Atmospheric potential energy self-sustaining aircraft

Abstract

The invention relates to the technical field of micro aircrafts, in particular to an atmospheric potential energy self-sustaining aircraft. Comprising a stator component provided with a positive electrode and a negative electrode which are distributed crosswise in the circumferential direction; a rotor member having a conductive sheet; the conducting strip can obtain charges from the positive electrode or the negative electrode of the stator part, so that the rotor part is driven to rotate; the rotor wing assembly is connected to the rotor component; the positive charge collecting part is electrically connected with the positive electrode and used for collecting positive charges in the atmosphere and supplying the positive charges to the positive electrode; and the grounding part is electrically connected with the negative electrode and is used for grounding the negative electrode. By arranging the positive charge collecting component and the grounding component, the aircraft can directly obtain electric energy from an atmospheric electric field, and the natural potential difference between the high altitude and the ground is used for driving the rotor component to rotate, so that continuous power is provided for the aircraft. The mode does not depend on a traditional storage battery or a solar cell, the problems that an existing micro aircraft is short in endurance time and limited by light conditions are solved, and cross-day and cross-night continuous flight can be achieved.

Description

Technical Field

[0001] This invention relates to the field of micro-aircraft technology, specifically to an atmospheric potential energy self-sustaining aircraft. Background Technology

[0002] With the rapid development of micro-aircraft technology, long endurance has become a core bottleneck restricting its widespread application. Traditional micro-aircraft rely on battery power, which limits their short flight time and ability to perform continuous missions. Existing solar-powered aircraft generally rely on electromagnetic motors for propulsion, but their miniaturization faces challenges such as insufficient energy density and significantly reduced power efficiency, making them difficult to achieve. Unlike electromagnetic motors, electrostatic motors can directly convert electrostatic energy into mechanical power, offering advantages such as low power consumption, high efficiency, compact structure, and low noise. Solar-powered micro-aircraft driven by electrostatic motors can currently operate under natural light, and theoretically, they can fly continuously as long as the light conditions are good. However, their practical operation is still limited because solar cells cannot function properly on cloudy days or at night.

[0003] Existing micro-aircraft can be mainly divided into lithium battery-powered micro-aircraft and solar cell-powered micro-aircraft, as shown in the figure below: (1) Lithium battery powered micro-aircraft: Typical lithium battery powered micro-aircraft include Figure 12 As shown, the aircraft is equipped with lithium batteries, which provide power to the aircraft's drive mechanism to maintain its operation. Lithium batteries have a capacity limit; once their capacity is depleted, the aircraft needs to have the batteries replaced, otherwise it cannot operate. Currently, the performance level of lithium batteries can generally only sustain the aircraft for about half an hour or even less of operation. Therefore, micro-aircraft powered by lithium batteries do not have the capability for long-term flight.

[0004] (2) Solar-powered micro-aircraft: Typical solar-powered micro-aircraft include Figure 13 As shown, the aircraft is equipped with solar cells. These cells receive sunlight and convert it into electrical energy, which powers the drive mechanism to maintain the aircraft's operation. Theoretically, as long as the light conditions meet the aircraft's power requirements, it can operate continuously. However, the solar cells cannot function properly in low-light conditions such as cloudy days or nighttime. Therefore, the actual operation of solar-powered micro-aircraft is still limited, making it difficult to achieve continuous operation across day and night.

[0005] According to the search, the Chinese patents CN109441851B, CN115158650B and CN113928564B all disclose an electrostatically driven aircraft, but they all rely on external power supply or battery power supply. Using battery power supply results in that the micro aircraft does not have long endurance conditions.

[0006] Therefore, the present application aims to provide an electrostatically driven aircraft which does not rely on battery or solar energy and can provide stable energy throughout the day. SUMMARY

[0007] In view of the defects in the prior art, the present application provides an atmospheric electric potential energy self-sustaining aircraft. The technical problems to be solved are as follows: (1) The micro aircraft with lithium battery function has a capacity limit. After the capacity is exhausted, the aircraft needs to replace the battery, otherwise it cannot run and does not have long endurance conditions. (2) The solar cell powered micro aircraft cannot work normally in insufficient light conditions such as cloudy days or nights, so the actual operation of the solar cell powered micro aircraft is still limited, and it is difficult to realize continuous operation across day and night.

[0008] In order to achieve the above purpose, the present application provides the following technical solutions.

