Compact personal aircraft

Abstract

A device includes a frame and a plurality of propellers coupled with the frame, the propellers configured to generate thrust sufficient to hover the device. Blades of each of the plurality of propellers are horizontally arranged, and a first propeller of the plurality of propellers is overlapped with a second propeller in a vertical plane.

Description

Cross-references with related applications

[0001] This application claims priority to the following applications: U.S. Nonprovisional Patent Application No. 18 / 494,650, filed October 25, 2023; and U.S. Provisional Patent Application No. 63 / 443,815, filed February 7, 2023. The entire contents of the above applications are incorporated herein by reference. Technical Field

[0002] This application generally relates to a small personal flying vehicle. Background Technology

[0003] In the late 1970s and early 1980s, many people aspired to achieve powered flight at an affordable cost. To this end, many aviation authorities developed definitions for lightweight, low-speed aircraft, requiring them to meet only the minimum regulatory requirements. The resulting aircraft were often called "ultralight aircraft" or "micro-light aircraft," although the terminology varied from country to country.

[0004] In recent years, advancements in battery chemistry, materials science, electric motors, and motor speed controllers have enabled the practical application of electric propulsion systems for vertical takeoff and landing (VTOL) applications. Previously, achieving long-duration continuous flight in a compact, all-electric configuration was considered infeasible due to insufficient technology to support the high performance and continuous output required for such operations. Furthermore, battery weight was a significant obstacle to adopting electric propulsion in aircraft. With advancements in battery technology, lighter and higher-power solutions have emerged; combined with various design and engineering improvements, sustainable lift and flight on compact platforms have become possible. Summary of the Invention

[0005] Some embodiments described herein relate to a device including a frame and a plurality of propellers coupled to the frame, the propellers being configured to generate sufficient thrust to enable the device to hover. Each of the plurality of propellers has horizontally oriented blades; a first propeller and a second propeller of the plurality of propellers overlap each other in a vertical plane.

[0006] Some embodiments described herein relate to a method of piloting an aircraft, including: standing on the frame of the aircraft; actuating a throttle (throttle device) to command a plurality of propellers to rotate, thereby enabling the aircraft to perform a vertical takeoff while the pilot is standing on the frame; and adjusting the pilot's body posture to reduce and / or deflect airflow into at least a first propeller, thereby tilting the frame toward the direction of the first propeller and producing a corresponding translation.

[0007] Some embodiments described herein relate to a device including a frame. An even number of propellers may be coupled to the frame and configured to generate thrust in the vertical direction to enable the device to hover. The device includes an even number of motors matching the number of propellers, each motor coupled to one or more propellers. One of a plurality of power buses electrically connects one of a plurality of batteries to two of the even number of motors, such that when that battery fails, the remaining batteries continue to supply power to the two motors.

[0008] Some embodiments described herein relate to a device comprising a frame having a central member having a first end and a second end. The frame is configured to support a human pilot in a standing position on its first side. Multiple arms are connectable to the central member. For example, a first portion of a first arm is connectable to a first end of the central member, a first portion of a second arm is connectable to a first end of the central member, and a first end of a third arm is connectable to a second end of the central member. The second ends of each arm are respectively connected to different propellers. The propellers can collectively generate at least 200 pounds of thrust, enabling the frame and pilot to hover. Each arm is detachably or hingedly connected to the central member to allow conversion between an extended configuration and a folded configuration. Brief description of the attached figures

[0009] Please refer to the detailed description below and read in conjunction with the accompanying drawings, where the same reference numerals denote the same parts.

[0010] Figure 1A An exemplary embodiment of a compact personal flying vehicle is shown.

[0011] Figure 1B It shows Figure 1A A 3D view of the bottom of the compact personal flying vehicle shown.

[0012] Figure 2 It shows a method for securing people to Figure 1A and Figure 1B An example of a restraint device in a compact personal flight vehicle.

[0013] Figure 3A The frame for a compact personal flying vehicle is shown.

[0014] Figure 3B An exploded view of the frame used in a compact personal flying vehicle is shown.

[0015] Figure 4 A perspective view of a flexible joint for a flexible frame used in a compact personal flying vehicle is shown.

[0016] Figure 5AA propeller assembly for a compact personal flying vehicle is shown.

[0017] Figure 5B It shows Figure 5A Side view of the propeller assembly shown.

[0018] Figure 5C It shows Figure 5A A three-dimensional view of the propeller assembly shown.

[0019] Figure 5D An exploded view of a propeller assembly mounted on a frame endplate for a compact personal flying vehicle is shown.

[0020] Figure 5E It shows Figure 5A The side view of the propeller assembly shown illustrates the adjustability of the motor.

[0021] Figure 6 An example of two propellers rotating in opposite directions for use in a compact personal flying vehicle is shown.

[0022] Figure 7 An example of the overlapping area of ​​two propellers used in a compact personal flying vehicle is shown.

[0023] Figure 8A for Figure 1A The side view of the compact personal flying vehicle shown illustrates different propeller altitude offsets.

[0024] Figure 8B An example of a propeller mounting height offset for a compact personal flying vehicle is shown.

[0025] Figure 8C for Figure 1A The top view of the compact personal flying vehicle shown illustrates an example of propellers arranged at different altitudes.

[0026] Figure 9 It shows Figure 1A The diagram shows a compact personal flight vehicle in its folded configuration.

[0027] Figure 10A , Figure 10B and Figure 10C Different views of the joints of a foldable propeller used in a compact personal flying vehicle are shown.

[0028] Figure 11 A possible embodiment of a ducted fan for a compact personal flying vehicle is shown.

[0029] Figure 12A An exemplary embodiment of an electric system for a compact personal flying vehicle is shown.

[0030] Figure 12B An embodiment of a removable battery pack for a compact personal flying vehicle is shown.

[0031] Figure 13 An example of a handheld controller for a compact personal flying vehicle is shown.

[0032] Figure 14 This paper illustrates a possible embodiment of using airflow from a propulsion system to cool the electronic housing of a compact personal flight vehicle.

[0033] Figure 15 An embodiment of using liquid cooling to cool the housing of electronic components in a compact personal flight vehicle is shown.

[0034] Figure 16 An embodiment of an electronic housing for a compact personal flying vehicle is shown.

[0035] Figure 17 An embodiment of a waterproof electrical connector for a compact personal flight vehicle is shown.

[0036] Figure 18 , Figure 19 and Figure 20 Various actions of a person causing a compact personal flying vehicle to turn, according to an embodiment, are shown. Detailed description

[0037] This disclosure is not limited to the following description of the component structure and arrangement or the contents shown in the accompanying drawings. The examples described herein may have other embodiments and may be implemented or performed in various ways. The wording and terminology used herein are for illustrative purposes only and are not intended to be limiting. In this specification, the same reference numerals may refer to the same structures in several views, and these structures need not be repeated. Furthermore, any feature of one exemplary embodiment may be applied to other exemplary embodiments of this specification, and features between the various embodiments are interchangeable rather than mutually exclusive.

[0038] The disclosed compact personal flying vehicle is capable of vertical takeoff and landing, employing a propulsion system mounted on a lightweight frame that supports the pilot positioned above it. The pilot can control the vehicle through upper body movements that disrupt the airflow entering the propulsion system. The pilot controls the vehicle via a handheld controller that allows for variable speed control of the propulsion system and receives feedback from the vehicle via a display screen on the controller. In some embodiments, the pilot stands on the upper surface of the vehicle; in other embodiments, one or more attachments bear most of the pilot's weight (e.g., a seat) while still allowing the pilot to control the vehicle through upper body movements.

[0039] The propulsion system may include multiple motors, each driving a propeller. To improve performance, increase efficiency, and make the vehicle more compact than a non-overlapping arrangement, adjacent propellers may partially overlap. To reduce interference between overlapping propellers, the propellers may be mounted on multiple levels at different heights, with each propeller having a height offset relative to its adjacent propellers. This contributes to a more compact configuration compared to mounting propellers at the same height. Furthermore, this overlap can also result in higher thrust and operational efficiency, thereby extending range and reducing heat generation.

