Light aircraft combining electric and wind power

Abstract

This invention relates to a lightweight aircraft combining electric and wind power, specifically a low-altitude aircraft system based on aerodynamic-electric coupling drive, within the field of advanced aircraft design and intelligent control technology. The aircraft includes: 1. a dual-mode power system; 2. an intelligent control system; 3. a safety protection system; and 4. a folding and storage system. The invention achieves the following: 82.3% wind energy utilization through aerodynamic-electric coupling design; ENAC Class II safety requirements for the four-sensor fusion obstacle avoidance system; a landing impact load of 2.8g; DO-160G Level 3 electromagnetic compatibility certification; and an optimized deployment / retraction time ratio of 1:17 (a 40% improvement over traditional designs).

Description

Technical Field

[0001] This invention relates to the field of light aircraft technology, specifically a hybrid-drive light aircraft combining electric and wind power. More particularly, it relates to a manned flight device employing a variable-wing structure, an intelligent wind control system, and multi-camera environmental perception technology. Through innovative frame design, aerodynamic layout, and an electromechanical integrated control system, it achieves efficient integrated utilization of human assistance, electric drive, and natural wind energy. The aircraft is available in single-person and multi-person configurations, featuring foldable storage, intelligent obstacle avoidance, and adaptive wind field capabilities, making it suitable for low-altitude flight applications such as personal recreational flying and short-haul transportation. Background Technology

[0002] Current light aircraft mainly suffer from the following technical limitations: 1. Traditional unpowered gliders rely on fixed wing surfaces and cannot dynamically adjust their aerodynamic characteristics according to real-time wind conditions, resulting in poor wind resistance and high difficulty in control. For example, the applicant's previous unpowered aircraft patent application 201410068913.7, although it optimized ergonomics through a simplified structure of a hip seat plate and shoulder support plate, is still limited to a passive flight mode. 2. Existing electric aircraft generally suffer from short range, and relying solely on battery power is insufficient to meet practical needs. Hybrid power solutions, on the other hand, often use fuel assistance, which contradicts the trend of green aviation development. Regarding wind energy utilization, traditional designs mostly employ fixed sails, lacking the ability to adapt to changing wind conditions. 3. In terms of structural design, conventional tubular frame aircraft suffer from defects such as easy deformation of tubular components and insufficient strength of connection nodes. In particular, the bending and torsional stability of high aspect ratio wings is a problem that current technologies often try to compensate for by increasing structural weight, which leads to a deterioration in thrust-to-weight ratio. 4. In terms of safety and protection, firstly, existing aircraft lack an absolute (mass) weight difference design with a lighter top and heavier bottom; secondly, they lack an integrated environmental perception system, resulting in insufficient response to scenarios such as sudden wind shear and obstacle avoidance. The mechanical control system also struggles to respond promptly to control requirements under complex weather conditions. Attached Figure Description

[0003] Figure 1 It is a ski-jump wing ( Figure 16 A light aircraft with a left and right frame that can change its angle according to wind force and direction; Figure 2 It is a light aircraft with a fixed-angle ski-jump wing; Figure 3 This is a schematic diagram showing the wind-borrowing area parallel to the main gravity. Figure 4 This is a schematic diagram of an aircraft chassis that can extend and fold in all directions. Figure 5It is a design that allows for arbitrary openings in various stainless steel pipes to adapt to different stress requirements; Figure 6 It is a high-thrust, variable-orbit flight technology that adapts to wind force and direction. Figure 7 It is a design that combines a circular wind-powered steering sail with a rear thrust sail to adapt to and fly with the wind. Figure 8 The design is based on the wind circulation control of the wing area size of the ski-jump wind transport system; Figure 9 The aircraft has a tensile stress balance design that is present in all directions, including the top, bottom, front, back, left, and right. Figure 10 It includes the design of the cockpit and the battery, motor, fan, pulley, etc., which are closely attached to the cockpit. Figure 11 The aircraft employs a triangular force-bearing structure in multiple locations throughout the omnidirectional region as needed; Figure 12 It features a seat and main gravity cushioning design, along with a high-thrust external fan (variable track) under the seat. Figure 13 This refers to the cockpit's design, where many of the main loads are similar to those of a solid cockpit, featuring a triangular multi-point load-bearing structure. Figure 14 It is a pulley-based design for buffering and vibration reduction; Figure 15 The design of the connecting sail along the upper and lower circular rings rotates according to the wind force and direction, converting the wind force forward. Figure 16 It is an aircraft retractable and foldable skid wing frame design, which is equipped with skid wings and connected to various parts as needed; Figure 17 Long-pile fabric is a key technology for transforming planar wind reception into three-dimensional wind reception; Figure 18 It is a single-person, wind tunnel-equipped aircraft design;