[0009] An atmospheric electric potential energy self-sustaining aircraft, comprising: a stator component having positive and negative electrodes distributed in a cross shape in the circumferential direction; a rotor component sleeved with the stator component and having a conductive sheet; the conductive sheet can obtain electric charges from the positive or negative electrode of the stator component, so that the rotor component is driven to rotate; a rotor assembly connected to the rotor component and driven by the rotor component to provide lift for the aircraft; Further comprising: a positive charge collection component electrically connected with the positive electrode for collecting positive charges in the atmosphere and supplying the positive electrode; a grounding component electrically connected with the negative electrode for grounding the negative electrode.

[0010] Further, the rotor component is arranged inside the stator component.

[0011] Further, the positive charge collection component comprises an electrostatic collection needle connected with the positive electrode, which is used to collect free positive charges in the atmosphere and provide positive charges for the positive electrode.

[0012] Further, the rotor component comprises a rotor frame, and the conductive sheets are a plurality of conductive sheets arranged at intervals in the circumferential direction on the outer circumferential surface of the rotor frame. The stator component comprises a stator frame, and the plurality of positive electrodes and the plurality of negative electrodes are arranged uniformly on the circumferential surface of the stator frame in the circumferential direction. The rotor frame is rotatably connected to the stator frame.

[0013] Further, the stator frame has a first conductive ring and a second conductive ring arranged at intervals in the vertical direction. The positive electrodes are electrically connected to the first conductive ring. The negative electrodes are electrically connected to the second conductive ring. The conductive sheets are located between the first conductive ring and the second conductive ring.

[0014] Further, the grounding component comprises a grounding port fixed on the stator frame, and the grounding port is electrically connected to the second conductive ring.

[0015] Further, the positive electrodes and the negative electrodes are a plurality of positive electrodes and a plurality of negative electrodes. The electrostatic collection needles are a plurality of electrostatic collection needles corresponding one-to-one to the positive electrodes and electrically connected to the corresponding positive electrodes, respectively.

[0016] Further, the rotor assembly comprises a hub and a plurality of blades arranged at intervals in the circumferential direction on the outer circumferential surface of the hub.

[0017] Further, the application further comprises: A self-stabilizing frame sleeved and fixed on the outside of the stator frame; A plurality of self-stabilizing blades connected at intervals in the circumferential direction on the self-stabilizing frame; The self-stabilizing blades are located below the rotor assembly, and the angle of attack direction of the self-stabilizing blades is opposite to the blades of the rotor assembly, for providing additional lift and balancing torque to reduce the spin speed of the stator component.

[0018] Further, the conductive sheets can pass through the corona region of the positive electrodes and the negative electrodes.

[0019] The atmospheric electric potential energy self-sustaining aircraft has the following beneficial effects by utilizing atmospheric electric field energy and combining electrostatic driving and self-stabilizing structure: 1. Achieving true energy self-sustaining and ultra-long endurance: By setting the positive charge collection component and grounding component, the aircraft can directly obtain electric energy from the atmospheric electric field, and use the natural potential difference between high altitude and ground to drive the rotor component to rotate, thereby providing continuous power for the aircraft. This method does not rely on traditional batteries or solar cells, overcoming the problem of short endurance time and dependence on light conditions of existing micro air vehicles, and can realize continuous flight across day and night.

[0020] 2. Compact structure, high energy conversion efficiency: The structure design of the stator component and the rotor component is adopted, and the conductive sheet efficiently obtains electric charge in the corona area formed by the positive and negative electrodes, which drives the rotor to rotate. The transmission is direct, the friction is small, the energy consumption is low, the overall structure is lightweight and the power response is sensitive, which is especially suitable for micro air vehicle platform.

[0021] 3. Flight stability is significantly improved: By setting the self-stabilizing frame and self-stabilizing blades, the blade angle of attack is opposite to the rotor assembly, which can effectively balance the counter torque and provide additional lift, suppress the stator spin, and enhance the passive stability of the aircraft in the air, making it more suitable for complex atmospheric environment.

[0022] 4. Strong environmental adaptability and flexible deployment: The charge collection component can adopt a multi-needle distributed structure with good charge collection capability and can work stably under different atmospheric electric field strengths; the overall structure can be adjusted in size, electrode arrangement and blade configuration according to actual needs, and has strong scalability and scene adaptability.

