Controllable magnetic suspension electric aircraft

Abstract

The invention discloses a controllable magnetic suspension electric aircraft. The aircraft comprises a magnetic suspension driving system, an efficient brushless direct current motor system, a solid-state battery energy system, a carbon fiber machine body structure, a three-axis gyroscope stabilizing system and a closed-loop control module. The magnetic suspension driving system provides vertical lift force and attitude control; the efficient brushless direct current motor system provides horizontal propulsion power; the solid-state battery supplies power to the whole system; the carbon fiber machine body serves as a bearing structure; the three-axis gyroscope detects the flight attitude in real time; and the closed-loop control module receives the attitude information and synchronously controls the magnetic suspension system and the motor system. Main lift force is achieved through magnetic suspension, electric propulsion is combined, the problems that a traditional rotor aircraft is high in energy consumption, large in noise, poor in wind resistance and short in endurance are solved, and efficient, quiet, stable and long-endurance vertical take-off and landing and flight are achieved.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, specifically to a controllable magnetic levitation electric aircraft. Background Technology

[0002] Vertical takeoff and landing (VTOL) aircraft, especially multi-rotor drones, have been widely used in logistics delivery, aerial photography, and facility inspection due to their flexible takeoff, landing, and hovering capabilities. However, existing technologies primarily rely on aerodynamics (such as rotor lift) to achieve vertical motion control, which introduces several inherent technical bottlenecks and problems that urgently need to be addressed. First, in terms of energy efficiency and noise, relying on high-speed rotating rotors to generate lift and overcome gravity to achieve hovering consumes extremely high energy, severely limiting the aircraft's endurance. At the same time, the aerodynamic noise generated by the rotor cutting through the air at high speed is also very significant, limiting its application in certain noise-sensitive scenarios (such as urban communities and wildlife observation).

[0003] Secondly, regarding stability and anti-interference capabilities, the hovering stability of traditional rotorcraft heavily relies on the flight control system's rapid and precise adjustment of the rotational speeds of each rotor. Under complex weather conditions, especially when encountering gusts or persistent crosswinds, their attitude maintenance and position holding capabilities will significantly decrease, making hovering accuracy difficult to guarantee and even posing a risk of loss of control. Their wind resistance is generally limited, making reliable operation difficult in adverse weather conditions.

[0004] Furthermore, regarding range and power system lifespan, the operating radius and flight time of electric aircraft are limited by the current energy density of lithium-ion batteries, making it difficult to meet the ever-increasing mission requirements. At the same time, the drive motor operates under high load and high speed for extended periods, and its lifespan and reliability are key shortcomings affecting the overall system durability.

[0005] Finally, in terms of system complexity, multi-rotor systems require multiple motors, ESCs, and propellers to work together, which increases the system's complexity and potential points of failure.

[0006] To address these issues, the industry has undertaken numerous explorations. Magnetic levitation technology, due to its non-contact, low-friction, and high-precision control characteristics, has already seen mature applications in fields such as rail transportation and precision instruments. There are ideas to introduce it into the field of aircraft, using magnetic force to replace or assist aerodynamics in achieving lift. However, how to efficiently and reliably integrate the magnetic levitation system with the propulsion, energy, structure, and control systems of an aircraft, and design an aircraft capable of fully controllable levitation and stable flight from the ground to the air, while possessing practical performance indicators (such as sufficient range, wind resistance, and service life), remains a challenge, lacking a publicly available, effective, and complete solution. Summary of the Invention

[0007] In view of the shortcomings of the prior art, the purpose of this invention is to provide a controllable magnetic levitation electric aircraft to solve the problems mentioned in the background art.