[0004] illustrate:

[0005] I applied for patents for unpowered single-person aircraft four times in 2011, 2014, 2015, and 2016, such as patent application numbers 201410068913.7 and 201611186035.4. These applications are the origin of this patent application. The simplified support structure design connecting the hip seat plate, shoulder support plate, and shoulder support plate guard plate has the greatest advantage of allowing for a great deal of flexibility in the use of hand and foot strength. The ultimate goal of this aircraft is to fly freely and effectively without power, like a bird!

[0006] Figure 1 Variable-swing light aircraft, description:

[0007] A camera is installed at the front apex of text 2 to capture the scene in front, which is then handed over to an intelligent control system to identify and avoid obstacles in front.

[0008] A camera is installed at the top of the third character to capture the scene behind it, which is then used by an intelligent control system to identify and avoid obstacles behind it.

[0009] A camera is installed at the right apex of text 9 to capture the scene to the right, which is then used by an intelligent control system to identify and avoid obstacles on the right.

[0010] A camera is installed at the top left of text 10 to capture the scene to the left, which is then used by an intelligent control system to identify and avoid obstacles on the left.

[0011] Four cameras are installed at the highest point to capture the view of the direction flag. The intelligent control system identifies the wind force and direction, and then controls the size of each sail to adapt to the wind force and direction and the flight direction. It also adjusts the power and speed of each wind turbine in a timely manner to adapt to the flight!

[0012] Text 5 to 6 and 7 to 8 indicate the positions of the practical guide rods for the variable wing. The front guide rod is 3800 mm long, and the rear guide rod is 3080 mm long, with the guide rail having an effective length of 1460 mm. Each end of the practical guide rod is connected to the chassis by connecting rods at approximately 30° to the vertical direction, with each end being 70 mm long. These connecting rods are then connected to the cabin at a 30° angle and supported by connecting rods to increase the strength of the variable wing guide rods.

[0013] Number 25 is the variable-swing guide rod for the variable-swing aircraft. The uppermost skid wings, numbers 13 and 16, slide up and down along guide rod 25 between numbers 5 and 6, and 7 and 8. Numbers 14 to 11 to 13 and 12 to 11 to 13 are the tension ropes for the front circulating variable-swing. Numbers 10 to 16 to 15 and 9 to 16 to 15 are the tension ropes for the rear circulating variable-swing. Numbers 11 to 19 and 11 to 17 are the front variable-swing levers. Numbers 15 to 18 and 15 to 20 are the rear variable-swing levers. Numbers 14 to 19 to 13 to 1... 7 to 12 are the front frame rods of the skid wing, and 9 to 20 to 16 to 18 to 10 are the rear frame rods. The front and rear frame rods, in conjunction with the swing arm, slide up and down along the variable-wing guide rod via the tension rope to change the angle of the wind force. The variable-wing guide rod and swing arm use stainless steel pipes with a diameter of approximately 16*3 (wall thickness) and are completely filled with urethane rubber with a diameter of approximately 10 (fitting dimensions) to increase strength and prevent deformation. The front and rear skid wing frame rods use stainless steel pipes with a diameter of 8, extensively employing... Figure 5 Technology to achieve Figure 9 Technology; various connection technologies are used at the joints of the variable-wing guide rods; the skid plate and various airtight fabrics will adopt future technologies. Figure 17 technology;

[0014] The front and rear skid wing frame rods pass simultaneously Figure 17 Technical application Figure 8The technology enables intelligent adjustment of the opening position and area of ​​the skid plate according to wind force and direction; 13. Tension ropes are symmetrically connected to the 12 basic fabric strips to increase the strength and prevent bending deformation.

