Terrain adaptive eVTOL aircraft with land and water forced landing capability

Abstract

The invention discloses a terrain adaptive eVTOL aircraft with land and water forced landing capability, and relates to the field of electric vertical take-off and landing aircrafts. The eVTOL aircraft has the rugged terrain and water surface take-off and landing capacity, and can safely land on the water surface and the land, so that the environment and terrain adaptability of the eVTOL aircraft is expanded while the take-off and landing safety is fully guaranteed. The aircraft sequentially comprises a lift system, a cockpit and a landing system from top to bottom, the lift system adopts a twelve-rotor structure, an anti-crash seat is arranged in the cockpit, and the landing system is a self-adaptive landing gear. The attitude of the aircraft is ensured to be stable when the aircraft lands under the rugged terrain condition, so that the aircraft adapts to different terrains, and the limitation of take-off and landing surfaces is overcome. And during forced landing on the water surface, necessary buoyancy support can be provided for the aircraft, so that the aircraft can stably float on the water surface to realize safe landing.

Description

Technical Field

[0001] The present invention relates to the fields of electric vertical take-off and landing (eVTOL) aircraft, adaptive take-off and landing, etc., and particularly relates to a terrain-adaptive eVTOL aircraft with the ability of water and land emergency landing. Background Art

[0002] China's low-altitude economy is in a booming development stage. As a core technology in this field, eVTOL aircraft have rapidly emerged due to their advantages such as low noise, environmental protection, easy maintenance, economy, and relatively low manufacturing and usage costs, and have been widely used in many fields such as tourism sightseeing and urban commuting. For eVTOL aircraft, a safe and stable landing process is crucial. At present, eVTOL aircraft mainly use wheeled and skid-type landing gears. These designs can ensure a smooth landing at the airport, but when facing non-special landing scenarios such as rough natural roads and water surfaces, their take-off and landing adaptability and safety cannot be fully guaranteed. When facing these landing scenarios, eVTOL may face risks such as inability to take off and land smoothly and loss of control of the aircraft body attitude, which may lead to serious accidents and losses of life and property. At the same time, when a power system failure occurs during flight, the aircraft lacks relevant countermeasures and it is difficult to ensure the safety of passengers.

[0003] In order to overcome various difficulties faced by aircraft, the existing published aircraft design schemes have made certain innovations in different aspects. For example: "An Electric Flight System" with the publication number CN119429145A proposes to combine eVTOL with a transportation track and a flatbed transporter to facilitate the take-off and landing of eVTOL aircraft at any time. However, its take-off and landing locations are still restricted by the transportation track and cannot cover terrains that the transportation track cannot reach.

[0004] "A Shipborne Helicopter Main and Passive Adaptive Landing Gear and Its Usage Method" with the publication number CN117944876A proposes a design scheme for a helicopter adaptive landing gear. By driving the control motor of the active leg and the passive adjustment of the passive leg, the helicopter can land in different terrain conditions. Although the adaptive ability is improved, it lacks the ability of emergency landing. It is slightly insufficient in aspects such as landing and anti-crash when the power fails.

[0005] "A Helicopter Anti-Crash Seat Based on Magnetorheological Dampers" with the publication number CN109703762A proposes to install magnetorheological dampers on the seat to absorb the load during a fall, although it meets the anti-crash requirements during a low-altitude emergency landing, its buffering effect is limited and it is still insufficient for the huge kinetic energy during a high-altitude emergency landing.

[0006] Generally speaking, the above-mentioned patented technologies have respectively carried out innovative explorations in different dimensions such as terrain adaptability and low-altitude forced landing, and each proposed solutions to specific problems such as complex terrain adaptability and low-altitude buffer forced landing in the aircraft takeoff and landing scenarios. However, the existing improvements show the characteristics of technological dispersion, and do not systematically integrate advantageous technologies such as terrain adaptive adjustment and emergency forced landing ability, resulting in a lack of corresponding emergency plans and technical means when dealing with scenarios such as full coverage of complex terrain and sudden power failure. Summary of the Invention

[0007] In view of the above problems, the present invention proposes a terrain-adaptive eVTOL aircraft with water and land forced landing capabilities. This aircraft has the ability to take off and land on rough terrain and water surfaces, and can achieve safe landings on both water and land, thus expanding the environmental and terrain adaptability of eVTOL aircraft while fully ensuring takeoff and landing safety.