[0008] To achieve the above objectives, a specific embodiment of the present invention provides a controllable magnetic levitation electric aircraft, comprising an aircraft, a magnetic levitation drive system, a high-efficiency brushless DC motor system, a solid-state battery power system, a carbon fiber fuselage structure, a three-axis gyroscope stabilization system, and a closed-loop control module. The magnetic levitation drive system is fixedly mounted on the aircraft fuselage support arm structure to generate controllable vertical levitation force and attitude control torque. The high-efficiency brushless DC motor system is installed as a thruster within the aircraft fuselage cabin to generate horizontal propulsion. The solid-state battery power system is housed in a safe battery compartment near the center of gravity inside the aircraft fuselage to provide power to the magnetic levitation drive system and the high-efficiency brushless DC motor system. The carbon fiber fuselage structure constitutes the load-bearing main body and outer shell of the aircraft. Both the brushless DC motor system and the solid-state battery power system are installed on it; the three-axis gyroscope stabilization system is located at the core of the aircraft body, used to detect the angular velocity and angle changes of the aircraft in the pitch, roll, and yaw axes in real time; the closed-loop control module is located in the control cabin of the aircraft body, its signal input terminal is electrically connected to the three-axis gyroscope stabilization system, and its control output terminal is electrically connected to the control interfaces of the magnetic levitation drive system and the high-efficiency brushless DC motor system respectively; wherein, the closed-loop control module is configured to: based on the target flight command and the real-time attitude information fed back by the three-axis gyroscope stabilization system, through control algorithm calculation, synchronously and independently send drive commands to the magnetic levitation drive system and the high-efficiency brushless DC motor system, so as to collaboratively achieve the aircraft's precise levitation, stable hovering, attitude adjustment, and trajectory flight.

[0009] This application discloses a controllable magnetic levitation electric aircraft. Through an innovative magnetic levitation drive and electric propulsion composite system, combined with an advanced closed-loop control strategy, the aircraft aims to achieve efficient, stable, quiet, long-endurance, and wind-resistant vertical take-off and landing capabilities, overcoming many shortcomings of traditional rotorcraft.

[0010] In addition, the controllable magnetic levitation electric aircraft proposed in this application may also have the following additional technical features: In one embodiment of this application, the magnetic levitation drive system includes at least one array of permanent magnets and a corresponding array of controllable electromagnets; the closed-loop control module adjusts the magnitude and direction of the current flowing through the controllable electromagnet array to achieve precise closed-loop control of the force between the module and the permanent magnet array, thereby enabling the aircraft to achieve ground-hugging or near-ground levitation in the altitude range of 0 to 120 meters, and stable hovering in the air in the altitude range of 0 to 300 meters.

[0011] In one embodiment of this application, the magnetic levitation drive system works in conjunction with the closed-loop control module to respond to external wind disturbances in real time, enabling the aircraft to have stable hovering and flight capabilities that can withstand winds of up to level 10.

[0012] In one embodiment of this application, the high-efficiency brushless DC motor system uses contact components made of special tungsten alloy material, with a designed service life of not less than 100,000 hours and a motor operating efficiency of not less than 96%.

[0013] In one embodiment of this application, the high-efficiency brushless DC motor system is capable of providing the aircraft with a cruising speed of up to 150 km / h.

[0014] In one embodiment of this application, the solid-state battery power system is a high-energy-density solid-state battery pack, which provides the aircraft with a range of not less than 2,000 kilometers under standard operating conditions.

[0015] In one embodiment of this application, the carbon fiber body structure is integrally formed from carbon fiber composite material.

[0016] In one embodiment of this application, the closed-loop control module includes a central processing chip and peripheral drive circuits, which embeds a flight control algorithm for processing sensor signals, calculating control quantities and generating drive commands, thereby realizing precise closed-loop control of the levitation force of the magnetic levitation drive system and closed-loop control of the speed and thrust of the high-efficiency brushless DC motor system.

[0017] The advantages of this invention compared to existing technologies are: (1) The magnetic levitation drive system generates almost no aerodynamic noise when hovering and theoretically has higher energy utilization efficiency (especially under ground or near-ground effect). Combined with high-efficiency motor and solid-state battery, it achieves ultra-long range.

[0018] (2) Through the direct, fast and precise closed-loop control of magnetic levitation force, the attitude and position stability of the aircraft in the hovering state far exceeds that of traditional aircraft that rely on aerodynamics, and its ability to resist level 10 strong winds greatly expands the applicable environment.

[0019] (3) The ultra-long design life of the core power component (motor) and the stability of the solid-state battery, combined with the robust carbon fiber integrated body, significantly improve the reliability and service life of the entire system and reduce the maintenance cost throughout the entire life cycle.

