraft 100 in this embodiment includes a separate support leg (not shown).

[0185] In such Fig. 20B In one embodiment shown in , the battery assembly 156 of the rotor unit 104 extends downwardly from the connecting arm 106 at a sufficient distance from the center unit (not shown) at a location spaced apart from or close to or adjacent to the base structure 232 and the rotor assembly 134. In this embodiment, the battery assembly 156 is also configured to act as a support leg.

[0186] In such Fig. 20CIn one embodiment shown in , the battery assembly 156 of the rotor unit 104 extends horizontally rearward from the base structure 232 toward the proximal end 404 of the rotor unit 104 and is coupled to the top of the connecting arm 106 using suitable fastening members (such as screws, glue, welding, etc.).

[0187] In such Fig.20D In one embodiment shown in , the battery assembly 156 of the rotor unit 104 extends horizontally rearward from the base structure 232 toward the proximal end 404 of the rotor unit 104 and is coupled to the bottom of the connecting arm 106 using suitable fastening members (such as screws, glue, welding, etc.).

[0188] FIG. 21A to FIG. 21C The configuration of the battery assembly 156 in an alternative embodiment is shown. Fig.21A is a side view of the rotor 104 . Fig.21B is a rear view of the rotor 104 viewed from the rear side indicated by arrow 244". Fig. 21C is a perspective view of the rotor 104. As shown, the battery assembly 156 in this embodiment extends horizontally rearward from the base structure 232 toward the proximal end 404 of the rotor unit 104 and is coupled to the lateral sides of the connecting arm 106 using suitable fastening members (such as screws, glue, welding, etc.).

[0189] In such Fig.22A In one embodiment shown in , the battery assembly 156 of the rotor unit 104 includes a plurality of battery cells (also indicated as 156) extending horizontally rearwardly from the base structure 232 toward the proximal end 404 of the rotor unit 104 and coupled to the connecting arm 106 circumferentially around the connecting arm using suitable fastening members (such as screws, glue, welding, etc.).

[0190] In such Fig. 22B In one embodiment shown in FIG. 4 , the battery assembly 156 includes a longitudinal bore and extends horizontally rearward from the base structure 232 toward the proximal end 404 of the rotor unit 104. The connecting arm 106 extends rearward from the base structure 232 through the longitudinal bore of the battery assembly 156 and is coupled to the center unit (not shown). In other words, the battery assembly 156 extends horizontally rearward from the base structure and circumferentially around the connecting arm 106.

[0191] In such Fig. 22CIn one embodiment shown in FIG. 1 , the battery assembly 156 includes two battery cells 156-1 and 156-2. The battery cell 156-1 extends horizontally forward from the base structure 232 away from the proximal end 404 of the rotor unit 104. The battery cell 156-2 includes a longitudinal bore and extends horizontally rearward from the base structure 232 toward the proximal end 404 of the rotor unit 104. The connecting arm 106 extends horizontally rearward from the base structure 232 through the longitudinal bore of the battery assembly 156 and is coupled to the center unit (not shown).

[0192] In such Fig.22D In one embodiment shown in FIG. 1 , the battery assembly 156 may be received in or integrated with the base structure 232 .

[0193] In such Fig.22E In one embodiment shown in FIG. 1 , the battery assembly 156 may be received in or integrated with the connecting arm 106 .

[0194] In the above embodiments, each rotor unit 104 includes a rotor assembly 134 configured as a puller having blades 138 located above an electric motor 136. In some embodiments, at least some of the rotor units 104 include rotor assemblies 134 configured as pushers having their propellers or blades 138 located below the corresponding electric motor 110.

[0195] For example, in Fig.23A In one embodiment shown in , the rotor assembly 134 is configured as a pusher and the battery assembly 156 extends upwardly from the base structure 232.

[0196] In such Fig. 23B In one embodiment shown in , the rotor assembly 134 is configured as a pusher. The battery assembly 156 of the rotor unit 104 includes a plurality of battery cells extending rearwardly from the base structure 232 toward the proximal end 404 of the rotor unit 104 and coupled to the connecting arm 106 circumferentially around the connecting arm using suitable fastening members (such as screws, glue, welding, etc.).

[0197] In such Fig.24A and Fig. 24B In some embodiments shown in , one or more rotor units 104 may each include two rotor assemblies 134A and 134B, wherein one rotor assembly 134A is configured as a puller having blades 138 located above the electric motor 136 and the other rotor assembly 134B is configured as a pusher having blades 138 located below the electric motor 136.