[0040] In some embodiments, additional features may be incorporated to make the vehicle more compact and easier to transport. For example, the vehicle itself may be foldable for easy storage and transport. The propeller may be detachable for more compact storage and easy replacement of damaged propellers. In some embodiments, the propeller is foldable for storage and transport. The battery unit may be detachable for storage and transport. This also allows pilots to quickly replace battery units and resume flight operations without waiting for the batteries to charge.

[0041] The vehicle can be designed to provide a high level of safety through redundant and isolated systems. In some embodiments, multiple onboard power systems operate in parallel and share current, thereby reducing single points of failure. In some embodiments, redundant propellers can be provided so that operation can continue even if one propeller fails during flight. Due to the compact size of the vehicle requiring high-power components, heat generation must be controlled (e.g., via active and / or passive cooling methods), and fire-resistant or heat-resistant materials must be used to maintain safe operation. The vehicle has safety margins in its performance specifications. For example, the vehicle's expected maximum lift load may be 500 pounds, while the frame may be configured for 750 pounds to provide a safety factor of 1.5.

[0042] Figure 1A An illustrative example of a small personal flying vehicle 100 is shown. Figure 1A The example embodiment shown includes a frame 300 and a plurality of arms 110 extending outward from the frame (see [link]). Figure 3A and Figure 3B(Further explanation follows), drive assemblies respectively connected to each arm 110 and to opposite ends of the frame, and one or more battery cells 120. The frame shown is generally rectangular, but can also be of any shape (e.g., oval, circular, triangular, etc.). In some embodiments, the frame may have a top surface that serves as a platform supporting a user's feet during operation, allowing the user to stand upright on the frame. The proximal ends of each arm in a first group of the plurality of arms 110 extend outward from a first end of the frame, and the proximal ends of each arm in a second group extend outward from a second end of the frame. Each drive assembly may be connected to the distal end of the corresponding arm 110 and may include at least one motor 104 for driving at least one propeller 102. Typically, power from the battery cells 120 powers the motor 104 and drives the propeller 102 to rotate, thereby generating lift.

[0043] Figure 1A Examples also include one or more speed controllers 106 that are communicatively connected to the motors 104 to control motor speed. In some embodiments, the speed controller 106 is mounted at or near the distal end of the arm 110 connected to the motor mount 108. In some embodiments, one speed controller 106 is configured for each motor 104. In other embodiments, a single speed controller 106 may control multiple motors 104. For example, the speed controller 106 may be mounted at a location on the compact personal flight vehicle 100, enabling it to communicate with all motors 104 controlled by that speed controller 106. For example, the speed controller 106 may be located at the center of the frame.

[0044] The small personal flying vehicle 100 may also include multiple outriggers 112 attached to the bottom surface of the arm 110. The outriggers 112 serve as landing gear for the vehicle 100. Figure 1AThe illustrative example shows four outriggers 112, but any number of outriggers 112 may be used. In some embodiments, outriggers 112 are attached to only a portion of arms 110; for example, outriggers 112 may be attached to every other arm 110. In some embodiments, the frame may be designed to eliminate the need for outriggers 112; for example, the frame may include protrusions, bends, supports, etc., to enable the vehicle to land safely. In some embodiments, outriggers 112 are detachable; in other embodiments, outriggers 112 are integrally formed with the frame. In some embodiments, outriggers 112 are cylindrical. In some embodiments, each outrigger 112 is mounted at the same location on its corresponding arm 110; in other embodiments, the mounting locations are different. In some embodiments, outriggers 112 are mounted at the midpoint of a corresponding arm 110, or at different distances along the length of the arm 110. In some implementations, the ends of outriggers 112 remote from the arm 110 may include force distribution portions (e.g., legs) for distributing the weight of the vehicle 100 and / or the pilot to the ground. The outrigger 112 can be connected to the arm 110 by fasteners (such as screws, nuts and bolts, clamps, etc.), adhesives, welding, etc.

[0045] The small personal flying vehicle 100 includes one or more battery units 120. Figure 1A In the illustrative example, two battery cells 120 are shown: one battery cell 120 is attached to the top surface of the frame (see [reference]). Figure 3A One battery cell 120 is coupled to the bottom surface of the frame. In some embodiments, each battery cell 120 includes multiple batteries and / or cells. In some embodiments, each battery cell 120 can independently provide sufficient flight power to the vehicle 100.

[0046] Battery cell 120 is electrically connected to motor 104. In some embodiments, battery cell 120 is connected to different subsets of motor 104. For example, a first power bus associated with the first battery cell 120 may be connected to the first motor 104 and the second motor 104; a second power bus associated with the second battery cell 120 may be connected to the third motor 104 and the fourth motor 104, with the fourth motor 104 located between the second motor 104 and the first motor 104 and opposite the third motor 104. Battery cells 120 may be configured to share power across different buses, such that when one battery fails, power can be automatically rerouted from the remaining batteries to all motors. Alternatively / and, when any battery cell 120 and / or its bus fails, only the motor 104 connected to the failed battery via the corresponding bus will fail, while motors connected to other batteries via other buses will continue to operate, and the vehicle 100 can remain stable due to the symmetry of the failure.

[0047] In some embodiments, the vehicle 100 includes a tablet computer 130 for displaying information to the pilot. The tablet computer 130 may display information such as altitude, speed, battery output, remaining power, and emergency notifications.

[0048] exist Figure 1A In the illustrative example, boot 150 is used to indicate the pilot's position on vehicle 100. In this example, boot 150 is located on the top surface of endplate 304 (see...). Figure 3A In some embodiments, the boot 150 may be secured to the vehicle via a ratchet strap or similar device with quick-release capability for easy release. In some embodiments, each boot may be secured to the pilot via multiple straps. For example, the boot 150 may be attached to the frame via a ski-binding, bicycle-binding, or any other suitable securing device. In some embodiments, the position of the boot 150 may be adjusted according to the structure of the frame and / or endplate 304.

[0049] In other embodiments, the boot 150 may be placed within a slot. In some embodiments, the slot is defined by space within the frame. In some embodiments, the slot is space within a footrest coupled to the frame. The slot defines a placement area for the boot 150. In some embodiments, the boot 150 is not fixed within the slot and can be freely removed at any time. In some embodiments, the boot 150 may include a fastening mechanism coupled to the end plate 304.

[0050] Figure 1B This is a perspective view of the bottom of vehicle 100A. Vehicle 100A is structurally and / or functionally compatible with... Figure 1A The vehicle 100 shown and described is similar. Figure 1B Examples include attachments (such as seat assembly 160) for supporting most of the pilot's weight. In some embodiments, the attachment may be a seat, a device for supporting the pilot to lie flat, a suspended swing seat, etc. Figure 1B Examples include seat assembly 160, which includes seat 162, seat 162 being connected to one end of seat support rod 164, the other end of seat support rod 164 being connected to a frame (see...). Figure 3A In some embodiments, the seat assembly 160 may be pivotally connected to the frame. In some embodiments, the seat assembly 160 may pivot only about certain axes. For example, the seat assembly may be configured to tilt the pilot's seat laterally relative to the pilot, but not forward or backward, thereby allowing the pilot to control the vehicle using upper body movements in some embodiments. Figure 1B In the center, seat assembly 160 is fully pivoted to the right to clearly show seat assembly 160. Seat 162 is mounted on the rear connecting rod at the center of the frame (see frame). Figure 3A(Further explanation follows). In some embodiments, the connection between the seat assembly 160 (e.g., including seat support bar 164 and / or seat 162) and the frame is made of a strong, lightweight material such as carbon fiber or aluminum.

[0051] In some embodiments, vehicle 100A may include restraints for securing persons to a small personal flying vehicle. Figure 2 It shows how to secure people in Figure 1A and Figure 1B An example of a constraint in the vehicle 100A shown. Figure 2 In an exemplary embodiment, the restraint is a strap that passes through the bottom of the seat and wraps around the pilot's waist for securing the pilot to the aircraft. In some embodiments, the restraint may include a button for quick release after operation or in an emergency. In some embodiments, the restraint may include a sensor for detecting whether it is in a secured state.