[0008] The technical solution of the present invention is as follows: The aircraft sequentially includes a lift system, a cockpit, and a landing gear system from top to bottom. The lift system adopts a twelve-rotor configuration. The cockpit is equipped with an anti-crash seat 200, and the landing gear system is an adaptive landing gear 300; The anti-crash seat 200 is directly installed on the adaptive landing gear 300; Regarding the landing gear system: As Figure 7 shown, the adaptive landing gear 300 includes a central float chamber 301, a support arm 302, and a foot end 303, all of which are hollow structures. The central float chamber 301 is box-shaped. There are four support arms 302, symmetrically hinged around the central float chamber 301. The ends of the support arms 302 are all hinged with a foot end 303, and a spherical gasket is installed at the bottom of the foot end 303; The adaptive landing gear 300 includes an inner servo for controlling the rotation of the support arm 302 and an outer servo for controlling the rotation of the foot end. The housing of the inner servo is fixedly installed in the central float chamber 301, and its output end is fixedly connected to the support arm 302. The housing of the outer servo is fixedly installed in the support arm 302, and its output end is fixedly connected to the foot end 303. The rotation angle of the support arm 302 is adjusted by the inner servo, and the foot end 303 is controlled to maintain a vertical state by the outer servo.

[0009] Regarding the lift system: The lift system includes a rotor bracket 102, rotors 103, an electronic speed controller 104, a motor 108, and a power battery 105. The rotor bracket 102 is in a cross-symmetrical shape. The root of the rotor 103 is rotatably connected to the rotor bracket 102, and multiple rotors 103 are arranged in an array. The housing of the motor 108 corresponding to each rotor 103 is fixedly installed on the rotor bracket 102, and its output shaft is connected to the root of the rotor 103 to drive the rotor 103 to rotate through the motor 108. The electronic speed controller 104 corresponding to each motor 108 is also fixedly installed on the rotor bracket 102 and is connected to the motor 108 to regulate the speed of the motor 108 through the electronic speed controller 104. There are two groups of power batteries 105, which are arranged vertically and fixed to the back of the cockpit to supply power to each electronic speed controller 104 and motor 108 through the power battery 105.

[0010] As Figure 5 shown, a crash landing system is also provided at the central position of the rotor bracket 102. The crash landing system includes a crash landing parachute compartment 101 and a parachute 110. The parachute 110 is placed inside the crash landing parachute compartment 101. When an accident occurs and the power system fails, the parachute 110 can be released from the crash landing parachute compartment to slow down the landing speed and ensure the safety of passengers.

[0011] Regarding the cockpit: As Figure 5 shown, the front side, left and right sides, and bottom of the cockpit are all designed with hollow-outs, and a bracket is fixedly installed on the front side. A display screen 107 and a control joystick 106 are provided inside the cockpit. The display screen 107 is fixedly connected to the middle of the bracket to provide the attitude of the aircraft in real time. The control joystick 106 is fixedly installed on the right side inside the cockpit to control the flight of the aircraft through the operation of the joystick 107, and to control the parachute 110 in the crash landing system and the support arms 302 and foot ends 303 in the landing gear system.

[0012] As Figure 6 shown, the anti-crash seat 200 includes a seat body 201, a seat basin connection unit 202, a shock-absorbing platform 210, and shock-absorbing tie rods 204. There are two horizontally arranged main beams 220 under the seat body 201, which are respectively fixedly connected to the first connection point 221 and the second connection point 222 on the seat basin connection unit 202. The shock-absorbing platform 210 is fixedly connected to the landing gear system at the bottom of the cockpit and is connected to the bottom of the seat basin connection unit 202 to enhance the anti-impact and shock-absorbing capabilities of the seat body 201; Two sets of shock-absorbing tie rods 204 are symmetrically arranged on both sides of the seat body 201. One end of the shock-absorbing tie rod 204 is fixed to the second connection point of the seat basin connection unit 202 through a universal joint, and the other end is fixed to the rear side of the cockpit through a universal joint.