[0023] 5. Green energy, no pollution and low noise: Directly use atmospheric electric potential energy, without carrying chemical batteries or fuel, no emission and very low noise during operation, environmentally friendly, suitable for sensitive application scenarios such as environmental monitoring and long-time reconnaissance. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 The overall structure of the present application is shown Figure 1 ; Figure 2 The structure of the stator component in the present application is shown Figure 1 ; Figure 3 The structure of the stator component in the present application is shown Figure 2 ; Figure 4 The structure of the rotor component in the present application is shown Figure 1 ; Figure 5 The structure of the rotor component in the present application is shown Figure 2 ; Figure 6 The structure of the rotor component in the present application is shown Figure 7Structure diagram of self-stable frame part of the present application Figure 8 Structure diagram of the present application Figure 2 Figure 9 Structure diagram of stator + rotor part of the present application Figure 1 Figure 10 Structure diagram of stator + rotor part of the present application Figure 2 Figure 11 Energy supply scheme of the present application + Positive charge - Negative charge, H is height, U is potential difference, E is electric field Figure 12 A lithium battery functional micro air vehicle in the prior art Figure 13 A solar cell functional micro air vehicle in the prior art

[0025] Legend: Stator part 1, positive electrode 101, negative electrode 102, stator frame 103, first conductive ring 1031, second conductive ring 1032, first inner frame 1033, first spoke 1034 Rotor part 2, conductive sheet 201, rotor frame 202, upper support ring 2021, lower support ring 2022, second inner frame 2023, second spoke 2024, rotating shaft 203 Rotor part 2, conductive sheet 201, rotor frame 202, upper support ring 2021, lower support ring 2022, second inner frame 2023, second spoke 2024, rotating shaft 203 Positive charge collection part 4; electrostatic collection needle 401 Grounding part 5, grounding port 501 Self-stable frame 601, first circular ring 6011, second circular ring 6012, U-shaped frame 6013, stabilizing ring 6014, multiple self-stable blades 602 DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be described in detail below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art belong to the scope of protection of the present application.

[0027] ​​​It should be noted that the terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and are not limited in number; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0028] It should be noted that in the description of this application, the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0029] It should be noted that the scope of the methods and apparatus in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions in a substantially simultaneous manner or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. In addition, features described with reference to certain examples may be combined in other examples.

[0030] As an embodiment of the present invention, the aircraft comprises an atmospheric potential electrostatic motor (stator component, rotor component, positive charge collection component, and grounding component), a propeller (rotor assembly), a self-stabilizing frame, and self-stabilizing blades. The atmospheric potential motor is used to collect charges and generate power; the propeller is used to provide lift; and the self-stabilizing frame is used to stabilize the flight attitude.

[0031] In this embodiment, such as Figures 1-3 As shown, the stator component 1 includes a stator frame 103, the core structure of which consists of an upper first conductive ring 1031 and a lower second conductive ring 1032. The two conductive rings are connected and supported by a plurality of vertically extending conductive sheets, which are divided into two groups: one group serves as a positive electrode 101 and the other group serves as a negative electrode 102. They are spaced apart and arranged in a crisscross pattern along the circumferential direction.

[0032] The upper end of the positive electrode 101 is fixed and electrically connected with the first conductive ring 1031, while the lower end is connected with the second conductive ring 1032 in an insulating manner (for example, using an insulating gasket or directly embedded in insulating material), thereby achieving electrical isolation. The lower end of the negative electrode 102 is fixed and electrically connected with the second conductive ring 1032, while the upper end is connected with the first conductive ring 1031 in an insulating manner. The first conductive ring 1031 and the second conductive ring 1032 are preferably made of carbon fiber material, which has excellent electrical conductivity, high strength and light weight.

[0033] In order to further improve the overall mechanical strength and stability of the stator frame 103, a first inner frame 1033 is arranged at the center of the first conductive ring 1031 and the second conductive ring 1032. The first conductive ring 1031 and the second conductive ring 1032 are respectively connected to the respective first inner frame 1033 through a plurality of circumferentially uniformly distributed first spokes 1034. The first inner frame 1033 and the first spokes 1034 are made of insulating material (such as plastic or glass fiber).

[0034] In the above stator assembly 1, by arranging the positive electrode 101 and the negative electrode 102 in space in a staggered manner, and connecting them with the two independent conductive rings at the upper and lower ends in a directional and insulated manner, a uniform and polarized electrostatic field is successfully established in the space between the two conductive rings. This provides an optimal electric field environment for the continuous and efficient electric driving of the rotor conductive sheet 201, and is the basis for the reliable operation of the electrostatic motor.

[0035] In the above stator assembly 1, the positive and negative electrodes are designed as "vertically extending conductive sheet bodies" and directly serve as "supporting columns" connecting the upper and lower conductive rings. This design combines the conductive function unit (electrode) and the mechanical support structure into one, greatly simplifying the overall structure and reducing the number of parts, while achieving electrical function and ensuring the structural rigidity and integrity of the frame, meeting the design requirements of lightweight and compactness of aircraft.