[0198] exist Fig.24AIn the embodiment shown in , the battery assembly 156 extends downwardly from the connecting arm 106 at a sufficient distance from the central unit (not shown) at a location spaced apart from or close to or adjacent to the base structure 232 and the rotor assemblies 134 and 134B. In this embodiment, the battery assembly 156 is also configured to act as a support leg.

[0199] exist Fig. 24B In the embodiment shown in FIG. , the battery assembly 156 may be received in or integrated with the base structure 232 .

[0200] In a similar Fig. 24B In one embodiment of the embodiment shown in , the battery assembly 156 can be received in or integrated with the connecting arm 106.

[0201] Although the aircraft 100 includes the power balancing board 186 in the above embodiments, in some alternative embodiments, the aircraft 100 may not include the power balancing board 186. A disadvantage of these embodiments is that the battery components 156 may be consumed at different rates. Because the flight of the aircraft 100 generally exceeds when at least one battery component is exhausted, the flight time of the aircraft 100 without power balancing may be shorter than the flight time of the aircraft 100 with power balancing.

[0202] exist Figures 10 to 15 , the base structure 232 includes a first engagement structure having two pairs of grooves 252 and 254. The battery assembly 156 includes an engageable second engagement structure having two pairs of ridges 286 and 288 that are respectively engageable with the two pairs of grooves 252 and 254 of the base structure 232. In some alternative embodiments, the base structure 232 may include only one pair of grooves, and the battery assembly 156 may include only one pair of ridges that are respectively engageable with the pair of grooves of the base structure 232.

[0203] In some alternative embodiments, the base structure 232 may include three or more pairs of grooves 252 and 254, and the battery assembly 156 includes three or more pairs of ridges 286 and 288 respectively capable of engaging with the three or more pairs of grooves 252 and 254 of the base structure 232.

[0204] In some alternative embodiments, the base structure 232 may include two pairs of ridges, and the battery assembly 156 may include two pairs of grooves that are respectively capable of engaging with the two pairs of ridges of the base structure 232.

[0205] In some alternative embodiments, the base structure 232 may include another number of pairs of ridges, and the battery assembly 156 may include a corresponding number of grooves that are respectively capable of engaging with the ridges of the base structure 232.

[0206] In the above embodiments, each rotor unit 104 is coupled to the central unit 102 via a coupling member 106. In some alternative embodiments, at least one of the rotor units 104 may have a suitable size and shape so that the rotor unit 104 may itself be a coupling member and directly coupled to the central unit 102.

[0207] In such Fig.25 In some alternative embodiments shown in , the aircraft 100 includes a body or housing 442, in which a plurality of components are received. Specifically, the housing 442 receives therein the motor 136, the ESC module 178, the battery assembly 156, the central control circuit 182, and other suitable components (not shown) as described above. Similar to the embodiments described above, the motor 136, the ESC module 178, and the battery assembly 156 are arranged to be close to or adjacent to each other, and the central control circuit 182 is spaced or a distance away from the battery assembly 156.

[0208] The motor 136 includes a shaft that extends out of the housing 442 and is rotatably coupled to the propeller 138. The battery assembly 156 provides power to the motor 136 via the ESC module 178 and also provides power to the central control circuit 182 and its components.

[0209] The central control circuit 182 includes a flight control module 184 that controls the ESC module 178 to adjust the speed of the motor 136 for controlling the flight of the aircraft 100 .

[0210] In such Fig.26 In some alternative embodiments shown in , the battery-powered aircraft 100 is a fixed-wing twin-fuselage drone. The aircraft 100 includes: a main body formed by two fuselages 502, which are coupled by a connecting section 504B in the form of a central wing section; and two side wing sections 504A and 504C, which extend outwardly from the respective fuselages 502. The connecting section 504B includes a passenger or cargo compartment 506.

[0211] Each fuselage 502 receives therein a propulsion module formed by the motor 136 and the ESC 178 around its front end, and a battery assembly 156 arranged close to or adjacent to the propulsion module. The cabin 506 receives therein a central control circuit 182 having a flight control module 304 and a power balancing board 186, as well as other suitable components (not shown) as described above. Thus, the central control circuit 182 is separated from the battery assembly 156.