[0020] (4) The stable system composed of the three-axis gyroscope and the closed-loop control module realizes millisecond-level coordinated control of magnetic levitation force and propulsion power, resulting in precise flight control, rapid response and high degree of automation.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 A three-dimensional representation of a controllable magnetic levitation electric aircraft according to one embodiment of the present invention. Figure 1 ; Figure 2 A three-dimensional representation of a controllable magnetic levitation electric aircraft according to one embodiment of the present invention. Figure 2 ; Figure 3 This is a system control connection and power supply diagram of a controllable magnetic levitation electric aircraft according to an embodiment of the present invention; Figure 4 This is a main flowchart of the flight control and stabilization of a controllable magnetic levitation electric aircraft according to one embodiment of the present invention.

[0024] Explanation of reference numerals in the attached figures: 1. Aircraft; 2. Magnetic levitation drive system; 3. High-efficiency brushless DC motor system; 4. Solid-state battery energy system; 5. Carbon fiber airframe structure; 6. Three-axis gyroscope stabilization system; 7. Closed-loop control module. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] like Figures 1 to 4 As shown, a controllable magnetic levitation electric aircraft according to an embodiment of the present invention is a highly integrated mechatronic system. Its physical entity mainly consists of a carbon fiber airframe structure 5 forming the load-bearing skeleton and outer shell. The following core functional subsystems are specifically installed and integrated on this structure: The magnetic levitation drive system 2, as the core actuator generating the main lift and attitude control torque, is typically fixedly mounted symmetrically on the fuselage arms or a specially designed hovering wing structure at the bottom of the aircraft 1. The high-efficiency brushless DC motor system 3, as the actuator providing horizontal propulsion, is typically mounted as a thruster in the propulsion compartments at the tail or sides of the aircraft 1. The solid-state battery energy system 4, as the energy source for the entire aircraft 1, is safely housed and fixed in a special safety battery compartment inside the aircraft 1 near its center of gravity, in the form of modular battery packs. This layout is beneficial to the weight balance and stability of the aircraft 1. The three-axis gyroscope stabilization system 6, as the core sensor for sensing flight attitude, is precisely positioned at the geometric core of the aircraft 1 (e.g., near the center of gravity) to most accurately detect minute angular movements of the aircraft. The closed-loop control module 7, as the "brain" of the aircraft 1, is housed in a dedicated control compartment with electromagnetic shielding and vibration damping functions.

[0027] The aforementioned subsystems form a complete functional unit through mechanical connections, cable connections, and control logic connections. Specifically, the solid-state battery energy system 4 is electrically connected to the electromagnet power drive unit in the magnetic levitation drive system 2, the electronic speed controller (ESC) in the high-efficiency brushless DC motor system 3, and the closed-loop control module 7 via a power distribution unit, providing them with the necessary power. The three-axis gyroscope stabilization system 6 transmits its real-time measurements of the angular velocity and angle changes of the aircraft 1 in the pitch, roll, and yaw axes to the signal input terminal of the closed-loop control module 7 via a data bus (such as SPI, I2C, or CAN bus). The calculation results of the closed-loop control module 7 are then sent to the current controller of the magnetic levitation drive system 2 and the ESC of the high-efficiency brushless DC motor system 3 via its control output terminal as specific control signals (such as analog voltage signals, PWM signals, or digital commands), thereby driving these two actuators to generate corresponding forces and torques.

[0028] In one embodiment of this application, the magnetic levitation drive system 2 includes at least one array of permanent magnets and a corresponding array of controllable electromagnets arranged in space. The permanent magnet array is made of high-performance rare-earth permanent magnets (such as neodymium iron boron) arranged in a specific polarity and fixedly mounted on the bottom support structure of the aircraft 1, with a relatively stable magnetic field. The controllable electromagnet array is installed on the fuselage opposite the permanent magnet array. Each electromagnet unit is composed of high-conductivity enameled wire wound on an iron core and connected to a dedicated power drive circuit via a wire. The relative positions between the permanent magnets and the electromagnets are carefully designed to generate a sufficiently strong magnetic coupling force between them.

[0029] Its core working principle is that the closed-loop control module 7 adjusts the magnitude and direction of the current flowing through the controllable electromagnet array to change the magnetic field strength and polarity generated by the electromagnets, thereby achieving precise, rapid, and stepless adjustment of the interaction force (attraction or repulsion) between the electromagnets and the permanent magnet array below. For example, increasing the current can enhance the magnetic force, and changing the direction of the current can change the direction of the force (from attraction to repulsion). By independently controlling the current of multiple electromagnet units (or unit groups) distributed at different positions on the bottom of the aircraft 1, the closed-loop control module 7 can not only control the overall vertical lift to counteract gravity and allow the aircraft 1 to rise, descend, or hover at any target altitude between 0 and 300 meters (where 0-120 meters specifically refers to low-speed maneuvering hovering close to the ground or near the ground), but also generate differentiated pitch, roll, and even yaw control torques around the center of gravity of the aircraft 1 to adjust and stabilize the flight attitude.