[0036] In the above stator assembly 1, carbon fiber rings are used as the first conductive ring 1031 and the second conductive ring 1032, providing a low-resistance and highly reliable common electrical bus for all electrodes of the same polarity. All positive electrodes 101 are connected in equipotential through the upper carbon fiber ring, and all negative electrodes 102 are connected in equipotential and reliably grounded through the lower carbon fiber ring. This design avoids complex multi-point wiring, reduces electrical connection points, reduces contact resistance and failure probability, and improves energy transfer efficiency.

[0037] In the aforementioned stator assembly 1, the added first inner frame 1033 and first spokes 1034, made of insulating material, constitute a classic "spoke-type" reinforcement structure. This design, without affecting the electric field distribution and electrical insulation, greatly enhances the stator frame 103's resistance to bending and torsional deformation, ensuring the stability of the relative positions between precision electrodes when subjected to airflow disturbances during aircraft takeoff, landing, and flight. This, in turn, guarantees the smoothness of power output and extends the equipment's lifespan.

[0038] In this embodiment, such as Figure 1 , 4 The rotor component 2 shown in Figure 5 is the core drive unit of the aircraft. Its design is precisely matched with the stator component 1 to jointly realize the function of converting electrostatic energy into mechanical energy.

[0039] The rotor component 2 mainly includes a rotor frame 202. The frame is entirely made of insulating fiberglass material, possessing excellent insulation properties and high specific strength. The main body of the frame consists of an upper support ring 2021 and a lower support ring 2022. Between these upper and lower support rings, multiple conductive plates 201 are arranged at intervals along the circumferential direction. These conductive plates 201 themselves act as conductors and also serve as structural columns connecting and supporting the upper and lower support rings, achieving a unity of function and structure.

[0040] The rotor frame 202 is integrally inserted inside the aforementioned stator frame 103, such that the circumferentially arranged conductive sheet 201 is located precisely in the electric field space formed by the positive electrode 101 and the negative electrode 102 of the stator component.

[0041] To further optimize the structure and improve the rigidity and operational stability of the rotor frame 202, a second inner frame 2023 is provided at the center of both the upper support ring 2021 and the lower support ring 2022. The upper and lower support rings are connected to their respective second inner frames 2023 via multiple circumferentially evenly distributed second spokes 2024. Both the second inner frames 2023 and the second spokes 2024 are made of insulating material (such as plastic or fiberglass), forming a robust whole with the main frame.

[0042] In the aforementioned rotor component 2, the rotor frame 202 as a whole and its reinforcing members (second inner frame 2023, second spokes 2024) are all made of insulating materials. This fundamentally eliminates the possibility of short circuits or leakage between conductive plates 201 through the frame itself, ensuring that each conductive plate 201 can independently and effectively interact with the stator electrode via electrostatic induction, thereby maximizing the driving torque and improving energy conversion efficiency.

[0043] In the above rotor component 2, the main frame is made of insulating composite material such as glass fiber, which meets the structural strength requirement while minimizing the weight of the rotating component. The low rotational inertia enables the rotor component 2 to quickly respond to changes in electric field force, making it easy to start and quickly reach the working speed, thus improving the maneuverability and control response speed of the aircraft.

[0044] In the above rotor component 2, the conductive sheet 201 is directly used as a "support column" connecting the upper and lower support rings. This simplifies the assembly relationship and reduces the number of parts, making the drive unit (conductive sheet) directly part of the load-bearing structure. The driving force generated by the electric field is transmitted to the entire rotor frame and the rotor assembly 3 connected to it in the most direct path, reducing intermediate transmission loss and improving structural rigidity and power transmission efficiency.

[0045] In the above rotor component 2, by adding a second inner frame 2023 and a second spoke 2024, a high-rigidity "capstan-type" stable structure is formed. It can effectively resist the centrifugal force generated by high-speed rotation, prevent the support ring from deforming, and ensure that the optimal air gap distance between all conductive sheets 201 and stator electrodes 101 / 102 is maintained, thereby ensuring the stability and consistency of power output. At the same time, the strong structure also improves the fatigue resistance of the rotor component, prolonging the service life.

[0046] In this embodiment, as shown in Figure 4 、 5 , 9 and 10, to achieve precise and stable rotation of the rotor component 2 relative to the stator component 1, the following connection structure is designed in this embodiment: A vertical rotating shaft 203 is fixedly installed between the two second inner frames 2023. The upper and lower ends of the rotating shaft 203 respectively extend upwards and downwards beyond the second inner frames 2023, and are connected to the two first inner frames 1033 of the stator component 1 through bearings or shaft sleeves and other standard rotating pair elements. Thus, the rotor component 2 is supported by the stator component 1 through the rotating shaft 203 and can smoothly rotate around the axis of the rotating shaft 203.