[0052] Figure 3A This is an assembly diagram of a frame 300 for a small personal flying vehicle. In some embodiments, the frame 300 may be functionally and / or structurally similar to... Figure 1A and Figure 1B The aforementioned framework. For example, framework 300 may be... Figure 1A and Figure 1B The frame 300 is a modified version of the standard frame, but the battery cell 120, shoe 150, and tablet computer 130 are removed. The frame 300 can be provided in various configurations and can be constructed from one or more elongated rods. In the illustrated example embodiment, the frame 300 includes first and second central rods 302 (e.g., central rods 302, also referred to herein as central members). End plates 304 are attached to the top and / or bottom surfaces of the central rods 302, for example, at both ends of each central rod 302. Figure 3A In some embodiments, the two center rods 302 are arranged parallel to each other. In some embodiments, the frame 300 may include fewer or more center rods 302. For example, the frame 300 may include 1, 2, 3, 4, 5, 10, 15, 20, 25, or other numbers of center rods 302 (including intermediate values). For example, the frame 300 may include six center rods 302 arranged in a hexagonal pattern. In some embodiments, the frame 300 may also include additional support members to increase frame stiffness.

[0053] Frame 300 also includes multiple arms 110. Figure 3AIn the example, the vehicle has eight arms 110, but other embodiments may have fewer or more arms 110. For example, the frame 300 may include 4, 5, 6, 7, 8, 9, 10, etc., including all values ​​between these. In some embodiments, the arms 110 are arranged symmetrically with respect to the frame 300. In some embodiments, at least one arm 110 forms an acute angle with at least one central rod 302. In some embodiments, at least one arm 110 is substantially perpendicular to at least one central rod 302. For example, in Figure 3A In some embodiments, one half of the arm 110 is connected to an end plate 304 at one end of each central rod 302, and the other half of the arm 110 is connected to an end plate 304 at the other end of each central rod 302. For example, in an embodiment including four end plates 304 (upper left, upper right, lower left, and lower right), a first end plate 304 may be connected to the top surface of the first half of the arm 110, a second end plate 304 may be connected to the bottom surface of the first half of the arm 110, a third end plate 304 may be connected to the top surface of the second half of the arm 110, and a fourth end plate 304 may be connected to the bottom surface of the second half of the arm 110. In some embodiments, the frame 300 is a rigid structure, so that the torsional load applied by the pilot will not significantly torsion the frame 300, thereby preventing significant changes in the aircraft's attitude. For example, if the pilot transfers weight to the ball of one foot and the heel of the other foot respectively, the aircraft will generally still maintain the same attitude in the air.

[0054] The motor mounting bracket 108 can be connected to the distal end of each arm 110 (i.e., the end opposite to the end of the connecting end plate 304) or nearby. For example... Figure 3A As shown below Figure 6 – Figure 9 As further discussed in section B, the length of each motor mount 108 may vary depending on its position. In some embodiments, the position of the motor mount 108 may be specifically configured to provide sufficient stability during operation.

[0055] The frame 300 also includes a plurality of leg mounting seats 308 disposed on the arm 110. In the example of Figure 3, four leg mounting seats 308 are shown, but any number of mounting seats may be provided in other embodiments. Each leg 112 is connected to a corresponding mounting seat 308. In some embodiments, a portion of the arm 110 may not have leg mounting seats 308; in other embodiments, a portion of the arm 110 may have more than one leg mounting seat 308. In some embodiments, the leg mounting seats 308 may be fixed to the arm 110 by fastening, adhesion, and / or welding.

[0056] In some embodiments, frame 300 includes lighting devices (e.g., incandescent lamps, LED lights, etc.). These lighting devices can function as conventional aviation lights, enabling other aircraft to perceive the vehicle's position and flight direction. The lighting devices can also be used to assist pilots in observing the ground during operations. For example, the lighting devices may include spotlights, floodlights, etc., for illuminating surfaces near the vehicle. The lighting devices used to indicate the vehicle's position are configured to meet FAA standards for aircraft operation.

[0057] Frame 300 is configured to lift and carry a human occupant. Components of frame 300 are configured to withstand loads associated with lifting a human occupant. For example, the materials, shapes, and / or structures of the components of frame 300 are specifically designed to withstand the forces, torsional loads, etc., involved in carrying a human occupant. In some embodiments, frame 300 may be formed of a lightweight material with high strength properties. For example, frame 300 may be formed of at least one of carbon fiber, titanium, aluminum, etc. In some embodiments, frame 300 may be rated at a lifting capacity of 500 lbs with a safety factor of 1.5 and configured to withstand 750 lbs. In prototype frame testing with a structure similar to frame 300, a weight of 93.75 lbs was placed at each end of the eight arms, and the prototype frame was supported in the air by only two foot mounting positions. During the test, the deflection of each arm was less than 1 inch. This process was repeated 750 times to simulate 750 takeoffs and landings.

[0058] In some embodiments, when outriggers such as outrigger 112 are attached, frame 300 may be approximately 3–15 inches off the ground. In other embodiments, this distance may be different and / or variable. For example, longer outriggers may be more desirable for takeoff in tall grass and / or dusty environments. Otherwise, shorter outriggers will allow the aircraft to be lighter and more compact, resulting in better operational performance. By making the aircraft as light and compact as possible, pilots can achieve better performance using shorter outriggers.

[0059] In some embodiments, the size of the aircraft (and thus the size of the frame 300) may vary depending on the choice of propeller. For example, a larger propeller may require a longer arm 110 to provide sufficient spacing between the propellers. Conversely, a smaller propeller produces less lift, so a shorter arm 110 can be used to save weight. The propeller section may vary depending on the performance required by the pilot, as detailed below. Figure 7 .

[0060] In some embodiments, a flexible frame may be required. For example, a flexible frame can facilitate the rotation and / or steering of the vehicle. The flexible frame may be divided into two sections by a rigid material, with a connecting section / joint formed of a more flexible material between them. Figure 4 A flexible joint 402 for a flexible frame 400 for a compact personal flight vehicle, consistent with embodiments of this disclosure, is shown.

[0061] In some embodiments, the flexible joint 402 is a carbon fiber block disposed at one-third of the length from each end of the frame tube 30. The addition of the carbon fiber flexible joint 402 allows the aircraft frame to twist. In some embodiments, the flexible joint 402 allows approximately 15 degrees of positive and negative twist. In some embodiments, the flexible joint 402 can allow positive and negative twist greater than approximately 5 degrees and not exceeding approximately 30 degrees. In these embodiments, the vehicle frame is flexible enough to allow controlled twisting by the pilot through force applied by their feet. Twisting on the frame results in misalignment between two sets of propulsion systems (e.g., motor sets with propellers), which in turn causes the vehicle to yaw along the vehicle's vertical yaw axis. The flexible joint 402 is formed of a material that can be continuously twisted with minimal loss.

[0062] Figure 5A This is a perspective view of a propeller assembly for a small personal flying vehicle according to an embodiment. Figure 5A An exemplary propeller assembly includes a propeller 102, a motor 104, an electronic speed controller 106, and a motor mount 108. Figure 5B It is installed on arm 110. Figure 5A Side view of the propeller assembly. Figure 5B Arm 110, which is part of frame 300, is depicted. (As shown) Figure 5B As shown, the propeller 102 is horizontally oriented relative to the ground, and the frame 300, arm 110 and / or center rod 302 are horizontally oriented. Figure 5D yes Figure 5B An exploded view of the propeller assembly.

[0063] In some embodiments, the vehicle includes a propeller assembly mounted on the frame end plate 304. Figure 5C It is a perspective view of two propeller assemblies, each propeller assembly mounted on one of the lower end plates 304 at each end of the central rod 302.

[0064] Figure 5E yes Figure 5A A side view of the propeller assembly shows the adjustability of the motor 104. In some embodiments, the position of the motor 104 can be configured around the speed controller 106. In some embodiments, the motor 104 is mounted in a fixed position to a motor mount 108. In some embodiments, the motor mount 108 is made of carbon fiber. In other embodiments, any lightweight material with sufficient strength can be used. In some embodiments, the motor can be directly coupled to the arm 110 without the motor mount 108.

[0065] After the aircraft is transported or assembled, the position of motor 104 may need to be calibrated. If motor 104 is not pointing in the desired direction (e.g., horizontal relative to frame 300, downward toward the ground, etc.), it may cause undesirable yaw movement (i.e., rotation). While flight is still possible when motor 104 is not aligned, more power can be used to operate the vehicle, thus reducing the vehicle's efficiency. Therefore, in some embodiments, motor 104 is adjustable for calibration. In some embodiments, the position of motor 104 can be adjusted to approximately 0.2 inches to the left or right of the centerline of motor mount 108 to calibrate the aircraft.