[0013] The shock-absorbing platform 210 includes a moving platform 211, a shock-absorbing component 212, and a static platform 213 that are connected in sequence from top to bottom. The shock-absorbing component 212 is a plurality of shock-absorbing rods arranged crosswise. The moving platform 211 is fixedly connected to the seat basin connection unit 202, and the static platform 213 is fixedly installed in the landing gear system.

[0014] The beneficial effects of the present invention are as follows: First, the eVTOL aircraft proposed by the present invention has an adaptive landing gear, which can adjust its attitude according to terrain conditions, ensuring a stable attitude of the aircraft during landing under rough terrain conditions, thereby adapting to different terrains and overcoming the limitations of the takeoff and landing surface.

[0015] Second, each part of the leg-type landing gear designed by the present invention adopts a hollow structure. This design not only effectively reduces the weight ratio of the takeoff and landing device, but also provides necessary buoyancy support for the aircraft during a water landing, enabling the aircraft to float smoothly on the water surface for a safe landing.

[0016] Third, the eVTOL aircraft proposed by the present invention has an emergency landing system and an anti-crash seat. When the power system fails, the speed can be reduced by releasing a parachute at high altitude, and landing can be achieved through the landing gear and buffer at low altitude, enabling safe emergency landings whether the power failure occurs at low altitude or high altitude. Description of the Drawings

[0017] Figure 1 is a schematic structural diagram of an embodiment of the present invention; Figure 2 is a schematic diagram of the landing attitude on non-flat terrain of an embodiment of the present invention; Figure 3 is a schematic diagram of a water landing of an embodiment of the present invention; Figure 4 is a schematic diagram of a parachute emergency landing of an embodiment of the present invention; Figure 5 is a schematic diagram of the fuselage of an embodiment of the present invention; Figure 6 is a schematic diagram of the anti-crash seat of an embodiment of the present invention; Figure 7 is a schematic diagram of the adaptive landing gear of an embodiment of the present invention; Figure 8 is a comparison diagram of the buffer before and after of an embodiment of the present invention.

[0018] In the figure: 100 - fuselage, 200 - anti - crash seat, 300 - adaptive landing gear; 101 - emergency parachute compartment, 102 - rotor support, 103 - rotor, 104 - electronic speed controller, 105 - power battery, 106 - control joystick, 107 - display screen, 108 - motor, 201 - seat body, 202 - seat pan connection unit, 203 - universal joint, 204 - shock - absorbing pull rod, 210 - shock - absorbing platform, 211 - moving platform, 212 - shock - absorbing component, 213 - static platform, 220 - horizontally - placed main beam, 221 - first connection point, 222 - second connection point, 301 - central floating cabin, 302 - arm, 303 - foot end, 304 - spherical gasket. Detailed implementation mode

[0019] To clearly illustrate the technical features of this patent, the following will elaborate on this patent in detail through specific implementation modes and in combination with its attached drawings.

[0020] As Figure 1 shown, the aircraft sequentially includes a lift system, a cockpit, and a landing system from top to bottom. The lift system adopts a twelve - rotor configuration. The cockpit is internally provided with an anti - crash seat 200. The landing system is an adaptive landing gear 300. The anti - crash seat 200 is directly installed on the adaptive landing gear 300. Specifically, the proposed adaptive eVTOL aircraft of the present invention has a fuselage. The fuselage 100 includes a lift system and a cockpit. The lift system is located at the upper part of the fuselage 100 and adopts a twelve - rotor configuration. The cockpit is located in the middle of the fuselage and forms the main body of the fuselage, adopting a single - person and single - seat layout, and is internally provided with an anti - crash seat 200. The adaptive landing gear 300 is located at the bottom of the fuselage, with a central floating cabin 301 as the main body and four legs extending outward, adopting a hollow configuration.