[0047] In the above structure of the rotating shaft 203, the two ends of the rotating shaft 203 are fixed to the two second inner frames 2023 of the rotor frame, and support points are provided on the two first inner frames 1033 of the stator frame, forming a "double-bearing support" structure with a large span and symmetrical support points. This design greatly improves the rigidity and centring of the rotor rotating shaft, effectively suppresses the radial runout and vibration of the rotor at high speed, ensures the extreme stability of the rotational motion, and reduces energy loss and mechanical wear caused by shaking.

[0048] In the structure of the rotating shaft 203 described above, the rotating shaft 203, as the core rotating pivot of the rotor component 2, has its upper end directly or through a shaft coupling connected with the upper rotor assembly 3 (such as a propeller). All the torque generated by the electrostatic drive is transmitted to the rotor frame 202 through the conductive sheet 201, then gathered to the rotating shaft 203, and finally directly and without delay output to the lifting component. This direct connection of the central shaft has a shorter force transmission path, higher efficiency, almost no energy loss, and ensures the immediacy and efficiency of power output.

[0049] In the structure of the rotating shaft 203 described above, the ingenious use of the rotating shaft 203 and its support structure (the first inner frame 1033 and the second inner frame 2023) physically realizes the mechanical connection and motion decoupling of the mover (rotor) and the stator (static). At the same time, since the first inner frame 1033, the second inner frame 2023, and their spokes are all made of insulating materials, they completely isolate the electrical path between the stator electrode and the rotor conductive sheet 201 even in the state of mechanical connection, preventing high-voltage static charges from leaking or short-circuiting through the metal rotating shaft, and ensuring the reliable operation and safety of the electrostatic drive system. The rotating shaft 203 can also be made of insulating materials (such as plastic or glass fiber).

[0050] In the structure of the rotating shaft 203 described above, the rotating shaft 203 tightly connects the upper and lower second inner frames 2033 of the rotor into a whole, together with the upper and lower support rings, forming an extremely stable "space truss" structure, which significantly enhances the ability of the rotor component to resist complex aerodynamic loads and inertial loads.

[0051] In this embodiment, as shown in Figure 6 The rotor assembly 3 is the key executive component that finally converts the rotary mechanical energy generated by the electrostatic motor into the lift of the aircraft.

[0052] The rotor assembly 3 includes a central hub 301 and a plurality of blades 302 arranged uniformly in a circumferential direction on the outer circumference of the hub 301. The upper end of the rotating shaft 203 above the stator component 1 is fixedly connected (such as through a key connection, interference fit, or glue joint) with the central part of the hub 301. Thus, when the rotor component 2 rotates under the electrostatic field drive, the torque is directly and without delay transmitted to the hub 301 through the rotating shaft 203, driving all the blades 302 to rotate synchronously, cutting the air to generate the lift required to maintain the flight of the aircraft.

[0053] The advantages and beneficial effects of this specific connection structure are: The extended end of the rotating shaft 203 is directly fixedly connected to the hub 301, forming a rigid, coaxial direct drive. This design completely eliminates any intermediate transmission links such as gearboxes, belts, and clutches, allowing the torque generated by the electrostatic motor to be directly transmitted to the rotor without loss. This not only significantly improves power transmission efficiency but also reduces energy loss during transmission.

[0054] The rotating shaft 203 serves the dual functions of supporting rotor rotation and driving rotor output. This "one shaft, two uses" design concept combines the rotation center of the power system and the drive center of the lift system into one, simplifying the overall structure, saving valuable space and weight, and making the entire power-lift unit compact and highly integrated, suitable for micro-aircraft platforms with extremely demanding requirements for weight and size.