[0030] In one embodiment of this application, a high-efficiency brushless DC motor system 3 is responsible for providing horizontal propulsion power to the aircraft 1 to achieve cruise flight.

[0031] The system mainly comprises a high-efficiency brushless DC motor, a matching high-performance electronic speed controller, and a propeller. One of the innovations of this invention lies in the special optimization of materials used for key moving and contact components of the motor. Specifically, the commutator contacts, bearings, and other key wear-resistant components inside the motor are made of a special tungsten alloy material. This material possesses extremely high hardness, wear resistance, and high-temperature stability, significantly reducing wear during long-term high-speed operation, thereby greatly extending the motor's design life to no less than 100,000 hours, while ensuring that the motor maintains a high operating efficiency of no less than 96% throughout its entire lifespan. The electronic speed controller receives speed or thrust commands from the closed-loop control module 7 and converts them into corresponding three-phase drive currents, controlling the motor to operate at a specified speed, driving the propeller to generate aerodynamic thrust, enabling the aircraft 1 to fly at a cruising speed of up to 150 km / h.

[0032] In one embodiment of this application, the solid-state battery energy system 4 is the power source of the aircraft 1, and its performance directly determines its range.

[0033] The system consists of multiple high-energy-density solid-state battery cells connected in series and parallel to form a battery pack, which is integrated with a battery management system. Solid-state batteries use solid electrolytes, offering higher energy density, better safety, and longer cycle life compared to traditional liquid lithium batteries. Under standard operating conditions, this battery pack can provide sufficient power to all onboard equipment, including the magnetic levitation drive system 2, the high-efficiency brushless DC motor system 3, and the closed-loop control module 7, ensuring that the aircraft 1 has a range of no less than 2000 kilometers on a single charge. The battery management system monitors the voltage, current, and temperature of the battery pack, performs balancing management, and communicates with the closed-loop control module 7 to provide information on remaining battery power.

[0034] In one embodiment of this application, the carbon fiber body structure 5 constitutes the skeleton and shell of the aircraft 1 and serves as the mounting platform for all subsystems.

[0035] This structure is manufactured using a unibody molding process with carbon fiber composite materials. Carbon fiber composites possess extremely high specific strength and specific modulus, meaning they provide exceptional structural strength and stiffness while remaining extremely lightweight, sufficient to withstand various loads during flight and takeoff and landing. The unibody molding process reduces the number of parts and connection points, improving structural reliability and overall integrity, and achieving lightweighting of the airframe—crucial for enhancing the aircraft's payload capacity and energy efficiency. Simultaneously, this structure provides necessary physical protection for internal equipment.

[0036] In one embodiment of this application, the three-axis gyroscope stabilization system 6 is the attitude sensing "organ" of the aircraft 1.

[0037] This system is typically an integrated inertial measurement unit (IMU), its core comprising three single-axis gyroscopes and three single-axis accelerometers. The three-axis gyroscopes are used to directly measure the angular velocity changes of the aircraft 1 around its pitch, roll, and yaw axes at high frequency and high precision. This raw angular velocity data is transmitted to the closed-loop control module 7 in real time. Through the fusion processing of the gyroscope and accelerometer data using algorithms within the closed-loop control module 7 (such as complementary filtering and Kalman filtering), the precise current pitch, roll, and yaw angles of the aircraft 1 can be calculated. This real-time attitude information is one of the most critical inputs for the closed-loop control module 7 to perform calculations and decisions.

[0038] In one embodiment of this application, the closed-loop control module 7 is the intelligent control center of the entire aircraft 1, responsible for information processing, decision-making, and command issuance.

[0039] The module's hardware primarily includes a central processing chip (such as a high-performance microcontroller or digital signal processor), peripheral signal conditioning circuits, analog-to-digital / digital-to-analog converter circuits, and power drive circuits. On the software side, it incorporates a specially developed flight control algorithm.