[0212] Each motor 136 includes a shaft that extends out of the fuselage 502 and is rotatably coupled to the propeller 138. The battery assembly 156 provides power to the motors 110 via the ESC 178 and also provides power to the central control circuit 182 and its components. The electrical interconnection of the components of the aircraft 100 in these embodiments is similar to that in Figure 5 and Figure 6 The electrical interconnections described in .

[0213] Fig. 27 A fixed-wing twin-fuselage aircraft 100 is shown in some alternative embodiments. The aircraft 100 in these embodiments is similar to the Fig.26 , except that in these embodiments, the fuselage 502 does not include any battery assembly. Instead, each wing section 504A, 504C includes a battery assembly 156. Therefore, the central control circuit 182 is separated from the battery assembly 156.

[0214] Fig.28 A fixed-wing twin-fuselage aircraft 100 is shown in some alternative embodiments. The aircraft 100 in these embodiments is similar to the Fig.26 , except that in these embodiments, each fuselage 502 includes a battery assembly 156, and each wing section 504A, 504C also includes a battery assembly 156. Therefore, the central control circuit 182 is separated from the battery assembly 156.

[0215] In such Fig.29 In some alternative embodiments shown in , the battery-powered aircraft 100 is a fixed-wing single-fuselage drone. The aircraft 100 includes a main body formed by a fuselage 502, and two wing sections 504A and 504C extending outwardly from the main body. The fuselage 502 receives therein a propulsion module formed by a motor 136 and an ESC 178 around its front end. The motor 136 includes a shaft that extends forwardly out of the fuselage 502 and is rotatably coupled to the propeller 138. The fuselage 502 also receives therein a central control circuit 182 having a flight controller 304 and a power balancing board 186 around its rear end, as well as other suitable components (not shown) as described above.

[0216] Each of the wing sections 504A and 504C receives the battery assembly 156 therein. Thus, the central control circuit 182 is isolated from the battery assembly 156.

[0217] The battery assembly 156 provides power to the motor 110 via the ESC 178 and also provides power to the central control circuit 182 and its components. The electrical interconnection of the components of the aircraft 100 in these embodiments is similar to that in Figure 5 and Figure 6 The electrical interconnections described in .

[0218] Fig.30 A fixed-wing single-fuselage aircraft 100 is shown in some alternative embodiments. The aircraft 100 in these embodiments is similar to the Fig.29 However, in these embodiments, the central control circuit 182 and its components are located around the rear end of the fuselage 502, such as in the stabilizer 508. In addition, the aircraft 100 in these embodiments includes three battery assemblies 156, two of which are located in the left and right wing sections 504A and 504C, and a third battery assembly 156 is located in the fuselage around the front end of the fuselage 502. Therefore, the central control circuit 182 is separated from the battery assembly 156.

[0219] In the above embodiments, each rotor assembly 134 is functionally coupled to and controlled by an ESC module 178. In some alternative embodiments, the battery-powered aircraft 100 does not include any separate ESC module 178. In these embodiments, the central control circuit 182 includes the necessary components and / or circuits to implement the functions of the ESC module 178 for controlling the rotational speed of the electric motor 136.

[0220] Although in the above embodiments the vehicle 100 includes only one pod 122 as part of the central unit 102 , in some alternative embodiments the vehicle 100 may include a plurality of pods 122 distributed across the central unit 102 and / or at least some of the rotor units 104 .

[0221] In the above embodiments, one or more battery assemblies 156 are located a distance from the central unit 102. Therefore, compared to conventional designs where the battery assembly 156 is installed in the central unit 102 and is a short distance from the electrical components therein, electromagnetic interference caused by the battery assembly 156 to the electrical components in the central unit 102, such as the magnetometer, is significantly reduced or even virtually eliminated.

[0222] Because the battery assembly 156 is positioned close to or adjacent to the electric motor 136 and corresponding ESC module, electrical wiring therebetween is generally short, thereby reducing electrical noise and variations during dynamic motor speed changes.

[0223] Those skilled in the art will appreciate that weight is an important or even critical factor for battery-powered aircraft. By positioning one or more battery assemblies a distance from the central control circuit and close to or adjacent to the propulsion module (and its powertrain), the battery-powered aircraft disclosed herein can achieve weight reduction compared to conventional battery-powered aircraft. In addition, the substantially uniform weight distribution of the battery assemblies on the rotor unit 104 provides increased stability in the operation of the battery-powered aircraft.