[0055] In this embodiment, such as Figure 1 , 2 As shown in Figures 3 and 8, the core innovation of this invention lies in its ability to capture electrical energy from the atmospheric electric field and convert it into mechanical power. The altitude is determined according to the actual needs of the aircraft. For example, the high voltage required for this aircraft is typically 6kV to overcome its own weight during flight. Therefore, the aircraft can be transported to an altitude of 50-60m (vertical potential difference 130V / m) using methods such as drone hoisting. One end of the conductor is connected to the grounding port of the drone, and the other end is grounded. Then, the aircraft is released to sustain its flight. As the altitude increases, the overall weight of the aircraft will increase, mainly due to the increased weight caused by the increased length of the conductor. This factor needs to be taken into account during the design. Of course, there are various ways to ground the drone, such as directly grounding through a suspended conductor, or grounding by fixing the conductor to a tall building or tower. The realization of this function depends on the following key components and working mechanism: The positive charge collecting component 4 includes a plurality of electrostatic collecting needles 401. The electrostatic collecting needles 401 are made of conductive material. In a preferred embodiment, the number of electrostatic collecting needles 401 corresponds to the number of positive electrodes 101 on the stator component 1. Each electrostatic collecting needle 401 is welded to the first conductive ring 1031 in a one-to-one correspondence with a positive electrode 101 (it may be welded near its corresponding positive electrode 101). Since the first conductive ring 1031 itself maintains an electrical connection with the upper ends of all positive electrodes 101, the electrostatic collecting needles 401 welded to it also simultaneously form a reliable electrical connection path with their corresponding positive electrodes 101.

[0056] The grounding component 5 includes a grounding port 501 fixedly arranged on the stator frame 103. The grounding port 501 is in electrical connection with the second conductive ring 1032. Since the second conductive ring 1032 is in electrical connection with the lower ends of all the negative electrodes 102, by connecting one end of a grounding conductor (which can be a grounding wire or other grounding object) to the grounding port 501 and reliably connecting the other end to the ground, all the negative electrodes 102 can be effectively grounded.

[0057] The core working principle is that the conductive sheet 201 on the rotor component 2 can pass through and cut into the corona area generated by the positive electrode 101 and the negative electrode 102 on its rotation track, and obtain driving force through electrostatic induction and charge transfer effect.

[0058] In order to control the rotation direction of the rotor, the positive electrode 101 and the negative electrode 102 (both in the form of a plate) are both inclined at a certain angle compared to the tangent of the circumference they enclose.

[0059] The working process and the advantages and beneficial effects of the specific structure are: 1. A high-efficiency and reliable atmospheric charge capturing and feeding system is constructed: a plurality of needle distributed electrostatic collection needles 401 are designed and are one-to-one welded on the first conductive ring 1031. This design has multiple advantages: 1) increase the effective collection area: the structure of multiple needle tips significantly increases the contact and capture probability of the free positive charge in the atmosphere, improving the charge collection efficiency. Ensure that the electric potential is balanced: through the connection of the conductive ring, the electric potential of all positive electrodes 101 is absolutely consistent, avoiding the uneven electric field caused by the efficiency difference of a single collection needle, so that the electric field force driving the rotor to rotate is more balanced and stable. The structure is simple and reliable: directly welding the collection needle on the conductive ring as the common bus, which saves complex independent wiring, reduces the number of connection points, and reduces the contact resistance and failure risk, and the structure is solid.

[0060] 2. A stable and low-impedance grounding loop is established: a dedicated grounding port 501 is arranged and is in reliable electrical connection with the second conductive ring 1032 as the negative electrode common bus. This makes the current formed by atmospheric charges form a complete and unobstructed loop (atmosphere -> collection needle -> positive electrode -> (through the action of the electric field) -> rotor -> (through the action of the electric field) -> negative electrode -> grounding ring -> grounding port -> ground), which is the prerequisite for continuous energy collection and conversion, and ensures the stability and efficiency of the system.

[0061] 3. Direct and efficient use of atmospheric potential energy is realized: the working principle of the application is that the aircraft is lifted to high altitude, and the electrostatic collection needle 401 forms a potential difference U with the ground due to the height difference H. The potential difference drives the positive charge of the atmosphere to converge to the positive electrode 101 through the collection needle, while the negative electrode 102 remains at the same potential as the ground through the grounding port 501. Thus, a strong electric field and a corona region are formed between the positive and negative electrodes. When the rotor conducting sheet 201 passes through this region, the charge is transferred from the stator plate (positive and negative electrodes) to the rotor conducting sheet, making it charged and being strongly attracted or repelled, thereby driving its rotation. Specifically, the rotor conducting sheet carries opposite charges to the stator plate just before passing through the stator plate (because the adjacent stator plate has opposite polarity, and the conducting sheet carries the same charge as the previous stator plate after passing through the previous stator plate), at this time the conducting sheet is attracted, after passing through the stator plate, the charge is transferred from the stator to the conducting sheet, the conducting sheet carries the same charge as the stator, at this time the conducting sheet is repelled, and the cycle continues. This process directly converts static electricity into mechanical energy, without the complex steps of traditional power generation, energy storage, and motor driving, the energy conversion path is short, and the theoretical efficiency is high.