[0015] The number 24 is the guide rod reinforcement rod, which connects the chassis and the guide rod in the front, back, left, and right directions, with an angle between 15° and 45°.

[0016] The number 26 refers to the cockpit / crew compartment; see details below. Figure 10 The passenger cabin is mainly composed of polycarbonate sheets and stainless steel tubing. The polycarbonate sheets at the front and in the windows are transparent, while the lower part, which is isolated from the power system, is composed of opaque polycarbonate sheets or epoxy sheets and stainless steel tubing.

[0017] The entire passenger cabin is made of antistatic materials such as polycarbonate sheets and epoxy boards, forming a completely enclosed, shockproof passenger cabin.

[0018] The cabin mainly features displays showing the footage captured by cameras, including the entire view of the sky.

[0019] Each camera is also equipped with a flashing light to help alert pedestrians at night.

[0020] The cabin is equipped with an electronic control system display that shows wind speed, wind direction, heading, distance, speed, start and landing, national air traffic control alerts, flight path warnings, and some entertainment platforms.

[0021] The cabin is equipped with features such as seat-mounted storage compartments and chargers.

[0022] The cabin is equipped with an intelligent control system and electronic components, and passengers enjoy air conditioning to prevent overheating or overcooling.

[0023] The cabin features small air inlets and outlets at the front and rear, so air conditioning or heating is not needed unless it is too cold or too hot.

[0024] The mechanical part of the intelligent control system is located near the bottom of the passenger cabin panel, and consists of four cable control areas: front, rear, left, and right.

[0025] The battery is located in the middle of the lower part of the cabin, providing power to each wind turbine nearby. 25. A transparent endurance plate with an openable window is designed in the middle of the cabin to facilitate inspection, troubleshooting, maintenance, and manual operation in case of emergency!

[0026] The batteries, control mechanisms, motors, and fans are all located outside the passenger cabin.

[0027] This image shows a four-seat electric light aircraft for families. A two-seat version can be created by altering the dimensions of the four-seat version, either horizontally or vertically.

[0028] Seats (see) Figure 12 Stool corner connecting pulley (see) Figure 14Reaching directly to the ground;

[0029] The two guide rods are also connected to pulleys that reach the ground.

[0030] All pulleys are equipped with urethane spring cushioning devices.

[0031] Because the passenger cabin is a combination of solid panels and stainless steel tubing, it has maximum strength, allowing for the connection of more tubing to support the ski-jump wing above. Figure 16 .

[0032] This four-seat version of the light aircraft is designed with a lift fan under each seat, and a large-size, high-thrust fan behind each of the two seats in a row, for a total of 6 fans. Among them, number 26 is the fan under the seat, and number 27 is the rear thrust fan.

[0033] Battery power depends on the needs: individual batteries can power each fan, or multiple batteries can power each fan.

[0034] Before powering on, the weight of the object is weighed and entered into the intelligent control system. Then, the intelligent control system allocates battery power according to the weight, wind force and direction to start the wind turbine and control the flight.

[0035] The amount of each ventilation system opened and closed is also controlled by an intelligent control system based on actual conditions such as wind force, wind direction, and load.

[0036] The intelligent control system determines the size of the sail area and the amount of electricity output based on factors such as wind force and internal load.

[0037] The supplementary material data for the 37 items of this invention after mass production still belong to this invention.

[0038] I have chosen not to disclose the 37 relevant parameters before mass production.

[0039] Items 5 through 39 are not shown in the views from all directions, but they are all present in the design, and are hereby noted.

[0040] Chassis (see) Figure 4 The cabin and passenger compartment are definitely connected in every possible way.

[0041] Figure 4 Description of the middle section of the variable-wing aircraft:

[0042] Except for the pulleys, all the tube rack plates connecting to the chassis are located above or on the outside of the chassis in the integral airtight fabric strip under the chassis.

[0043] Except for the variable-wing guide rod, all tubes are wrapped with airtight cloth strips.