[0224] Those skilled in the art will appreciate that in the above embodiments, weight reduction may be achieved by: (i) reducing the weight of structural portions or components of the body of the battery-powered aircraft; and / or (ii) reducing the weight of electrical wiring with shortened lengths.

[0225] For example, in a conventional multi-axis battery-powered aircraft, the central control circuit and the battery are located in the center unit, while the propulsion module is located in the rotor unit. In addition, the payload is usually located below the center unit. When the lifting force is generated at the rotor unit, it is therefore necessary that the structural parts of the body (such as the connecting arm and the center unit (specifically, the structural part of the center unit that receives the connecting arm)) have high strength for accommodating the combined weight of the center unit, which generally implies a high weight requirement for the connecting arm and the center unit.

[0226] On the other hand, by positioning the one or more battery assemblies 156 at a distance from the central control circuit 182 and close to or adjacent to the propulsion module 105, the one or more battery assemblies 156 are located in the rotor unit 104. Because the weight of the one or more battery assemblies 156 is carried by the rotor unit 104, the connecting arm 106 and the center unit 102 do not need to be as strong as the strength of a conventional multi-axis battery-powered aircraft. The weight of the connecting arm 106 and the center unit 102, and thus the weight of the entire battery-powered aircraft 100, can be substantially reduced. Such a weight reduction results in an increased battery weight / aircraft weight ratio.

[0227] Weight reduction of the battery powered aircraft 100 disclosed herein may also be achieved by using reduced length electrical wiring.

[0228] For example, in a multi-axis battery-powered aircraft, the propulsion module 105 receives power signals and control signals from the ESC module 178, and the ESC module 178 in turn receives power from the battery 156. Power wires or cables generally require high currents and are therefore generally thicker (i.e., have a larger gauge) and heavier than signal wires or cables that require only a small current for transmitting control signals.

[0229] In a conventional multi-axis battery-powered aircraft, the central control circuit and battery are located in the center unit, and the propulsion modules are located in the rotor units. The ESC modules may be located in the center unit or in the rotor units. Therefore, long power cables are required between the center unit and the rotor units for transmitting power from the battery at the center unit to the propulsion modules at the multiple rotor units, regardless of where the ESC modules are located.

[0230] On the other hand, in some embodiments of the battery-powered aircraft 100 disclosed herein, the central control circuit 182 is located at the center unit 102 and may have its own power supply, and each rotor unit 104 includes a battery assembly 156, an ESC module 178, and a propulsion module 130 that are close to or adjacent to each other, so that the battery-powered aircraft 100 does not require any power cables between the center unit 102 and the multiple rotor units 104, thereby resulting in weight reduction.

[0231] Although the battery-powered aircraft 100 disclosed herein may require extended signal wires for transmitting control signals, and in some embodiments may require additional signal wires for power balancing such as active power balancing, the added weight of the signal wires may not offset the weight reduction due to shortened power cables because signal wires are generally much lighter than power cables. The weight reduction due to shortened power cables may be more significant for large battery-powered aircraft.

[0232] In some embodiments, passive power balancing is used, where additional power cables may be used to extend from the battery assemblies 156 distributed in the rotor unit 104 to a common connection point in the center unit 102. Because the balancing current is generally much lower than the current required to power the propulsion module 105 and the ESC module 178, the specifications of the power cables used for passive power balancing are smaller than the specifications of the power cables used to power the propulsion module 105 and the ESC module 178. In addition, each power balancing cable may include a smaller number of wires than the power cables, such as two smaller gauge wires in each power balancing cable compared to three larger gauge power wires in each power cable used to power the propulsion module 105 and the ESC module 178. Therefore, the battery-powered aircraft 100 disclosed herein can still achieve weight reduction when using passive power balancing.

[0233] Another advantage of the battery powered aircraft 100 disclosed herein is that by positioning each battery assembly 156 close to or adjacent to a corresponding ESC module 178 (e.g., see Fig.12 and Fig.15 ), shortening the wires between the battery assembly 156 and the ESC module 178, thereby reducing the risk of ESC failure.

[0234] Additionally, by distributing the battery assemblies on or near the rotor unit 104 , different types of battery assemblies may be used with increased battery safety compared to conventional designs where the battery assemblies are mounted in the center unit 102 .