[0066] In some other embodiments, the position of the motor 104 can be adjusted by attaching the arm 110 to the frame 300. This can be achieved by loosening bolts, or by attaching the motor mount 108 to the arm 110 and repositioning the motor mount 108 onto the arm 110 and tightening the bolts, or by other suitable attachment mechanisms (not shown). In addition to the adjustment of the motor 104 itself, the adjustment of the arm 110 also allows the position of the motor 104 to be adjusted by approximately 0.1 inches to the left or right of the centerline of the motor mount 108.

[0067] The propulsion system pushes air downwards to achieve vertical takeoff and landing, flight, hovering, and / or motion. The propulsion system includes multiple propellers 102, each driven by a motor 104. The example vehicle in Figure 1 shows a vehicle with ten propellers 102. In some embodiments, the propellers 102 are configured to direct airflow downwards toward the ground. In some embodiments, the vehicle may be configured with propellers 102 in a fixed calibration position having a fixed blade pitch. In some other embodiments, the vehicle may include propellers 102 having an orientation and / or position that can be manually or electronically adjusted before or during flight. In some embodiments, the vehicle may include propellers 102 capable of variable pitch.

[0068] To counteract the yaw rotational force (e.g., torque effect) generated by the motor during operation, in some embodiments, one half of the propeller rotates in one direction (e.g., clockwise) while the other half rotates in the opposite direction (e.g., counterclockwise). In some embodiments, different types of propellers are used to counteract the torque effect. In some other embodiments, the number of clockwise and counterclockwise propellers may not be equal.

[0069] In the embodiment shown in Figure 1, five propellers rotate clockwise and five propellers rotate counterclockwise, similar to motor mount 108. Propellers 102 can also be alternated and symmetrical on the aircraft. For example, adjacent propellers can be different and configured to rotate in opposite directions. The design of five clockwise rotating propellers can be an inverted design of five counterclockwise rotating propellers, thereby allowing torque effects to be eliminated. Figure 6 This is an example of two adjacent propellers rotating in opposite directions on a compact personal flying vehicle, according to an embodiment. Figure 6 The two propellers shown are both a counterclockwise propeller 602 and a clockwise propeller 604, with both propellers 602 and 604 having the same pitch angle. In some embodiments, the propeller pitch angle is between about 5 degrees and about 15 degrees. In some embodiments, the pitch angle is between about 6.5 degrees and 12 degrees.

[0070] The dimensions of the aircraft can be variable and are directly based on the propeller selection. The propeller sections vary based on the pilot's customized performance requirements. In some embodiments, the propellers 102 overlap to maintain a compact profile. Figure 7 This is an example of the overlapping area of ​​two propellers for a small personal flying vehicle according to an embodiment. To make the vehicle as compact as possible, the frame should be as small as possible, and this overlap determines the minimum possible aircraft profile.

[0071] exist Figure 7In the exemplary embodiments shown, the tip of propeller 102 overlaps with approximately 20% of the propeller area (i.e., the swept area). In some embodiments, the overlap can be greater than approximately 0% and less than approximately 40% of the propeller area, including all values ​​in between. In some embodiments, the overlap can be at least 10%, 15%, 20%, or 25%. In some embodiments, the overlap is less than approximately 20%, 25%, 30%, or 35%. The basic overlap between propellers can make the vehicle more compact and can significantly increase the vehicle's efficiency relative to vehicles with no or negligible propeller overlap. For example, a 20% overlap can have an efficiency gain of approximately 1-5%. As the propeller diameter increases, the operating efficiency can also be further increased; therefore, overlapping propellers allow for the use of more efficient, longer propellers while still maintaining a compact form. This precise amount of overlap can vary for each propeller design because the airflow is different for each airfoil, and different propeller designs can be used for various performance requirements. For example, if the priority is a vehicle with greater lift capacity, the propeller pitch can be increased from, for example, 7 degrees to 8 degrees. The propeller pitch is defined as the distance the propeller will travel in one rotation when moving through a soft solid (such as a screw through wood). This means the propeller blades will be steeper, and the vehicle will now have the ability to push more air, thus increasing lift capacity. However, this also increases motor current consumption while operating at the same speed. The increased current consumption can alter the choice of other components, as discussed in this paper. The desired overlap distance of the chosen propeller design can be determined through testing. Figure 7 The example illustrates the calculation of distance (d) 702, where motors 104 should be spaced apart such that the overlap area (A) 706 is 20%, where D equals the propeller diameter 704. To test the overlap area, current consumption should be recorded over a 60-second time period at each 1% step. Based on the tests, it was found that the peak increase in thrust and efficiency is between 1% and 20% overlap. Efficiency can decrease beyond a threshold overlap amount, such as 20%, 25%, 30%, or 35% overlap. Therefore, some embodiments described herein relate to vehicles with propellers that partially but not completely overlap. In some embodiments, the propeller diameter is between about 17 inches and 35 inches. In some embodiments, the propeller diameter is at least about 10 inches and no more than about 35 inches.

[0072] For propellers that need to be overlapped, they can be stacked in multiple horizontal layers. Figure 8A yes Figure 1A A side view of an example of a small personal flying vehicle 100, showing different levels of propellers 1802, 2804, and 3806. (See image) Figure 8A As can be seen, propeller 802 is located at offset X1 in the vertical plane, propeller 804 is located at offset X2, and propeller 806 is located at offset X3. Figure 8B This shows how the offset can be measured for each level. Figure 8A In the example, the measurement starts from the centerline of the frame tube 302 and extends downwards to the top of the motor 104. Figure 8A In the example, for offset X2, the offset is approximately 1 inch, for offset X2 it is 1.5 inches, and for offset X3 it is 2 inches. Although Figure 8A The offset shown is approximately 0.5 inches per step, but many other offset sizes are possible. For example, the offset is at least approximately 0.1 inches and no more than approximately 5.0 inches, including all values ​​in between. In some embodiments, the offset is less than 1 inch. In some embodiments, the offset is approximately 0.1 inches, approximately 0.2 inches, approximately 0.3 inches, approximately 0.4 inches, approximately 0.5 inches, approximately 1 inch, approximately 2 inches, approximately 3 inches, approximately 4 inches, or approximately 5 inches.

[0073] As described herein, priority can be given to vehicles with greater lift capacity to carry pilots or additional loads (e.g., additional passengers, cargo, etc.). However, if the pilot wishes to prioritize flight time over lift capacity, the propeller pitch angle can be reduced from, for example, 8 degrees to 7 degrees. Reducing the propeller pitch value allows the motors to rotate faster to lift the same weight. In some embodiments, the vehicle can have peak efficiency in operation when the motor throttle is set to 60%. In some embodiments, peak efficiency can be at a pitch value of approximately 7 degrees.

[0074] As the propeller diameter increases, operational efficiency can be further increased. Because the vehicle is designed to be as compact as possible, longer propellers are more efficient in operation but reduce the compact profile. In some embodiments, a desired propeller with a diameter of approximately 35" is selected. Shorter propellers require increased rotation to achieve the same lift. For example, shorter propellers can operate at high speeds up to 15,000 revolutions per minute (RPM). In some embodiments, thick / flexible carbon fiber material is used in the shorter propeller design to withstand the rotational speeds. In some embodiments, the propellers can be configured to rotate between 5,000 RPM and 00 RPM. In some embodiments, the propellers are configured to rotate at least approximately 5,000 RPM and no more than approximately 30,000 RPM. In some embodiments, the propellers are collectively constructed to generate a total thrust of 200 pounds.

[0075] While lightweight consumer drones, which are not designed for significant payload increases, typically have propeller speeds of 1,500–4,000 RPM and operate in subsonic conditions, the described vehicle is configured to allow for higher propeller speeds, enabling human support while maintaining a compact design. The propellers are designed for safe and efficient operation above supersonic tip speeds. The motors and speed controls are also designed to rotate and monitor the propeller's status (i.e., RPM) at such high speeds. Additionally, the vehicle described herein includes a motor that allows airflow to be directed through it and maximizes contact with the motor coils and bearings to control the temperature within the motor, thereby allowing the temperature associated with the motor to remain within safe operating ranges. Furthermore, the materials and hardware used in the vehicle described herein dampen vibrations, allowing the propellers to rotate at supersonic tip speeds, as shock waves generated at supersonic tip speeds can introduce significant vibrations during operation. Additionally, the motors and electronics are isolated from the frame, which has vibration-damping materials, so that vibrations from the motors do not vibrate other parts of the vehicle. In addition, to allow for high propeller speeds, the power system is designed to support the power consumption associated with high propeller speeds and to prevent electromagnetic interference and unwanted current from being transmitted to the frame through isolated power and control lines.