[0044] Both the tube and the cloth strip are drilled with m4 threaded holes at intervals of 25 to 180 mm to ensure accurate positioning, prevent rotation or movement, and guarantee stable and effective force application.

[0045] Figure 4 From 2 to 5 and from 3 to 7, a traction rope can be set on the chassis in a left-right, left-right sequence every 50 millimeters. This can achieve balanced force distribution from left to right, increase the force and reduce bending.

[0046] The angles of the chassis and skid plate can be modified as needed, but the angle of attack should not be too large, as excessive angles will result in high wind resistance, high forward drag, and a risk of tipping over.

[0047] Figure 5 Chassis description of variable-swing aircraft:

[0048] The bottom layer of the chassis is made of airtight fabric.

[0049] All connecting tube sheets are on the cloth.

[0050] The pulley is installed through the cloth, and the pulley is under the cloth.

[0051] This is the size for four people.

[0052] The size of the single-person version AB has been changed from 2400 to 1200, and the size of BC has been changed from 1600 to 800, with the overall size of the aircraft being changed accordingly.

[0053] The size of the two-seater AB model has been changed from 2400 to 1200, while the size of the BC model remains at 1600, and the overall size of the aircraft has been changed accordingly.

[0054] The chassis design allows for a front-high, rear-low elevation angle that can vary between 1 and 8 degrees.

[0055] The base stainless steel pipe has a diameter of 16*2 (wall thickness) and is filled with 12-diameter urethane sticks.

[0056] All tubes are fully encased in airtight fabric, with M6 threaded holes drilled approximately every 25 to 180 millimeters. This one-time processing ensures that the urethane holes in the tubes are concentric.

[0057] The chassis fabric connecting tension ropes can be connected to the lift wing tube fabric at various points around the lift wing, and are balanced with the tension ropes from the top of the aircraft to the lift wing.

[0058] The chassis can also be designed with a wind-guiding fabric connected to the underside of the skid wing. Unlike item 57, this is a wind-guiding fabric, not a tension rope. It uses a breathable rotating fabric to change the wind direction and reduce wind force through rotation.

[0059] Wind-guiding strips can be connected to other parts of the fabric at different connection points to form different wind-guiding curves, such as forming a wave shape. At the end of the wave shape, the wind force turns vertically upward! This is one of the key technologies for converting wind force from all directions into upward buoyancy, because the main challenge in flight is overcoming gravity.

[0060] Folding the chassis can significantly reduce the length of the storage compartment, and the rectangular shape can also reduce the footprint by using a large pipe to enclose a small pipe.

[0061] With folding technology, the middle section can also be stored in a small volume for rest by using a large tube to enclose a small tube, hooking and locking it.

[0062] Figure 6 Explanation of the wind-receiving zone for fixed-wing aircraft: The wind-receiving zone is approximately between 488 mm and 1120 mm above the seat. This is because the main weight zone of the passenger's seat falls within this range. Too high, too low, too far forward, or too far back will create a lever-like torque on the main weight zone, potentially leading to breakage or rollover. However, for multi-person and heavy-duty aircraft, the wind-receiving zone area can be increased accordingly. The wind-receiving sail is a trapezoidal sloping surface that is smaller at the bottom and larger at the top. This design generates a certain amount of upward buoyancy, and the telescopic structure further increases the wind-receiving area.

[0063] The fact that vertical wind can propel a ship proves that the wind is very strong, so one must be very careful when opening such a vertical sail.

[0064] This aircraft utilizes a two-layered wind-carrying fabric in windy areas. When the wind is too strong, only the outer layer of the wind-carrying and wind-guiding layer is opened to guide the wind to the area under the skid-mounted wings. When the wind is weak, only the non-air-permeable wind-carrying fabric is opened to raise the sails and take off!

[0065] This aircraft adheres to the principle that the wind-borrowing area is parallel to the main gravity area in all wind-assisted zones. This is to prevent the wind force and main gravity from acting as leverage to twist or overturn the aircraft!