[0040] The workflow of this module is a typical "perception-computation-execution" closed loop: Perception: The module continuously receives real-time attitude data from the three-axis gyroscope stabilization system 6, as well as information that may come from other sensors (such as altimeters, GPS positioning modules, anemometers, etc.).

[0041] Calculation: The central processing chip runs the flight control algorithm. This algorithm compares the received sensor data with the target flight commands (e.g., hovering at a height of 50 meters, maintaining a horizontal attitude, flying due north at a speed of 100 km / h, etc.) to calculate the current attitude error, position error, speed error, etc. of aircraft 1.

[0042] Decision-making and instruction generation: Based on the calculated errors, the control algorithm (such as a PID controller) calculates the control quantities needed to eliminate these errors. These control quantities are then translated into two types of specific execution instructions: 1. Instructions to the magnetic levitation drive system 2: Calculate the precise current values ​​(magnitude and direction) required to each controllable electromagnet unit (or unit group) to maintain altitude and correct attitude.

[0043] 2. Commands to the high-efficiency brushless DC motor system 3: Calculate the thrust or speed command that needs to be sent to the electronic speed controller to achieve the target airspeed and heading.

[0044] Execution: The power drive circuit generates a corresponding high current to drive the controllable electromagnet array according to the first type of instruction. Simultaneously, the control signal interface sends control signals to the ESC according to the second type of instruction. Thus, the two actuators begin to operate, changing the force state of the aircraft.

[0045] Complete system workflow: Phase 1: Takeoff and Vertical Hover 1. The user or the autopilot system sends a "takeoff" command to the closed-loop control module 7 via the remote controller or ground station, and specifies the target hovering height (e.g., 20 meters).

[0046] 2. According to the instructions, the closed-loop control module 7 first controls the solid-state battery energy system 4 to power up the entire system. Then, its internal flight control algorithm calculates the initial total lift required for the aircraft 1 to overcome gravity and accelerate upward.

[0047] 3. The closed-loop control module 7 outputs an initial current to all controllable electromagnet units in the magnetic levitation drive system 2 through its power drive circuit. This current causes the electromagnets to generate a magnetic field that repels the permanent magnet below, thereby generating an upward total levitation thrust.

[0048] 4. Under the action of the total levitation thrust, the aircraft 1 begins to rise vertically off the ground. At the same time, the three-axis gyroscope stabilization system 6 begins to sample the real-time angular velocity data of the aircraft 1 at a frequency of several hundred hertz at high speed and immediately sends it to the closed-loop control module 7.

[0049] 5. The closed-loop control module 7 compares the real-time altitude data (from other sensors, such as a barometer or laser rangefinder) with the target altitude of 20 meters to calculate the altitude error. Simultaneously, it calculates the current attitude angle based on data from the three-axis gyroscope stabilization system 6 and compares it with the horizontal attitude target to calculate the attitude error.

[0050] 6. The control algorithm dynamically adjusts the current command output to the magnetic levitation drive system 2 in real time based on altitude and attitude errors. For example, if the aircraft 1 tilts to the left (negative roll angle), the algorithm increases the current in the right electromagnet unit and decreases the current in the left unit, thereby generating a rightward corrective roll torque to restore the aircraft to a horizontal position. This is a process of millisecond-level continuous closed-loop control of altitude and attitude.

[0051] 7. When aircraft 1 stabilizes at the target altitude of 20 meters and maintains a horizontal attitude, the takeoff and vertical hovering phases are completed.

[0052] Phase Two: Wind-Resistant Stable Hovering 1. During hovering, assume a strong crosswind (simulating a Force 10 wind) acts on the side of aircraft 1, attempting to push it away from the hovering position and cause it to tilt.

[0053] 2. The three-axis gyroscope stabilization system 6 instantly senses the changes in angular velocity and angular deviation of the aircraft caused by wind (e.g., the beginning of roll angle) and immediately transmits this disturbance signal to the closed-loop control module 7.

[0054] 3. The algorithm of the closed-loop control module 7 quickly identifies this as an external disturbance. The algorithm not only calculates the corrective torque required to offset the current attitude deviation (as before), but may also combine wind speed information from the airspeed sensor or wind vane sensor to estimate a feedforward compensation force.