[0076] For example, a configuration for lifting a 200-pound load includes an approximately 18" diameter propeller with a pitch angle of approximately 7 degrees rotating at approximately 15,000 RP. The propeller can be designed to operate without failure or at thrust exceeding 50 pounds and is tested with 750 cycles of 0-50 pound thrust to ensure safe operation. Therefore, in an embodiment with 10 motors, the motors can collectively be configured to produce 500 lbs of thrust. In other embodiments and / or under other conditions, the propellers can be configured to collectively produce 200 lbs of thrust, 400 lbs of thrust, 600 lbs of thrust, or any other suitable thrust. It may be particularly advantageous for the propeller to be able to produce at least 400 lbs or at least 500 lbs of thrust, as this allows for… The sustained flight of current vehicles, coupled with human-sized payloads, presents significant challenges. Propellers capable of generating relatively small amounts of thrust (e.g., less than 200 lbs, commonly) may not be able to lift a significant portion of a human population and / or may be unsuitable for sustained flight with human-sized payloads. Furthermore, vehicles capable of generating 400, 500, or more lbs of thrust present significant design challenges not encountered by relatively small vehicles or UAVs with lower lift capabilities. Characteristics of propellers rotating at supersonic speeds, with high power requirements and high battery capacity, allow vehicles to generate 400, 500, or more lbs of thrust, which are discussed in further detail in this paper. These challenges include significant engineering challenges (such as vibration, propeller strength, and / or heat dissipation) not present in vehicles with lower lift capabilities (e.g., less than 200 lbs).

[0077] In some embodiments, a closed propeller may be used. Figure 11 A possible embodiment of a ducted fan according to an example is shown. A ducted propeller (e.g., a ducted fan, etc.) can be more aerodynamically efficient than an open propeller because the duct allows the propeller to generate additional thrust for the same power consumption as a propeller with a duct. Figure 11 In the example, air enters from the top and flows into chamber 1104, where propeller 1102 is inside the duct and exits from the bottom of the duct. In some embodiments, the length of the duct can be configured for desired efficiency or desired lift. In some embodiments, a cage can be arranged around the propeller, which will keep the pilot and / or their surroundings in contact with the propeller blades.

[0078] In some embodiments, the propeller is removable. Removing the propeller allows for easy transport or replacement after damage. In some embodiments, the propeller is designed to be mounted to the motor using at least two screws (not shown) (e.g., M4 size titanium screws with a diameter of approximately 23 mm). In some embodiments, the propeller may be mounted with additional screws.

[0079] In some embodiments, the frame is designed to be foldable to allow for easier transport. In some embodiments, the frame may include hinges to allow the frame to fold. In some embodiments, the frame tubes may be telescopic to allow the frame to fold. Figure 9 It is a small personal flight vehicle 900 in a folded configuration (e.g., structurally and / or functionally similar to...). Figure 1A The illustration shows a small personal flying vehicle 100 (as shown in Figure 1IB). Figure 9 In some embodiments, the four legs 910 are configured to fold into a compact position. In some embodiments, the legs 910 are removed after removing eight or fewer bolts (not shown). Once the bolts are removed, the legs slide off their corresponding leg mounts. Each arm 910 has eight bolts (not shown), which, when removed, allow the arm 910 to slide off the arm connector 912 (in... Figure 3B (As further shown in the figure). In some embodiments, arm 910 is hinged to the frame to allow movement between the unfolded and folded configurations. For example, in the folded configuration, arm 910 may be substantially parallel to the central member of the frame, or otherwise form an acute angle with the central member (e.g., an angle less than 20 degrees, less than 10 degrees, less than 5 degrees, etc.).

[0080] A high-strength copper strand wire 914 (e.g., 10 AWG with additional slack) is disposed within the arm 910. The wire 914 prevents the arm 910 from separating from the arm connector 912 and allows the arm 910 to fold and be secured to the main frame via, for example, strips, clamps, etc. In some embodiments, the wire 914 is coated in a protective material. In some embodiments, the wire 914 is coated in silicone. For example, the wire is coated in a 0.09-inch thick silicone layer that is halogen-free and siloxane-based. Siloxane cables have a cross-linked molecular structure to maintain their original shape after high-temperature operation. In some embodiments, hinged or bent locations on the wire are wound in a high-temperature self-fusing siloxane. The insulation is then wrapped in a final layer of solvent-free acrylic adhesive, which is naturally resistant to chemical, abrasive, and thermal damage.

[0081] Some operations do not require the complete disassembly of the aircraft; therefore, in some embodiments, pilots may prefer to fold the propellers rather than... Figure 1A The convenience of a fixed propeller. Figure 10A , Figure 10B and Figure 10C These are various views of the connector in a collapsible propeller according to embodiments. In some embodiments, for example, when the frame is in a collapsible configuration, the wire 914 and coating can be configured as a tether and operable to support tensile loads. For example, in some embodiments, moving the arm from an extended configuration to a collapsible configuration may include separating the arm from a socket or other connector on the central member, such that only the wire 914 forms a hinge, or otherwise tethering the arm to the central member. Figure 10A , Figure 10B and Figure 10C The propeller 1020 (e.g., structurally and / or functionally similar to) Figure 1A and Figure 1B The propeller 1020 includes a connector 1002 that allows the propeller 1020 to fold when the aircraft is not in use. Such a propeller 1020 may be removable and / or foldable. In some embodiments, the vehicle uses a non-foldable propeller.

[0082] Figure 12A This is an assembly diagram of an illustrative example embodiment of an electrical system for a small personal flying vehicle according to an embodiment. Figure 12A An example power system consists of one or more batteries (e.g., battery 1202) arranged in one or more battery cells (e.g., battery cell 1200A and battery cell 1200B) (e.g., functionally and / or structurally similar to...). Figure 1AThe battery unit 1200 (e.g., battery unit 1200A and battery unit 1200B) may include any number of batteries. For example, a battery unit may include one, two, three, four, five, 10, 15, 20, 25, or 50 batteries, including all ranges and values ​​in between.

[0083] In some embodiments, the systems of all aircraft can use the DC voltage provided by the battery cells. The storage chemistry of the battery can be, for example, lithium-ion, but other battery chemistry may also be used. In the illustrative example 12 of the figure, battery 1202 is shown separately from battery cell 1200A to show that battery cell 1200A consists of a single battery. However, in use, battery 1202 will be integrated into battery cell 1200A.

[0084] In some embodiments, each battery cell 1200 consists of one or more cells connected in series and / or in parallel to form a single scalable cell. In some embodiments, batteries 1202 may be interconnected such that a failure in one battery 1202 does not compromise the entire battery system 1200. In some embodiments, to provide the highest level of safety, the system operates with multiple redundant battery cells on the board, all connected in parallel. This allows current sharing across all cells during normal operation without creating a single point of failure; if one system fails, the others will remain operational.

[0085] In some embodiments, the battery cell is configured to provide specific voltage, performance output, and / or capacity specifications to achieve desired motor operation, which varies based on the pilot's specific requirements (e.g., lift, acceleration). The selection of these requirements influences the selection of the motor and propeller. In some embodiments, a high-voltage system (e.g., 45-70V) is used for the vehicle. In some embodiments, the performance output of the battery cell 1200 may be 1500 amperes (A) or more.

[0086] In some embodiments, the configuration for the main motor power may include an approximate weight of about 68 pounds, a maximum continuous current of about 1575 A, a power system storage capacity of about 148.75 ampere-hours (Ah), a nominal voltage of about 46.8 volts (V), and an operating voltage range of about 37.7–54.6 V.