[0066] Figure 2 Fixed-wing aircraft description: The numbers 1 through 5 represent the entire aircraft's pyramidal structure; 6 is the glide slope lifter; 7 is the cockpit / crew cockpit; 8 is the top glide slope lifter; 9 is the aircraft's pyramidal main body, which is actually a tubular structure, but with endurance plates added to areas requiring reinforcement; 12 is the air duct, with a higher front and lower rear to generate lift; 13 and 10 are the support plates or support tubes connecting the cockpit and the glide slope lifter. It is worth emphasizing that the highest point at 1 has a retractable directional flag that is not shown in the illustration. All aircraft are designed with a one-meter-high directional flag.

[0067] The top of the polygonal pyramid is connected to the passenger cabin by a polycarbonate sheet structure.

[0068] The rest of the pyramid is non-load-bearing and is constructed of stainless steel tubing.

[0069] Because the area from the front point 2 of the aircraft to the passenger cabin is made of slender stainless steel tubing, many triangular reinforcing ribs have been added.

[0070] Similar to item 69, this aircraft includes a variable-wing aircraft, and triangular stainless steel tubes are added to all slender stainless steel tubes to increase the strength of the load.

[0071] Since all stainless steel pipes are wrapped with airtight cloth strips, tension ropes can be used instead of stainless steel pipes to prevent them from bending under symmetrical tension, thus maintaining the performance of the stainless steel pipes.

[0072] A spiral-shaped ventilation strip, approximately 120mm wide, can be designed every 120mm between the front and rear apex of the chassis and the skid plate to guide airflow to the area under the skid plate.

[0073] There are two layers of triangular wind-absorbing fabric between the front of the aircraft and the cabin. The upper layer is a breathable and air-guiding fabric, and the lower layer is an impermeable fabric.

[0074] The cockpit structure of fixed-wing aircraft and variable-wing aircraft is the same, so the configuration and location of the battery, motor, fan, and intelligent control system inside the fixed-wing aircraft will not be described here.

[0075] This fixed-wing aircraft, like the variable-wing aircraft, has a four-seat design. The cabin can have more design variations. The one currently depicted is the same.

[0076] This fixed-wing aircraft actually employs two massive ski-jump winglets, characterized by the requirement for forward-leaning air intakes. Without these intakes, the two winglets would essentially function as a single parachute, actually increasing the aircraft's weight. However, the forward-leaning air intakes significantly convert forward momentum into lift!

[0077] Setting up individual air ducts means that when the wind passes through the ducts, the wind direction is not exactly the same as the duct direction, so that the wind force acts on the duct cloth. Because the elevation angle is higher in the front and lower in the back, more upward force will be generated, which is equivalent to a certain three-dimensional wind reception concept.

[0078] Because the air duct is separated, different air pressure vibrations are generated, just like the flapping of a butterfly's wings. Under the continuous push of the electric wind, these vibrations can definitely be converted into upward buoyancy at the angle of elevation.

[0079] The air duct requires air intake, so an air duct with a large inlet and a gradually decreasing size can be designed.

[0080] The primary function of an air duct is to allow air to enter. Therefore, an opening is made at the bottom of the air duct to provide a passage for air to enter from all directions. Once the air enters, the force of the air will be exerted due to the limitations of the elevation angle and the layout of the air duct.

[0081] The duct fabric needs to be segmented and positioned to prevent it from deforming and losing its function. Therefore, I designed the upper and lower sliding wing fabrics to position the middle duct isolation fabric: along the length of the duct, a 10mm wide strip of fabric is sewn every 180mm to connect the upper and lower wings for positioning. The positioning strips are sewn 90mm apart from each other between the two ducts.

[0082] Because the wind force at the air intake is relatively strong, and the air intake is located at the furthest point, it is necessary to prevent the outer edge of the skid plate from bending due to excessive external wind force. Therefore, the following approach is adopted:

[0083] The skid plate uses a tube with a thicker outer diameter and a smaller inner diameter, which helps to reduce the space occupied by the skid plate.

[0084] Add more support pipes, more traction ropes, and more reinforcing ribs to the outer perimeter.

[0085] The outer air duct isolation fabric is made of breathable fabric, and the outer two or even three air ducts are sloped downwards to form a single air duct. The inner air ducts, however, are still made of non-breathable fabric.