[0055] 4. The algorithm integrates feedback control and feedforward compensation to generate a new set of rapidly changing current control commands, which are then sent to the magnetic levitation drive system 2. The current of each electromagnet unit in the magnetic levitation drive system 2 is precisely and differentially adjusted, providing vertical lift to maintain altitude while generating a stable torque that is opposite in direction and equal in magnitude to the wind torque.

[0056] 5. Since the adjustment of magnetic levitation force is achieved by changing the current, its response speed is extremely fast (millisecond level), much faster than the traditional multi-rotor method of adjusting aerodynamic forces by changing the motor speed. Therefore, aircraft 1 can quickly generate counter-movements under wind force, suppressing attitude and position deviations within a very small range.

[0057] Phase 3: Horizontal Cruise Flight 1. While hovering stably, the user issues the command "cruise forward at a speed of 150 km / h".

[0058] 2. After receiving a new instruction, the closed-loop control module 7 switches its control strategy to "magnetic levitation main control attitude and height, propulsion motor main control speed".

[0059] 3. The closed-loop control module 7 sends an acceleration command to the electronic speed controller of the high-efficiency brushless DC motor system 3. The motor 3 drives the propeller to rotate, generating forward thrust.

[0060] 4. Aircraft 1 begins to accelerate forward. During acceleration and flight, aerodynamics may introduce new pitch moments (such as the aircraft pitching up). The three-axis gyroscope stabilization system 6 continuously monitors this change.

[0061] 5. Based on attitude feedback, the closed-loop control module 7 generates a small pitching torque by finely adjusting the current of the electromagnets in different parts of the magnetic levitation drive system 2 to counteract the aerodynamic pitching torque and maintain the pitch balance of the aircraft 1 during cruise. Roll and yaw attitude stability are also actively maintained by the magnetic levitation drive system 2 in the same way.

[0062] 6. The high-efficiency brushless DC motor system 3 operates continuously, accelerating the aircraft 1 and maintaining a cruising speed of 150 km / h. The solid-state battery energy system 4 provides power throughout the flight, and its high energy density ensures a range of up to 2000 km. During the entire cruise phase, the magnetic levitation drive system 2 and the high-efficiency brushless DC motor system 3 work together under the unified scheduling of the closed-loop control module 7, respectively responsible for vertical stabilization and horizontal propulsion.

[0063] Phase Four: Landing 1. Upon receiving the landing command, the closed-loop control module 7 controls the high-efficiency brushless DC motor system 3 to reduce thrust, thereby reducing the speed of the aircraft 1.

[0064] 2. At the same time, the closed-loop control module 7 gradually reduces the current output to the magnetic levitation drive system 2, so that the total levitation lift is slightly less than the gravity of the aircraft 1, and the aircraft 1 begins to descend slowly and in a controlled manner.

[0065] 3. During the descent, the three-axis gyroscope stabilization system 6 and the altitude sensor continue to work, and the closed-loop control module 7 continues to precisely control the descent rate and maintain attitude stability by adjusting the magnetic levitation force to ensure a smooth grounding.

[0066] It should be noted that the control method in the embodiments of this application can be automatically controlled by a controller. The control method of the controller can be implemented by simple programming by those skilled in the art, which is common knowledge in the field. Furthermore, this application is mainly used to protect mechanical structures, so the control method and circuit connection will not be explained in detail here.

[0067] It should be further noted that those skilled in the art will understand that the core of this invention lies in a general-purpose technology platform comprised of a magnetic levitation drive system, a high-efficiency brushless DC motor system, and a closed-loop control module. The technical principle of this platform—utilizing controllable magnetic levitation force to achieve stable vertical lift and attitude control, supplemented by an electric propulsion system to provide horizontal power—has broad application adaptability. Therefore, the same technical solution can be directly extended and applied to other types of transportation vehicles requiring vertical takeoff and landing, low noise, and high stability, such as flying cars (combining land and flight modes), magnetic levitation aircraft, and various passenger or cargo hovercraft.

[0068] The technical solution described in the embodiments of this application integrates and coordinates the magnetic levitation drive system 2, the high-efficiency brushless DC motor system 3, the solid-state battery energy system 4, the carbon fiber fuselage structure 5, the three-axis gyroscope stabilization system 6, and the closed-loop control module 7 to form a complete, efficient, and controllable flight platform. This aircraft utilizes magnetic levitation force to achieve primary lift and active attitude stabilization, combined with electric propulsion for cruising. It fundamentally solves the technical bottlenecks of traditional rotorcraft in hovering efficiency, noise, wind resistance stability, and range, providing a novel electric aircraft solution with high energy efficiency, high stability, long endurance, and high reliability.