[0021] Regarding the lift system: The lift system includes a rotor support 102, rotors 103, an electronic speed controller 104, motors 108, and a power battery 105. The rotor support 102 is in a cross - symmetric shape. The root of the rotor 103 is rotatably connected to the rotor support 102, and multiple rotors 103 are distributed in an array. The housing of the motor 108 corresponding to each rotor 103 is fixedly installed on the rotor support 102, and its output shaft is connected to the root of the rotor 103 to drive the rotor 103 to rotate through the motor 108. The electronic speed controller 104 corresponding to each motor 108 is also fixedly installed on the rotor support 102 and is connected to the motor 108 to regulate the rotation speed of the motor 108 through the electronic speed controller 104. There are two groups of power batteries 105, which are vertically arranged and fixed to the back of the cockpit to supply power to each electronic speed controller 104 and motor 108.

[0022] Specifically, the lift system includes a rotor support 102, rotors 103, electronic speed controllers 104, motors 108, and a power battery 105. The rotor support 102 is in a cross-symmetrical shape. There are twelve rotors 103 and twelve motors 108, which are arranged on the top of the rotor support 102. The twelve rotors work together to provide power for the aircraft. There are twelve electronic speed controllers 104, which are correspondingly installed on the sides of the rotor support 102 and connected to the motors 108 at the bottoms of the rotors 103, and are used to adjust the rotation speed of each rotor 103 and change the flight direction of the aircraft. There are two groups of the power battery 105, which are vertically arranged and fixed on the back of the cockpit, providing power for the entire flight system and other electronic devices.

[0023] In addition, as Figure 5 shown, a crash landing system is also provided at the central position of the rotor support 102. The crash landing system includes a crash landing parachute compartment 101 and a parachute 110. The parachute 110 is placed inside the crash landing parachute compartment 101. When an accident occurs and the power system fails, the parachute 110 can be released from the crash landing parachute compartment to slow down the landing speed and ensure the safety of the passengers.

[0024] Regarding the cockpit: As Figure 5 shown, the front side, left and right sides, and the bottom of the cockpit are all designed with hollow-outs, and a bracket is fixedly installed on the front side. A display screen 107 and a control joystick 106 are provided inside the cockpit. The display screen 107 is fixedly connected to the middle of the bracket, providing the attitude of the aircraft in real time. The control joystick 106 is fixedly installed on the right side inside the cockpit. By operating the joystick 107, the flight of the aircraft can be controlled, and the parachute 110 in the crash landing system, as well as the support arms 302 and foot ends 303 in the landing gear system, can be controlled.

[0025] As Figure 6 shown, the anti-crash seat 200 includes a seat body 201, a seat basin connection unit 202, a shock-absorbing platform 210, and shock-absorbing tie rods 204. There are two horizontally arranged main beams 220 under the seat body 201, which are respectively fixedly connected to the first connection point 221 and the second connection point 222 on the seat basin connection unit 202. The shock-absorbing platform 210 is fixedly connected to the landing gear system at the bottom of the cockpit and is connected to the bottom of the seat basin connection unit 202 to enhance the anti-impact and shock-absorbing capabilities of the seat body 201; Two sets of shock-absorbing tie rods 204 are symmetrically arranged on both sides of the seat body 201. One end of the shock-absorbing tie rod 204 is fixed to the second connection point of the seat basin connection unit 202 through a universal joint, and the other end is fixed to the rear side of the cockpit through a universal joint.

[0026] The shock-absorbing platform 210 includes a moving platform 211, a shock-absorbing component 212, and a static platform 213 that are connected in sequence from top to bottom. The shock-absorbing component 212 is a plurality of shock-absorbing rods arranged in a cross pattern. The moving platform 211 is fixedly connected to the seat basin connection unit 202, and the static platform 213 is fixedly installed in the landing system.