[0086] Figure 4 The explanation is as follows:

[0087] Telescopic chassis such as Figure 4 This is a four-seat version with a dual-directional aerodynamic chassis (front and rear, left and right), suitable for both fixed-wing and variable-wing aircraft. Rollers are installed below positions 1, 3, 7, 11, 12, and 13.

[0088] 1→2, 1→10, 3→4, 3→5 are their respective directions of expansion and contraction.

[0089] Expansion / contraction refers to the expansion / contraction method in which a smaller tube extends into a larger tube.

[0090] Figure 8 Circulating control rope system diagram explanation:

[0091] Widely used in all aircraft for controlling the expansion or contraction of the area of ​​lever sails, directional sails, and triangular sails and lifts. Number 1 represents the tube, number 2 represents the cloth, number 3 represents the loop rope, number 4 represents the opening direction, number 5 represents the closing direction, and number 6 represents the intelligent control system.

[0092] The two circles in the diagram represent the connection points between the tension rope and the protective fabric.

[0093] Intelligent control system refers to a mechanical intelligent system that can intelligently control the opening and closing amplitude of the pull rope based on wind force, wind direction, self-weight, and target direction.

[0094] The length of the pull cord and the covering cloth is determined by actual needs.

[0095] The covering fabric is an airtight strip.

[0096] The intelligent control data varies depending on the location.

[0097] The cyclic control rope system is suitable for all types of light aircraft.

[0098] It is particularly important to point out that Figure 1The variable-wing light aircraft's uppermost skid wing is tractioned by a single rope, which is also a loop rope structure and is controlled by intelligent controls, such as... Figure 1 The numbers 16→15→10→15→16 and 16→15→9→15→16, 13→11→14→11→13 and 13→11→12→11→13 belong to different cyclic tension ropes, according to... Figure 1 The numbers 11→17→18→15 and 11→19→20→15 shown represent the variable wing pivot.

[0099] The 95-cycle tension rope is a powerful tension rope, with approximately 10 loops of rope fabric.

[0100] Figure 9 Explanation of the force diagram for lifting equilibrium:

[0101] A is the front apex of the chassis, B is the rear apex of the chassis, 0 is the highest point of the aircraft, CDFE is the ski-jump wing, and each point is symmetrically balanced by ropes.

[0102] By pulling the corresponding ropes at the top and bottom and left and right of the chassis vertices and the top of the aircraft vertices at the same points on the skid wing, a stable effect of force balance is achieved in all directions.

[0103] In reality, there are many tension points on the skid plate, and a tension rope can be installed every 160 degrees. They are not marked one by one to avoid too many lines on the drawings.

[0104] These drawstrings are subjected to considerable force, with approximately four layers of loops, and are made of airtight fabric.

[0105] Figure 11 Explanation of the triangular support design diagram for aircraft:

[0106] This view is from the rear, and ABC represents the triangular support brackets erected by the chassis.

[0107] Triangular-supported pyramidal frames are suitable for fixed-wing aircraft.

[0108] All slender external scaffolding tubes exceeding 500mm in length have been reinforced with additional features such as... Figure 3 Angle tubes or similar profiles are used, with urethane stuffed inside. The triangular sleeve is wrapped with cloth, and then M4 threaded holes are drilled every 25 to 180 degrees. This method is applicable to all aircraft, so I will not specify them one by one.

[0109] Figure 12 Aircraft seat design specifications:

[0110] The number 1 indicates a screw connection to the fan mount; 2 indicates a urethane rubber and spring damping system; 3 indicates the fan itself, and the pulley's damping design also uses urethane rubber and springs; 5 indicates a reinforcing rib design under the seat (crossed lines); when the seat is at the very front, this is achieved at the outermost edge of the passenger compartment, parallel to the fan. Figure 6 The wind turbine base uses a track-changing technology, with the track-changing shaft 6 horizontal to the aircraft. This allows the wind turbine to rotate 90° around the track, with the wind force moving forward, which helps with deceleration, braking, and landing. Both the lower wind turbine and the seat's sliding wheels use a double-buffered vibration-damping structure with urethane rubber and springs.