[0235] Although embodiments have been described above with reference to the accompanying drawings, those skilled in the art will appreciate that changes and modifications may be made without departing from the scope thereof as defined by the appended claims.

Claims

1. An electric flying machine, the electric flying machine include: a central unit, the central unit comprising a cabin; a plurality of rotor units coupled to the central unit via one or more connecting arms, wherein each of the plurality of rotor units comprises at least a propeller, a motor for driving the propeller, and an electric speed controller (ESC) module electrically coupled to the motor; one or more battery assemblies, the one or more battery assemblies being used to provide electrical energy to at least corresponding ones of the motors and corresponding ones of the electrical speed controller modules; as well as a plurality of circuit components, the plurality of circuit components comprising a central control circuit and at least one of: a flight control subsystem, a flight management subsystem, a detect and avoid subsystem, or an emergency communication subsystem controlled by the central control circuit, wherein one or more of the plurality of circuit components are received in the central unit; wherein one or more rotor units are functionally coupled to the central control circuit; Each of the one or more battery assemblies extends horizontally along the one or more connecting arms toward a proximal end of a corresponding one of the one or more rotor units, wherein the proximal end is coupled to the central unit.

2. The electric aircraft of claim 1 , wherein a first rotor unit of the plurality of rotor units is configured as a puller located on a front end of the central unit, and a second rotor unit of the plurality of rotor units is configured as a pusher having a corresponding thruster located below a corresponding electric motor. 3 . The electric aircraft of claim 1 , wherein the plurality of rotor units are coupled to an upper portion of the central unit.

4. The electric flying machine of claim 1, wherein the plurality of rotor units are coupled to a lower portion of the central unit.

5. The electric flying machine of claim 1 further comprising a plurality of support legs.

6. The electric flying machine of claim 5, wherein the plurality of support legs comprises a plurality of floating plates.

7. An electric aircraft as claimed in claim 1, wherein the cabin includes a transparent canopy and a control console having one or more display devices, communication devices and input devices for one or more passengers to enter commands.

8. An electric aircraft as described in claim 1, wherein the plurality of circuit components also include one or more backup subsystems, the backup subsystems having at least one of dual redundancy or triple redundancy for at least the flight control subsystem, the detection and avoidance subsystem, and the emergency communication subsystem.

9. The electric aircraft of claim 1, wherein the plurality of circuit components further comprises a backup central control circuit having at least one of dual redundancy or triple redundancy.

10. The electric aircraft of claim 1, wherein the detect and avoid subsystem is configured to maintain real-time communication with at least one of an onboard autopilot and a ground control station.

11. The electric aircraft of claim 1 , wherein the plurality of rotor units are coupled to the central unit via one or more connecting arms in at least one of a quadcopter, a hexacopter, an octocopter, a fixed-wing single fuselage, or a fixed-wing dual fuselage configuration.

12. The electric aircraft of claim 1 further comprising a hybrid powertrain having an engine powered by fossil fuel.

13. The electric flying machine of claim 1, wherein at least one of the plurality of support legs extends downwardly from one of the plurality of rotor units.

14. The electric aircraft of claim 1, wherein at least one of the one or more battery assemblies is received in or integrated with the one or more connecting arms.

15. The electric aircraft of claim 1, wherein the plurality of circuit components further comprises a backup central control circuit.

16. The electric aircraft of claim 1, wherein the plurality of circuit components further comprises one or more sensors, the one or more sensors comprising at least one of a microphone, a visual camera, a video camera, an infrared camera, a light detection and ranging (LIDAR) sensor, a radio frequency (RF) transceiver, a global positioning system (GPS) receiver, an inertial measurement unit (IMU) having an accelerometer and a gyroscope, a barometer, a magnetometer, a temperature sensor, or a radar detector, the one or more sensors being distributed throughout the center unit and the plurality of rotor units.

17. The electric aircraft of claim 1, wherein at least one of the one or more battery components comprises at least one of a metal clad battery, a lithium ion battery, or a lithium ion polymer battery.

18. The electric aircraft of claim 1, wherein the flight control subsystem and the flight management subsystem are configured for automatically controlling and managing flight of the electric aircraft.

19. The electric aircraft of claim 1, wherein the plurality of circuit components further comprises a communication subsystem and a power management subsystem.

20. The electric aircraft of claim 1, wherein the plurality of circuit components further comprises a climate control subsystem, a furniture control subsystem, an entertainment subsystem, and a reservation and payment subsystem.

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