[0087] In some embodiments, all electronic controls use a separate power system to increase safety and prevent control system failures caused by faults from the main power system. In some embodiments, the electronic controls operate within a voltage range of 9-14V. In some embodiments, the disclosed vehicle has a 2000 mAh storage capacity to support, for example, three flights before recharging.

[0088] Increasing the storage capacity of the main motor or electronic control electrical system will increase the overall vehicle weight. This increased weight will influence the selection of propellers and motors, as it requires the system to draw more current during operation. Therefore, in some embodiments, the capacity of the power system can be varied to achieve different performance characteristics or desired flight characteristics.

[0089] If the desired performance requires weight reduction, lithium polymer battery chemistry can be selected over lithium-ion batteries for their higher output current, and lithium polymer battery chemistry can be used to reduce the weight of the powertrain. However, when stability is preferred, lithium-ion batteries can be selected over lithium polymer batteries.

[0090] While lithium-ion and lithium-polymer chemistry have been discussed above, other types of batteries can be used. Power storage options and chemistry, such as aluminum-sulfur, aluminum-ion, sodium-ion, and supplemental power sources, such as alternating current, liquid fuels, or combinations of several types, can also be used for direct consumption (generators) or storage devices.

[0091] In some embodiments, the battery may be removable. Figure 12B One possible implementation of the removable battery cell is shown. Figure 12B Example implementations include Figure 12A Battery units 1200A and 1200B are provided, but battery units 1200A and 1200B are removable structures and are secured in place by straps 1204. In some embodiments, straps 1204 are made of two-inch-wide synthetic nylon and polyester fibers, but other sizes and materials may be used. Synthetic fibers were chosen because of their fire-resistant properties: they tend to melt rather than ignite when heated, and they have low thermal conductivity. In some embodiments, the straps may be tightened first, and then the two ends may be fastened together by a quick-release mechanism (one end slides into the other end). Figure 12BThe example uses three straps 1204 to secure battery units 1200A and 1200B, but any number of straps 1204 can be used. Removable battery units facilitate quick replacement between flights to allow for continuous operation with additional battery units. Removable units also enable scalability to accommodate different performance requirements. Adding or removing batteries will alter performance metrics such as lift capacity and flight time. For example, a pilot can remove a set of battery units when greater payload capacity is needed for more efficient, optimized flight under additional loads. However, in this implementation, the duration of maximum power operation may be (more) limited due to increased heat generation resulting from the reduced total battery capacity. In some implementations, hovering is best performed near approximately 60% of motor speed, as current draw increases non-linearly (e.g., exponentially) above 60% of motor speed, leading to decreased system efficiency.

[0092] Figure 13 An example of a handheld controller 1300 for a small personal flying vehicle is shown. The controller 1300 can be used to control the motor RPM. In some embodiments, a wireless controller is used; in other embodiments, a wired controller may also be used. A custom handgrip 1302 (e.g., made of carbon fiber) includes a trigger 1304 for implementing variable throttle control. In use, the pilot holds the controller with one hand and pulls the trigger with their index finger. In some embodiments, as the trigger is pulled back towards the pilot, the motor RPM signal increases linearly. In other words, the throttle position is proportional to the rotational speed of each propeller. In other embodiments, the proportional relationship between the throttle position and the rotational speed of each propeller can be defined by a throttle response curve. In some embodiments, the control of propeller rotational speed by the controller 1300 may be the only electronically controlled parameter of the vehicle in flight. In other words, in some embodiments, differential propeller rotational speed, attitude, and / or stability may not be electronically controlled by the pilot or other computational inputs, but only by the pilot's body posture and / or movements.

[0093] In some embodiments, the trigger is a gimbal employing an all-aluminum Hall effect sensor, which is less prone to wear and more accurate than other solutions. In some embodiments, the gimbal has approximately 4500 discrete levels along the stroke axis. The Hall effect sensor outputs a 16-bit value using a Digital Serial Peripheral Interface (SPI), which is proportional to the magnetic flux density sensed during its stroke. The trigger 1304 can communicate with a microcontroller within a controller 1300, which provides circuitry to convert the sensor signal into a channel output with, for example, 16-bit accuracy. For enhanced safety, the circuitry checks whether the channel output is linear and drift-free. As a further safety and redundancy measure, the circuitry includes an automatic detection function for the digital Hall gimbal; if the gimbal is not detected within a predetermined time (e.g., 85 ms), the circuitry falls back to sampling an analog joystick on a 3.3V analog power rail.

[0094] The RPM signal from trigger 1304 can be transmitted by controller 1300 to the vehicle's motor 104 via one or more signals. In some embodiments, two transceivers can be used: one operating at 2.4 GHz and the other at 900 MHz. The vehicle can be equipped with both 2.4 GHz and 900 MHz transceivers to receive these two signals, with preference given to the 900 MHz signal. If either signal is lost at any time, the error can be recorded and displayed on screen 1306 of controller 1300. The pilot can check whether a transceiver in the vehicle is offline. The vehicle will transmit this information to the speed controller, which will then control the motor 104 accordingly. The speed controller will combine... Figure 14 Further discussion. In some embodiments, the controller allows the pilot to set alarms along with connected devices. For example, an alarm can be set to sound when a transceiver goes offline.

[0095] In some embodiments, a Bluetooth® module can be connected to the controller to notify the pilot via in-ear audio feedback. In some embodiments, other monitoring devices that output analog and / or digital signals can also be connected to the input port of a 900MHz transceiver in the vehicle. These analog and / or digital values ​​can be transmitted to the controller, allowing the pilot to assign names and notifications to these signals. For example, temperature sensors can be placed throughout the vehicle to monitor extreme temperatures, such as those of motor 104 (e.g., 200°C), speed controller 106 (e.g., 200°C), and battery cell 120 (e.g., 150°C). The speed controller outputs analog information about the motor's RPM. An alarm can be set if the rotational speeds of the individual motors 104 fail to remain within, for example, 10% of each other.

[0096] In some embodiments, the battery is monitored by a voltage sensor. When the vehicle's remaining battery power drops to 40%, a signal suggesting a landing can be issued via the controller 1300's screen 1306, in-ear feedback, a helmet-mounted display, or other suitable human-machine interface.

[0097] In some embodiments, visual sensor modules may be installed at various locations on the vehicle. The closer the object being pointed at by the vehicle, the larger the simulated value. When an object enters, for example, within a 3-meter range, an alarm is sent to the pilot via controller 1300.

[0098] Figure 1A The small personal flying vehicle 100 employs one or more electronic speed controllers 106. In some embodiments, the vehicle uses a separate electronic speed controller 106 for each motor 104. In other embodiments, multiple motors 104 may share a single electronic speed controller 106. In some embodiments, the small flying vehicle 100 may include more than one electronic speed controller 106, each for controlling a subset of the motors 104.

[0099] exist Figure 1A In the example, each motor 104 is equipped with an electronic speed controller to control motor rotation. The speed controller controls the rotational speed by generating a rotating magnetic field within the respective motor 104. In some embodiments, the continuous current rating of the electronic speed controller 106 associated with each motor 104 is at least 300A. Furthermore, the motor RPM can be monitored to ensure proper operation. The speed controller 106 can sense the back electromotive force (backEMF) to determine the RPM. The actual motor speed is compared to the target speed set by the electronic speed controller 106. If an error is detected, it is determined that the motor 104 is operating normally, and the pilot is notified, for example, via the screen 1306 of the controller 1300. In other embodiments, a Hall effect sensor can be integrated into the brushless motor 104 to accurately inform the speed controller of the rotor position. Alternatives to the Hall effect sensor, such as a reed switch, can also be used. If a detected error indicates that a motor is about to fail, that motor and its counterpart (e.g., a normally operating motor) can be simultaneously de-energized. This symmetrical automatic shutdown procedure can improve vehicle stability in the event of an error.

[0100] In some embodiments, the vehicle includes one or more electric motors 104 connected to motor mount 108 and having variable speed control. Motor 104 may be a brushless DC motor, but other suitable types of motors may also be used. In some embodiments, motor 104 may be supplied with a continuous current of up to about 300 A. The available continuous current should be about 20% higher than the current drawn by the motor at about 100% operation. In some embodiments, with different propeller sizes not exceeding about 35 inches in diameter, the motor can reach a speed of at least about 15,000 RPM.

