Vertical take-off and landing electric aircraft

Abstract

The invention provides a vertical take-off and landing electric aircraft which adopts a coaxial double-rotor structure, a main rotor bears most lift force and is high in propulsion efficiency, no less than three auxiliary rotors (2) mainly bear flight attitude control, such as adjusting the inclination angle and direction of a main drive shaft (13) and controlling the flight speed and direction, a main engine base (14) is connected with a pod (4) through a hanging mechanism (3), and the main engine base (14) is connected with the pod (4) through the hanging mechanism (3). The gravity center is automatically balanced, a rotor wing pitch-variable mechanism is omitted, and the device is completely reliable and low in manufacturing cost.

Description

Technical Field

[0001] This invention belongs to the field of vertical takeoff and landing (VTOL) technology, and specifically relates to the technology of electrically driven VTOL flight. Technical Background

[0002] Current electric vertical takeoff and landing (eVTOL) aircraft generally employ at least four rotors. These multi-rotor aircraft suffer from low safety and reliability; a malfunction in even one rotor can lead to a crash. Furthermore, the rotors have low propulsion efficiency (i.e., high power consumption), necessitating the use of electronic gyroscopes and complex control systems to address the center of gravity balance issue (the vertical lift generated by the rotors acts on the center of gravity), further reducing reliability. While coaxial dual-rotor structures offer higher propulsion efficiency, current traditional helicopters employ rotor pitch control mechanisms to address the center of gravity balance problem. This complex mechanical structure introduces reliability issues, increases the difficulty of flight direction control, and makes autopilot unsuitable. Therefore, eVTOL does not currently utilize this design. Summary of the Invention

[0003] Based on the above problems, this invention proposes an electric vertical take-off and landing aircraft with a coaxial dual-rotor structure. A reliable suspension mechanism completely and reliably solves the center of gravity balance problem, eliminating the need for electronic gyroscopes and rotor pitch control mechanisms, and also reducing costs.

[0004] The technical solution of this invention: The aircraft includes: a main unit, auxiliary rotors, a sling mechanism, and a pod. The main unit adopts a coaxial rotor structure and includes: an upper main winglet, a lower main winglet, a main drive shaft, and a main unit base. The auxiliary rotors include: auxiliary winglets, auxiliary motors, and auxiliary wing rods. The features include: at least three auxiliary rotors, each fixedly connected to the main unit base via its respective auxiliary wing rod; the main unit base and the pod are connected via the sling mechanism; the pod contains a battery, which is connected to the main unit base via a cable. Attached Figure Description

[0005] The present invention will now be clearly and completely described with reference to the accompanying drawings of the embodiments. The described embodiments are only some embodiments of the present invention, and not all embodiments.

[0006] Figure 1 This is a schematic diagram illustrating the features of the present invention.

[0007] Figure 2 yes Figure 1 A schematic top view of one of its features.

[0008] Figure 3 This is a schematic top view of the features under the main rotor of the present invention.

[0009] Figure 4 This is a schematic diagram illustrating the features of the present invention when hovering.

[0010] Figure 5 This is a schematic diagram illustrating the characteristics of a suspension mechanism.

[0011] Figure 6 A schematic cross-sectional view of a coaxial drive mechanism.

[0012] In the diagram: 1. Main unit, 11. Upper main wing, 12. Lower main wing, 13. Main drive shaft, 14. Main unit base, 15. Main axis, 16. Main motor, 17. Motor gear, 18. Lower wing shaft gear, 19. Upper wing shaft gear, 2. Auxiliary rotor, 21. Auxiliary wing, 22. Auxiliary motor, 23. Auxiliary wing rod, 3. Suspension mechanism, 4. Pod, 41. Battery, 42. Center of gravity, 43. Vertical line, 5. Arrow. Detailed Implementation

[0013] Figure 1 and Figure 2 The invention shown employs a coaxial dual-rotor structure, resulting in high propulsion efficiency. The main unit 1 includes an upper main rotor 11 and a lower main rotor 12, a main drive shaft 13, and a main unit base 14. The main unit base 14 should contain a main motor and a mechanism for achieving coaxiality. In the figure, the upper main rotor 11 and the lower main rotor 12 each have two blades, but more blades are possible. Four auxiliary rotors 2 are fixedly connected to the main unit base 14 via their respective auxiliary rotor rods 23. The four auxiliary rotors 2 are evenly distributed around the main axis 15. The auxiliary rotor blades 21 of the auxiliary rotors 2 are directly mounted on the shaft of the auxiliary motor 22. The auxiliary rotor rods 23 should be hollow tubes, with the cables driving the auxiliary motor 22 housed within the tubes.

[0014] The pod 4 is connected to the main unit 14 via the suspension mechanism 3 and is suspended below the main unit 14. The items and personnel to be transported, as well as the equipment (such as cameras) to be installed in the pod 4, are located in the pod 4. The circuitry of the automatic driving system should be located in the main unit 14.