[0027] Specifically, the shock-absorbing platform 210 is divided into three layers, which are the moving platform 211, the shock-absorbing component 212, and the static platform 213 from top to bottom. The shock-absorbing component 212 includes six shock-absorbing rods. The upper side of the moving platform 211 is fixedly connected to the seat basin connection unit 202. The upper and lower ends of the shock-absorbing component 212 are respectively connected to the moving platform 211 and the static platform 213 through universal joints 203. The universal joints 203 are divided into two groups of six in total. Each group of universal joints 203 is arranged in a hexagonal structure on the inner sides of the moving platform 211 and the static platform 213 and is staggered by a certain angle. The static platform 213 is fixed inside the central floating bin 301. This structure not only enables the shock-absorbing platform to have good buffering ability in the vertical direction, but also has good anti-interference ability in the horizontal direction, making the seat more stable during buffering.

[0028] Regarding the landing system: As Figure 7 shown, the adaptive landing gear 300 includes a central floating bin 301, a support arm 302, and a foot end 303, all of which are hollow structures. The central floating bin 301 is box-shaped. There are four support arms 302, which are symmetrically hinged around the central floating bin 301. The ends of the support arms 302 are all hinged with foot ends 303, and spherical gaskets are installed at the bottoms of the foot ends 303; The adaptive landing gear 300 includes an inner servo for controlling the rotation of the support arm 302 and an outer servo for controlling the rotation of the foot end. The housing of the inner servo is fixedly installed in the central floating bin 301, and its output end is fixedly connected to the support arm 302. The housing of the outer servo is fixedly installed in the support arm 302, and its output end is fixedly connected to the foot end 303. The rotation angle of the support arm 302 is adjusted by the inner servo, and the foot end 303 is controlled to maintain a vertical state by the outer servo.

[0029] The hollow design of the adaptive landing gear 300 not only effectively reduces the weight ratio of the landing device, but also provides necessary buoyancy support for the aircraft during a water landing, enabling the aircraft to float smoothly on the water and achieve a safe landing; the central floating bin 301 is box-shaped, there are four support arms 302, which are symmetrically hinged on both sides of the central floating bin 301, and the ends of the support arms 302 are all hinged with foot ends 303 to ensure the stability of the aircraft during landing. Spherical gaskets are installed at the bottoms of the foot ends 303 to increase the friction with the ground.

[0030] When landing on uneven land such as slopes, the boom 302 and the foot end 303 can be controlled by operating the joystick 106, and the attitude can be adjusted according to the terrain conditions, so as to adapt to different terrains and overcome the limitations of the takeoff and landing surface; the landing schematic diagram is as shown in Figure 2 shown; if the landing site is on the water surface, the boom 302 and the foot end 303 can be fully extended by operating the handle. On the one hand, it ensures the stability of the aircraft, and on the other hand, the buoyancy provided by the hollow structure enables the aircraft to float on the water surface. The landing schematic diagram is as shown in Figure 3 shown; when the eVTOL aircraft fails and the power system fails, a parachute 110 can be released through the crash landing parachute compartment 101 at high altitude to slow down the speed. The crash landing schematic diagram is as shown in Figure 4 shown; at low altitude, it can rely on the adaptive landing gear 300 and the shock absorption platform 210 for landing; when contacting the ground, the adaptive landing gear 300 first suffers an impact load for preliminary buffering. When the adaptive landing gear 300 reaches the buffering limit, the shock absorption platform contacts the ground for secondary buffering; at the same time, the shock absorption pull rod 204 of the anti-crash seat 200 also plays a buffering role to ensure the safety of passengers. The comparison before and after buffering is as shown in Figure 8 shown.

[0031] There are many specific implementation ways of the present invention. The above description is only the preferred implementation manner of the present invention. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of the present invention, several improvements can still be made, and these improvements should also be regarded as the protection scope of the present invention.