[0062] 4. In theory, it can achieve unlimited endurance and break through the energy bottleneck: in the case of power (the power that the collection needle can collect from the atmospheric electric field) meeting the requirements, the aircraft can rely on the atmospheric electric field to realize continuous operation. Since the global atmospheric electric field is a persistent natural phenomenon, as long as the aircraft is in a space with sufficient atmospheric electric field to form a driving potential difference (usually at different altitudes), it can continuously obtain energy. This fundamentally frees it from the dependence on chemical battery capacity or sunlight conditions, providing a new and revolutionary technical path for solving the long-time endurance problem of micro-aircraft, especially suitable for application scenarios that require long-term hovering and continuous monitoring.

[0063] In summary, the charge collection system, grounding system and their working mechanism of the embodiment, together constitute an innovative, efficient and reliable energy capture and conversion scheme. It cleverly uses natural environmental energy, and through optimized electrical and structural design, realizes the energy self-sufficiency of the aircraft, which is the core technical basis for realizing the "ultra-long endurance" and even "continuous flight" vision of the aircraft.

[0064] In this embodiment, as shown in Figure 1 and 7 To ensure that the aircraft has good passive flight stability in complex atmospheric environment and effectively balance the reaction torque generated when the electrostatic motor works, the embodiment introduces a self-stabilizing structure.

[0065] The present application also comprises a self-stabilizing frame 601. The frame is made of insulating material (such as plastic or fiberglass) and is fitted and fixed to the outside of the stator frame 103. The main structure of the self-stabilizing frame 601 comprises a first circular ring 6011 at the upper part, a second circular ring 6012 at the lower part, and a plurality of U-shaped frames 6013 arranged in a circumferential direction and fixed between the two circular rings. The U-shaped frames 6013 have their openings facing the center of the frame, and the upper and lower ends of their two cantilever arms are fixed to the first circular ring 6011 and the second circular ring 6012, respectively. To further enhance the structural rigidity and stability of the top of the frame, a stabilizing ring 6014 is fixed to the upper end faces of the U-shaped frames 6013.

[0066] The stator frame 103 is contained and fixed inside the self-stabilizing frame 601, specifically, the first circular ring 6011 and the second circular ring 6012 of the self-stabilizing frame 601 are fixed to the first inner frame 1033 at the upper and lower ends of the stator frame 103 by gluing or mechanical means. The rotating shaft 203 can pass through the first circular ring 6011 at the upper part and be used to mount the rotor assembly 3 to drive the rotation of the blades of the rotor assembly 3 to provide lift. Furthermore, since the self-stabilizing frame 601 is made of insulating material, the cantilever arms at the upper and lower ends of the U-shaped frames 6013 can also be fixed to the first and second conductive rings at the same time.

[0067] A plurality of self-stabilizing blades 602 are connected to the self-stabilizing frame 601 in a circumferential direction. Specifically, each self-stabilizing blade 602 is fixedly mounted on the outer wall (i.e., the side facing away from the center of the frame) of a U-shaped frame 6013. The self-stabilizing blades 602 are located below the rotor assembly 3 and have an attack angle direction opposite to that of the blades 302 of the rotor assembly 3.

[0068] The advantages and benefits of this specific structure are: 1. Provides efficient passive anti-torque balance and attitude stability: The self-stabilizing blades 602 are designed with an attack angle opposite to that of the main rotor. When the main rotor rotates to generate lift, it will generate a reverse torque on the aircraft fuselage (i.e., the stator component 1), trying to make it rotate in the opposite direction. This structure utilizes the airflow passing through the self-stabilizing blades 602 to generate an aerodynamic moment opposite to the direction of the main rotor torque, effectively canceling (balancing) most of the reverse torque. This greatly suppresses the tendency of the fuselage to spin, reduces the energy required to maintain the heading, significantly improves the natural attitude stability of the aircraft, and reduces the control difficulty.

[0069] 2. Formed a solid lightweight composite load-bearing structure: The self-stable frame 601 adopts a U-shaped frame 6013 to connect the upper and lower rings and is supplemented by the design of the top stabilizing ring 6014, which constitutes a high-stiffness, high-strength space truss structure. This structure not only provides a solid mounting foundation for the self-stable blades 602 and effectively transmits aerodynamic loads, but also serves as an external load-bearing frame, integrating the stator frame 103, the motor internal structure, and the rotor load into a whole, enhancing the structural rigidity of the aircraft body and improving wind resistance and anti-deformation ability.

[0070] 3. Significant additional lift is generated, improving overall energy efficiency: The self-stable blades 602 also have aerodynamic lift surface characteristics in design. When the aircraft is flying forward or hovering, these blades can generate additional lift. This part of the lift is generated by the natural airflow passing through the fuselage without consuming additional energy, improving the overall lift-drag ratio and energy utilization efficiency of the aircraft, and making a positive contribution to extending the endurance time.