[0101] Since vehicles typically operate under heavy loads, requiring prolonged periods of high motor speed and current draw, extreme temperatures can occur during operation. Therefore, cooling methods are employed in some embodiments. One method for cooling the electronic speed controller 106 is to design heat sinks (such as heat sinks) on the electronic component housing. Figure 5A (As shown in the figure). Furthermore, designing the electronic device housing using materials with better thermal conductivity (such as copper, aluminum, etc.) also helps with heat dissipation. In some embodiments, the speed controller is arranged within the airflow path to optimize cooling. Figure 14 One possible implementation of cooling the electronic housing of the electronic speed controller 106 using propulsion system airflow is shown.

[0102] In some embodiments, the vehicle may use a fan to increase airflow on, around, or inside the electronic housing. Figure 15 One possible implementation is shown: a fan is mounted on top of the electronic housing and draws air into the housing. In other embodiments, the fan mounted on top of the housing can be used in conjunction with a liquid cooling solution, allowing coolant to flow through the device contact areas to remove heat.

[0103] Figure 16 One possible implementation of the electronic housing 1600 is illustrated. In some embodiments, a waterproof or water-resistant design is desirable to minimize damage during slight or complete immersion in liquid. This allows pilots to train or operate safely above water. Therefore, in some embodiments, the moving parts of the DC motor (including shafts and bearings) are encapsulated and sealed. In some embodiments, corrosion-resistant materials such as titanium, stainless steel, and / or treated aluminum may be used. In some embodiments, all sensitive (e.g., potentially damaged during operation) electronic components are exposed to the outside atmosphere. Conduits (e.g., wires) leading from the controller may be sealed using a silicone-based sealant such as Rutland 800°F Flexible Latex Sealant to achieve waterproofing of the electronic housing 1600.

[0104] In some embodiments, the housing 1600 may be designed to be NEMA Type 6, 6P waterproof. The housing 1600 may be made of a material that facilitates rapid heat dissipation, such as copper, lightweight aluminum, etc. Figure 16 The example illustrates a housing 1600 consisting of a top cover 1602, a housing base 1604, and an O-ring 1606. The O-ring 1606 is disposed in a groove on the top surface of the housing base 1604 to prevent leakage through fasteners 1608. In some embodiments, the housing 1600 may be closed by welding and / or bonding.

[0105] Figure 17 One possible implementation of the waterproof electrical connector 1700 is shown. For example... Figure 16 The desired design is waterproof or water-resistant to minimize damage during light or complete immersion. In addition to sealing the electronic housing, in some embodiments, electrical connectors (including battery connectors) may also employ a waterproof construction. This may include using gold-plated "bullet" plugs for corrosion resistance and ensuring all detachable plugs have a waterproof seal (e.g., silicone seal). Figure 17 In the example, electrical connector 1700 includes a socket 1702 and a plug 1704, the plug 1704 being inserted into the socket 1702 to establish an electrical connection. Electrical connector 1700 includes a seal 1704 that mates with the outer wall of the plug 1704 and the inner wall of the socket 1702 to form a waterproof seal. It should be noted that the connector's rated current should cover the total current output of the system. In some embodiments where repeated immersion in water is possible, a thin dielectric coating film may be applied to all housings, seals, and the outer surfaces of metal surfaces to repel moisture.

[0106] Figure 18 , Figure 19 and Figure 20 Several examples of human body movements are shown that can adjust the attitude, speed, and / or achieve steering of the small personal flight vehicle described herein. In some embodiments, the vehicle is controlled by an electronic controller 1300, human body movements, or both. The pilot can move the vehicle in any direction through a variety of upper body movements. In flight, the pilot is essentially in a "wind tunnel" created by the vehicle's propulsion system. The pilot can tilt their upper body in any direction, which reduces airflow in that side area, causing that side to sink; as the vehicle sinks, it moves in that direction. As the pilot tilts further, the vehicle generates greater rotation, which can result in a loss of altitude. Therefore, the pilot can increase the motor throttle while tilting to maintain altitude and continue moving in the selected flight / rotation direction. Figure 18 This concept has been illustrated.

[0107] In some embodiments, yaw rotation can be achieved in two ways. The pilot extends either hand, fingers together, palm parallel to the ground. To initiate yaw, the pilot tilts their palm, creating an angle with the airflow. For example, the pilot tilts their right palm to the right. Figure 19 As shown, this increases the airflow to the pilot's right, causing the vehicle to yaw and rotate to the left.

[0108] The same principle applies to the pilot's upper body. When the pilot twists his upper body and then tilts, his back can act as a wind-receiving surface, thus altering the airflow for both forward and yaw motions. Figure 20 This was illustrated.

[0109] In some embodiments, all control of the small personal flying vehicle, except for altitude and / or propeller speed, relies on the pilot's body movements. In these embodiments, the vehicle operates in a sensor-free mode for stabilization or flight (e.g., without an active stability system); the pilot only adjusts the motor output, and all other movements are controlled manually (i.e., non-electronically). Manual control allows the pilot to have control over almost every action of the vehicle.

[0110] In other embodiments, small personal flying vehicles can provide assisted control. The vehicle can assist the pilot in tasks such as takeoff and stable flight, but the pilot still actively controls the movement. Such flight can utilize sensors for measuring vehicle tilt, detecting the presence of surrounding objects, etc. In these embodiments, active electronic control can constrain the pilot's control, thereby reducing the likelihood of a crash due to misoperation. For example, when the vehicle's tilt angle reaches or approaches a limit (e.g., a threshold associated with safe and / or recoverable flight limits), if the pilot continues to increase the tilt via controller 1300, the pilot's commands can be electronically overridden to prevent the vehicle from exceeding a predetermined tilt threshold. In some embodiments, another form of assisted control is to incorporate sensors within controller 1300. The pilot can hold the tilt controller 1300 to move the vehicle in the same direction.

[0111] In some embodiments, when in an assisted flight control configuration, the pilot may request the vehicle to take off. The vehicle automatically takes off and hovers while using sensors to monitor the surrounding environment. Subsequently, the pilot uses the gimbal joystick to control directional movement. If the pilot releases directional control, the vehicle hovers in place. After the flight is completed, the pilot may send a landing signal to the vehicle.

[0112] In some embodiments, the small personal flying vehicle can be partially or fully controlled by controller 1300. In these embodiments, the pilot is no longer limited to controlling only the motor RPM and relying on body movements for steering, but can have full control of the vehicle through controller 1300. In some embodiments, this control can be performed with or without a pilot on board. For example, the vehicle can fly to the pilot's position first, and the pilot can continue to control the flight after boarding.

[0113] While these methods and systems have been described with reference to specific embodiments, they are not intended to be limiting. Based on the foregoing description, it will be apparent to those skilled in the art that various modifications and variations can be made. Many further changes can also be made to the details, materials, and arrangement of components described herein and illustrated in the accompanying drawings.

[0114] In this application and claims, a list of items connected by "and / or" can represent any combination of the listed items. For example, the phrase "A, B and / or C" can represent A; B; C; A and B; A and C; B and C; or A, B and C. In this application and claims, a list of items connected by "at least one" can represent any combination of the listed items. For example, the phrase "at least one A, B or C" can represent A; B; C; A and B; A and C; B and C; or A, B and C.

[0115] Those skilled in the art will understand that any block diagram presented herein represents a conceptual view of a circuit embodying the principles of this disclosure. Similarly, any block diagrams, flowcharts, schematic diagrams, state transition diagrams, pseudocode, etc., shown herein represent various processes; these processes may be substantially represented in a computer-readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown in the diagram. Software modules described herein, or implied as "modules" of software, may be represented by any combination of flowchart elements or other elements indicating execution steps and / or textual descriptions. Such modules may be executed by hardware, whether explicitly or implicitly shown.

[0116] The functions of each element in the diagram (including functional modules labeled as controllers or processors) can be implemented using dedicated hardware or hardware capable of executing with appropriate software. This function can be implemented by a single dedicated processor, a single shared processor, or multiple processors (some of which may share resources). Furthermore, the explicit use of the terms "controller" or "processor" should not be construed as referring only to the hardware that executes the software; the term may also (but is not limited to) imply digital signal processor (DSP) hardware, network processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), read-only memory (ROM) for storing software, random access memory (RAM), and non-volatile memory. Other conventional and / or custom hardware may also be included.