Claims

1. A terrain adaptive eVTOL aircraft with water and land emergency landing capabilities, characterized in that, The aircraft sequentially includes a lift system, a cockpit, and a landing gear system from top to bottom. The lift system adopts a twelve-rotor configuration. An anti-crash seat (200) is built in the cockpit. The landing gear system is an adaptive landing gear (300). The anti-crash seat (200) is directly mounted on the adaptive landing gear (300). The adaptive landing gear (300) includes a central floating cabin (301), support arms (302), and foot ends (303), all of which are hollow structures. The central floating cabin (301) is box-shaped. There are four support arms (302), which are symmetrically hinged around the central floating cabin (301). Foot ends (303) are hinged to the ends of the support arms (302). A spherical gasket is installed at the bottom of the foot ends (303). The adaptive landing gear (300) includes an inner servo for controlling the rotation of the support arms (302) and an outer servo for controlling the rotation of the foot ends. The housing of the inner servo is fixedly installed in the central floating cabin (301), and its output end is fixedly connected to the support arm (302). The housing of the outer servo is fixedly installed in the support arm (302), and its output end is fixedly connected to the foot end (303). The rotation angle of the support arm (302) is adjusted by the inner servo, and the foot end (303) is controlled to maintain a vertical state by the outer servo.

2. The terrain adaptive eVTOL aircraft with water and land emergency landing capabilities according to claim 1, characterized in that, The lift system includes a rotor bracket (102), rotors (103), electronic speed controllers (104), motors (108), and a power battery (105). The rotor bracket (102) is in a cross-symmetrical shape. The root of the rotor (103) is rotatably connected to the rotor bracket (102), and multiple rotors (103) are distributed in an array. The housing of the motor (108) corresponding to each rotor (103) is fixedly installed on the rotor bracket (102), and its output shaft is connected to the root of the rotor (103). The rotor (103) is driven to rotate by the motor (108). The electronic speed controller (104) corresponding to each motor (108) is also fixedly installed on the rotor bracket (102) and is connected to the motor (108). The rotation speed of the motor (108) is regulated by the electronic speed controller (104). There are two groups of power batteries (105), which are vertically arranged and fixed to the back of the cockpit. The power batteries (105) supply power to each electronic speed controller (104) and motor (108).

3. The terrain-adaptive eVTOL aircraft with water and land emergency landing capabilities according to claim 2, characterized in that, A crash landing system is also provided at the central position of the rotor bracket (102). The crash landing system includes a crash landing parachute cabin (101) and a parachute (110). The parachute (110) is built in the crash landing parachute cabin (101).

4. A terrain-adaptive eVTOL aircraft with water and land emergency landing capabilities according to claim 1, characterized in that, The front side, left and right sides, and bottom of the cockpit are all designed with hollow-outs, and a bracket is fixedly installed on the front side. A display screen (107) and a control joystick (106) are provided inside the cockpit. The display screen (107) is fixedly connected to the middle of the bracket, providing the attitude of the aircraft in real time. The control joystick (106) is fixedly installed on the right side inside the cockpit. The flight of the aircraft is controlled by operating the joystick (107), and the crash landing system and the landing gear system are controlled.

5. The terrain adaptive eVTOL aircraft with water and land emergency landing capabilities according to claim 1, wherein, The anti-crash seat (200) includes a seat body (201), a seat pan connection unit (202), a shock-absorbing platform (210), and a shock-absorbing pull rod (204). Two horizontally arranged main beams (220) are provided below the seat body (201), and are fixedly connected to a first connection point (221) and a second connection point (222) on the seat pan connection unit (202) respectively. The shock-absorbing platform (210) is fixedly connected to the landing system at the bottom of the cockpit and is connected to the bottom of the seat pan connection unit (202). Two sets of shock-absorbing pull rods (204) are symmetrically arranged on both sides of the seat body (201). One end of the shock-absorbing pull rod (204) is fixed to the second connection point of the seat pan connection unit (202) through a universal joint, and the other end is fixed to the rear side of the cockpit through a universal joint.

6. The terrain adaptive eVTOL aircraft with water and land emergency landing capabilities according to claim 5, characterized in that, The shock-absorbing platform (210) includes a moving platform (211), a shock-absorbing component (212), and a static platform (213) that are connected in sequence from top to bottom. The shock-absorbing component (212) is multiple shock-absorbing rods arranged in a cross pattern. The moving platform (211) is fixedly connected to the seat pan connection unit (202), and the static platform (213) is fixedly installed in the landing system.

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