[0015] The majority (even 100%) of the required lift is provided by the main rotor, with at least 60% of the lift coming from the main rotor. At least three auxiliary rotors 2 primarily handle flight attitude control; for example, adjusting the tilt and direction of the main drive shaft 13 controls flight speed and direction.

[0016] The drive batteries should be installed in the pod 4 as much as possible, connected to the main unit 14 via cables. At least 50% of the batteries should be installed in the pod 4, and preferably on the lower side of the pod 4 (below the center line of the pod 4's height). Ideally, at least 70% of the batteries should be installed in the pod 4, preferably all on the lower side of the pod 4; even better, at least 90% of the batteries should be installed in the pod 4, preferably all on the lower side of the pod 4. Only a small number of necessary batteries should be left in the main unit 14. These batteries can be used for counterweight adjustment to align the center of gravity of the main unit 1 with the main axis 15.

[0017] During the design process, the maximum distance B between the tip of the auxiliary winglet 21 and the main axis 15 of the main drive shaft 13 should not be greater than the radius A of the main winglet. This will result in the maximum main rotor radius and improve propulsion efficiency.

[0018] Figure 3 The present invention shown has three auxiliary rotors 2, which are evenly distributed around the main axis 15.

[0019] Figure 4 The invention shown is in a hovering state, illustrating the function of the suspension mechanism 3. The angle between the central vertical line 43 of the pod 4 and the main axis 15 of the main drive shaft 13 can be freely adjusted within a certain range. When the pod 4 is laid flat, if its center of gravity 42 is not on its central vertical line 43, in the hovering state, under the action of gravity, the center of gravity of the pod 4 is located on the main axis 15, achieving self-balance. The figure shows that the battery 41 in the pod 4 is located at the bottom of the pod 4.

[0020] The suspension mechanism 3 in this invention is defined as follows: the angle α between the vertical line 43 of the pod 4 and the main axis 15 of the main drive shaft 13 can be freely adjusted within a certain range. When hovering, the center of gravity of the pod 4 is located on the main axis 15 under the action of gravity.

[0021] Figure 5 The invention illustrates a suspension mechanism 3, a hook structure in which two semi-rings (also called hooks) are interlocked, and the included angle between the upper and lower center lines can be freely adjusted within a certain range. In this invention, the free adjustment range is 30°, that is, the gravity-adjustable free adjustment angle α between the vertical line 43 of the pod 4 and the main axis 15 of the main drive shaft 13 is not greater than 30°.

[0022] Figure 6 As shown, there are two main motors 16 that are driven in parallel by their respective motor gears 17, the lower wing shaft gear 18 and the upper wing shaft gear 19, so as to realize the relative reversal of the upper and lower wings and reduce speed.

[0023] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A vertical takeoff and landing electric aircraft, comprising: a main unit (1), an auxiliary rotor (2), a sling mechanism (3), and a pod (4), wherein the main unit (1) adopts a coaxial rotor structure and includes: an upper main winglet (11), a lower main winglet (12), a main drive shaft (13), and a main unit base (14); the auxiliary rotor (2) includes: an auxiliary winglet (21), an auxiliary motor (22), and an auxiliary wing rod (23), characterized in that: There are at least three auxiliary rotors (2), which are fixedly connected to the main base (14) through their respective auxiliary rotor rods (23). The main base (14) and the pod (4) are connected through the hoisting mechanism (3). The pod (4) is equipped with a battery, which is connected to the main base (14) through a cable.

2. The aircraft according to claim 1, characterized in that: At least 50% of the batteries are located in the pod (4).

3. The aircraft according to claim 1, characterized in that: At least 70% of the batteries are located in the pod (4).

4. The aircraft according to claim 1, characterized in that: At least 90% of the batteries are located in the pod (4).

5. The aircraft according to claim 1, 2, 3, or 4, characterized in that: The hanging mechanism (3) adopts a hook structure.

6. The aircraft according to claim 1, 2, 3, or 4, characterized in that: The main unit (1) adopts a structure of two parallel drive motors.

7. The aircraft according to claim 1, 2, 3, or 4, characterized in that: The free adjustment angle α between the vertical line (43) of the pod (4) and the main axis (15) of the main drive shaft (13) is no greater than 30°.

8. The aircraft according to claim 1, 2, 3, or 4, characterized in that: The maximum distance B between the tip of the auxiliary winglet (21) and the main axis (15) of the main drive shaft (13) is not greater than the radius A of the main winglet.

9. The aircraft according to claim 1, 2, 3, or 4, characterized in that: The battery (41) in the pod (4) is located on the lower side of the pod (4).

10. The aircraft according to claim 1, 2, 3, or 4, characterized in that: The battery (41) in the pod (4) is located at the bottom of the pod (4).

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