[0069] Obviously, the above-described embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention also intends to include these modifications and variations.

Claims

1. A controllable magnetically levitated electric aircraft, characterized in that, It includes an aircraft (1), a magnetic levitation drive system (2), a high-efficiency brushless DC motor system (3), a solid-state battery energy system (4), a carbon fiber airframe structure (5), a three-axis gyroscope stabilization system (6), and a closed-loop control module (7), among which, The magnetic levitation drive system (2) is fixedly installed on the support arm structure of the aircraft (1) to generate controllable vertical levitation force and attitude control torque; The high-efficiency brushless DC motor system (3) is installed as a thruster in the fuselage of the aircraft (1) to generate horizontal propulsion power; The solid-state battery energy system (4) is housed in a safe battery compartment inside the fuselage of the aircraft (1) near the center of gravity, and is used to provide power to the magnetic levitation drive system (2) and the high-efficiency brushless DC motor system (3); The carbon fiber body structure (5) constitutes the load-bearing main body and shell of the aircraft (1), and the magnetic levitation drive system (2), the high-efficiency brushless DC motor system (3) and the solid-state battery energy system (4) are all installed on it; The three-axis gyroscope stabilization system (6) is located at the core of the aircraft (1) and is used to detect the angular velocity and angle changes of the aircraft (1) in the pitch, roll and yaw axes in real time. The closed-loop control module (7) is located in the control cabin of the aircraft (1). Its signal input terminal is electrically connected to the three-axis gyroscope stabilization system (6), and its control output terminal is electrically connected to the control interfaces of the magnetic levitation drive system (2) and the high-efficiency brushless DC motor system (3), respectively. The closed-loop control module (7) is configured to: based on the target flight command and the real-time attitude information fed back by the three-axis gyroscope stabilization system (6), through control algorithm calculation, synchronously and independently send drive commands to the magnetic levitation drive system (2) and the high-efficiency brushless DC motor system (3) to collaboratively achieve precise levitation, stable hovering, attitude adjustment and flight path of the aircraft (1).

2. The controllable magnetic levitation electric aircraft according to claim 1, characterized in that, The magnetic levitation drive system (2) includes at least one set of permanent magnet arrays and a corresponding controllable electromagnet array; the closed-loop control module (7) adjusts the magnitude and direction of the current flowing through the controllable electromagnet array to achieve precise closed-loop control of the force between the module and the permanent magnet array, thereby enabling the aircraft to achieve ground-hugging or near-ground levitation in the altitude range of 0 to 120 meters, and stable hovering in the air in the altitude range of 0 to 300 meters.

3. A controllable magnetic levitation electric aircraft according to claim 2, characterized in that, The magnetic levitation drive system (2) works in conjunction with the closed-loop control module (7) to respond to external wind disturbances in real time, enabling the aircraft (1) to have stable hovering and flight capabilities that can withstand level 10 winds.

4. A controllable magnetic levitation electric aircraft according to claim 1, characterized in that, The high-efficiency brushless DC motor system (3) uses contact components made of special tungsten alloy material, with a design service life of not less than 100,000 hours and a motor operating efficiency of not less than 96%.

5. A controllable magnetic levitation electric aircraft according to claim 4, characterized in that, The high-efficiency brushless DC motor system (3) is capable of providing the aircraft (1) with a cruising speed of up to 150 km / h.

6. A controllable magnetic levitation electric aircraft according to claim 1, characterized in that, The solid-state battery energy system (4) is a high-energy-density solid-state battery pack, which provides the aircraft (1) with a range of not less than 2,000 kilometers under standard operating conditions.

7. A controllable magnetic levitation electric aircraft according to claim 1, characterized in that, The carbon fiber body structure (5) is integrally formed from carbon fiber composite material.

8. A controllable magnetic levitation electric aircraft according to claim 1, characterized in that, The closed-loop control module (7) includes a central processing chip and peripheral drive circuits. It has a flight control algorithm embedded in it, which is used to process sensor signals, calculate control quantities and generate drive commands to realize precise closed-loop control of the levitation force of the magnetic levitation drive system (2) and closed-loop control of the speed and thrust of the high-efficiency brushless DC motor system (3).

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