[0117] As used herein, the term "coupled" refers to any connection, coupling, link, or similar relationship that allows a signal carried by a system element to be transmitted to the "coupled" element. Such "coupled" devices (or signals and devices) do not need to be directly connected; there may be intermediate components or devices between them that can process or modify such signals.

[0118] Unless otherwise stated, the term "substantially" may be understood to include precise relationships, conditions, arrangements, orientations, and / or other characteristics, as well as deviations that are understood by one of ordinary skill in the art and do not materially affect the disclosed methods and systems. Throughout this document, the indefinite articles "a" and / or "an" and the definite article "the" used to qualify nouns are to be understood, for convenience, to include one or more of the noun, unless otherwise expressly stated. "Comprising," "including," and "having" are intended to be inclusive, meaning that other elements may exist in addition to those listed.

[0119] As used herein, in certain embodiments, the terms "about" or "approximately" preceding a numerical value indicate a range of ±10% of that value. Where a numerical range is given, it should be understood that, unless otherwise specified in the context, every intermediate value between the upper and lower limits of the range is included within this disclosure, with a step of one-tenth of the lower limit unit. Furthermore, smaller ranges of upper and lower limits may be independently included within each other, subject to any endpoints specifically excluded from the range. If a stated range includes one or both endpoints, the corresponding range excluding one or both endpoints is also included within this disclosure.

[0120] While these methods and systems have been described with reference to specific embodiments thereof, they are not intended to be limiting. It is evident that various modifications and variations can be made based on the foregoing description. Many further changes can be made by those skilled in the art regarding the details, materials, and arrangement of components described herein and illustrated in the accompanying drawings.

Claims

1. An apparatus comprising: a frame; and a plurality of propellers coupled to the frame and configured to generate a thrust sufficient to hover the apparatus, wherein a blade of each propeller of the plurality of propellers is disposed horizontally, and a first propeller of the plurality of propellers overlaps a second propeller of the plurality of propellers in a vertical plane.

2. The apparatus of claim 1, wherein: the frame comprises a central member and a first arm; a first end of the first arm is coupled to a first end of the central member; and the first propeller is coupled to a second end of the first arm.

3. The apparatus of claim 1, wherein: the frame comprises a central member, a first arm, and a second arm; a first end of the first arm is coupled to a first end of the central member; the first propeller is coupled to a second end of the first arm; a first end of the second arm is coupled to a second end of the central member; and the second propeller is coupled to a second end of the second arm.

4. The apparatus of claim 1, wherein: the frame comprises a central member, a first arm, a second arm, and a third arm; a first end of the first arm is coupled to a first end of the central member; the first propeller is coupled to a second end of the first arm; a first end of the second arm is coupled to a second end of the central member; the second propeller is coupled to a second end of the second arm; a first end of the third arm is coupled to a second end of the central member; and a third propeller of the plurality of propellers is coupled to a second end of the third arm. a swept area of the first propeller overlaps a swept area of the second propeller by at least 10%.

5. The apparatus of claim 1, wherein, a swept area of the first propeller overlaps a swept area of the second propeller by less than 25%.

6. The apparatus of claim 1, wherein, an offset of the first propeller from the second propeller in a vertical plane is less than 1 inch.

7. The apparatus of claim 1, wherein, an offset of the first propeller from the second propeller in a vertical plane is less than 0.5 inch.

8. The apparatus of claim 1, wherein, a pitch angle of the plurality of propellers is between 6.5° and 12°.

9. The apparatus of claim 1, wherein, 10. The apparatus of claim 1, wherein: a pitch angle of the plurality of propellers is between 6.5° and 9°; a diameter of the plurality of propellers is between 17 inches and 35 inches; and the plurality of propellers has a maximum operating efficiency when operating at a range of 5,000 to 20,000 revolutions per minute (rpm). the plurality of propellers is configured to generate a total thrust of at least 200 pounds.

11. The apparatus of claim 1, wherein, 12. The apparatus of claim 1, wherein: a pitch of the first propeller is set such that it generates a downward thrust when rotating clockwise; and a pitch of the second propeller is set such that it generates a downward thrust when rotating counterclockwise. one propeller of the plurality of propellers is configured to rotate in an opposite direction from at least one immediately adjacent propeller.

13. The apparatus of claim 1, wherein, the first, second, and third arms are each detachably or hingedly connected to the central member such that each of the first, second, and third arms is movable from an unfolded configuration to a folded configuration.

14. The apparatus of claim 4, wherein, ​ 15. The apparatus of claim 14, wherein, In the folded configuration, at least one of the first arm, second arm, or third arm is substantially perpendicular to the central member.

16. The apparatus of claim 4, wherein, The plurality of propellers are detachable.

17. The apparatus of claim 4, wherein, The plurality of propellers are foldable.

18. A method of piloting an aerial vehicle, comprising: standing on a frame of the aerial vehicle; while standing on the frame, actuating a throttle to command a plurality of propellers to rotate, thereby causing the aerial vehicle to perform a vertical takeoff maneuver; adjusting a body posture to reduce and / or deflect air flow directed toward at least a first propeller of the plurality of propellers, thereby causing the frame to tilt toward the first propeller and produce translation.

19. The method of claim 18, wherein, The frame is of a rigid construction such that torsional loads applied by the two feet do not produce substantial attitude changes in the aerial vehicle.

20. The method of claim 18, wherein, The position of the throttle is proportional to the rotational speed of each propeller of the plurality of propellers.

21. The method of claim 18, wherein: The position of the throttle is proportional to the rotational speed of each propeller of the plurality of propellers; and The aerial vehicle does not have an active stabilization system.

22. The method of claim 18, further comprising: increasing the position of the throttle during or after adjusting the body posture to maintain an altitude of the aerial vehicle as it translates toward the first propeller.

23. The method of claim 18, further comprising: adjusting at least a portion of the body at an angle relative to the airflow to cause the aerial vehicle to produce yaw.

24. The method of claim 18, further comprising: adjusting at least a portion of the body at an angle relative to the airflow to cause the aerial vehicle to produce at least one attitude change: yaw, pitch, or roll.

25. The method of claim 18, further comprising: reaching one hand at an angle relative to the airflow to cause the aerial vehicle to produce yaw.

26. An apparatus, comprising: a frame; an even number of propellers coupled to the frame and configured to produce thrust in a vertical direction to cause the apparatus to hover; an even number of motors, each motor coupled to one of the even number of propellers; a plurality of batteries; and a plurality of power buses, wherein a first power bus couples a first battery of the plurality of batteries to a first motor and a second motor of the even number of motors, the plurality of power buses sharing power among the plurality of batteries such that when the first battery of the plurality of batteries fails, the remaining batteries power the first motor and the second motor. The first motor and the second motor are symmetrically arranged relative to the frame such that an insufficient amount of power available to the first motor and the second motor causes a symmetric motor failure.

27. The apparatus of claim 26, wherein, 28. The apparatus of claim 26, further comprising: a third motor arranged between the first motor and the second motor; a fourth motor arranged opposite the third motor between the second motor and the first motor; and a second power bus coupling a second battery to the third motor and the fourth motor. ​ ​ Thus, insufficient available power to the third and fourth electric machines results in a symmetric failure of the third and fourth electric machines, but does not result in a failure of the first and second electric machines.

29. An apparatus comprising: a frame having a central member with a first end and a second end, the frame configured to support a human pilot in a standing posture on a first side thereof; a first arm coupled at a first end thereof to the first end of the central member; a first propeller, one of a plurality of propellers, disposed on a second side of the frame and coupled to a second end of the first arm; a second arm coupled at a first end thereof to the first end of the central member; a second propeller, one of the plurality of propellers, disposed on the second side of the frame and coupled to a second end of the second arm; a third arm coupled at a first end thereof to the second end of the central member; and a third propeller, one of the plurality of propellers, disposed on the second side of the frame and coupled to the second end of the central member, wherein the plurality of propellers are configured to generate at least 200 pounds of thrust to enable the frame and the human pilot to hover, and wherein the first, second, and third arms are each detachably or hingedly coupled to the central member to enable each to move from an unfolded configuration to a folded configuration. In the folded configuration, the first, second, and third arms are each substantially parallel to the central member.

30. The apparatus of claim 29, wherein, ​

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