[0071] 4. Ensures complete electrical insulation safety: The entire self-stable frame 601 and the self-stable blades 602 installed thereon are made of insulating materials. This ensures that the large external structure is always electrically isolated from the high-voltage electrode system of the stator components, ensuring the safety and reliability of the system operation.

[0072] In summary, the self-stable frame and blade structure of the present embodiment is a comprehensive innovative design that integrates aerodynamic compensation, structural reinforcement, lift gain, and electrical safety. It effectively solves the problem of counter-torque caused by electrostatic driving in a passive manner, significantly enhances the inherent stability and load-bearing capacity of the aircraft, improves energy efficiency, and ensures that the aircraft of the present invention can achieve stable, long-endurance autonomous flight.

Claims

1. An atmospheric potential energy self-sustaining aircraft, comprising: The stator component (1) has a positive electrode (101) and a negative electrode (102) that are circumferentially cross-distributed. The rotor component (2) is sleeved with the stator component (1) and has a conductive sheet (201); the conductive sheet (201) is capable of alternately acquiring charge from the positive electrode (101) and the negative electrode (102) of the stator component (1), thereby driving the rotor component (2) to rotate; The rotor assembly (3) is connected to the rotor component (2) and driven by it to provide lift for the aircraft; Its characteristic is that it further includes: A positive charge collection component (4), which is electrically connected to the positive electrode (101), is used to collect positive charges in the atmosphere and supply them to the positive electrode (101). A grounding component (5), which is electrically connected to the negative electrode (102), is used to ground the negative electrode (102).

2. The atmospheric potential energy self-sustaining aircraft according to claim 1, characterized in that, The rotor component (2) is inserted inside the stator component (1).

3. The atmospheric potential energy self-sustaining aircraft according to claim 2, characterized in that, The positive charge collection component (4) includes an electrostatic collection needle (401) connected to the positive electrode (101), which is used to collect free positive charges in the atmosphere and provide positive charge to the positive electrode (101).

4. The atmospheric potential energy self-sustaining aircraft according to claim 2, characterized in that, The rotor component (2) includes a rotor frame (202), and the conductive sheets (201) are multiple and are arranged at intervals along the circumferential direction on the outer side of the rotor frame (202). The stator component (1) includes a stator frame (103), and a plurality of positive electrodes (101) and a plurality of negative electrodes (102) are uniformly arranged on the circumferential surface of the stator frame (103) along the circumferential direction. The rotor frame (202) is rotatably connected to the stator frame (103).

5. The atmospheric potential energy self-sustaining aircraft according to claim 4, characterized in that, The stator frame (103) has a first conductive ring (1031) and a second conductive ring (1032) arranged at intervals in the vertical direction. The positive electrode (101) is electrically connected to the first conductive ring (1031); The negative electrode (102) is electrically connected to the second conductive ring (1032); The conductive sheet (201) is located between the first conductive ring (1031) and the second conductive ring (1032).

6. The atmospheric potential energy self-sustaining aircraft according to claim 5, characterized in that, The grounding component (5) includes a grounding port (501) fixedly disposed on the stator frame (103), and the grounding port (501) is electrically connected to the second conductive ring (1032).

7. The atmospheric potential energy self-sustaining aircraft according to claim 3, characterized in that, There are multiple positive electrodes (101) and multiple negative electrodes (102); There are multiple electrostatic collecting needles (401), each corresponding to a positive electrode (101), and each is electrically connected to the corresponding positive electrode (101).

8. The atmospheric potential energy self-sustaining aircraft according to claim 1, characterized in that, The rotor assembly (3) includes a hub (301) and a plurality of blades (302) arranged circumferentially at intervals on the outer circumferential surface of the hub (301).

9. The atmospheric potential energy self-sustaining aircraft according to claim 4, characterized in that, Also includes: The self-stabilizing frame (601) is fitted and fixed to the outside of the static sub-frame (103); Multiple self-stabilizing blades (602) are connected to the self-stabilizing frame (601) at intervals along the circumferential direction; The self-stabilizing blade (602) is located below the rotor assembly (3) and its angle of attack is opposite to that of the blade (302) of the rotor assembly (3), and is used to provide additional lift and balance torque to reduce the spin speed of the stator component (1).

10. The atmospheric potential energy self-sustaining aircraft according to any one of claims 1-9, characterized in that, The conductive sheet (201) can pass through the corona region of the positive electrode (101) and the negative electrode (102).

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