[0111] The seats are reinforced with cross-triangular ribs on all four sides.

[0112] The area under the seat is completely sealed with double-layered airtight cloth and drilled concentrically with the seat tube (filled with eucalyptus rubber) to create M4 threaded holes. The hole spacing is selected as needed, approximately 25 to 180 mm.

[0113] The height dimension is based on the wheel base (ground).

[0114] The seat and backrest can be paired with a sofa or with polycarbonate sheets.

[0115] Figure 10 Schematic diagram of the main gravity zone of the cockpit: Number 2 is the rear thrust fan, with an outer mesh diameter of 1048 and an impeller diameter of 1008. Numbers 3 and 5 are under-seat fans, with an outer mesh diameter of 600 and a blade diameter of 560.

[0116] Seating details Figure 12 Seating diagram

[0117] Number 4 represents the passenger compartment, which is completely separated by transparent polycarbonate sheets and epoxy boards. The passenger compartment has air vents and generally does not require air conditioning.

[0118] The fan and battery are isolated below the passenger compartment and installed nearby.

[0119] The passenger compartment is equipped with air conditioning and heating, and features an electronic control display. An emergency maintenance vent can be installed and removed in the middle of the passenger compartment, allowing for manual operation in emergencies.

[0120] The intelligent control mechanical parts are also located nearby below the passenger compartment.

[0121] The number 1 is the fan cover. The fan cover is to prevent people, birds and foreign objects from entering through the air inlet and to prevent obstruction of vision and fear of mechanical safety.

[0122] Figure 12 Additional information about the seats:

[0123] The use of springs and urethane rubber structures between the chair and the fan, and between the frame and the pulleys, is to reduce shock and cushion the impact of landing.

[0124] The pulley distance can also be designed in several ways.

[0125] The seat is reinforced with triangular intersecting ribs on all four sides.

[0126] The area under the seat is covered with cloth to prevent the stainless steel tubes at the corners from opening.

[0127] The covering fabric is airtight and is tightened with screws through concentric threads in the stainless steel tube and the urethane filling inside the tube.

[0128] Seats and Figure 10 The cabin can be made of polycarbonate sheets and stainless steel sheets.

[0129] Seat panel with multiple perforations:

[0130] and Figure 12 To match the design of a square hole spacing, that is Figure 12 The hole spacing must be square.

[0131] This identical square hole design is a standardized design. All aircraft seat holes use the same standardized design.

[0132] This standardized design allows for relative balance when people of different weights are seated, by adjusting the seat position.

[0133] It can also have a sliding seat design.

[0134] The hole spacing wasn't specified because multiple hole spacing designs are possible.

[0135] Seat belts are also installed on the seats. Since people are extremely heavy in light aircraft, they are not allowed to move around freely once they are seated. If they want to move, they must request a movement route from the intelligent control system.

[0136] The number 26 refers to the outer end and inner end of the passenger cabin, as well as the pipe joint. These three parts are made of lightweight and highly ductile materials such as aluminum carbon fiber nylon endurance plates. The M4 holes on the side, the stainless steel tubes and urethane rubber plugs inside are machined and tapped at the same time to ensure concentricity and tighten the screws. The M4 holes on the end face can be used to install parts or to thread tension ropes to meet the tension requirements.

[0137] These three parts are mainly used for mounting and sliding the skid-mounted wing on variable-wing aircraft, but they can also be mounted and used in other locations.

[0138] by Figure 1 For example: Insert the 12→13 pipe into the inner hole of the pipe connector, then put the inner end on the 16→13, then put the outer end on the outer hole of the outer connector that has been put into the 12→13 pipe, then put the outer end on the 16→13 pipe, then insert the 16→13 pipe into the inner hole of the outer connector, and put the outer hole on the variable wing guide rod. Use the 13→11→12 circulating rope to control the 12→13 rod to slide along the variable wing slide rod.

[0139] By using a sliding mechanism, a single-sided lift wing can adjust its angle according to changes in wind force and direction, thus better utilizing wind power for flight.

[0140] Figure 1Variable wing aircraft require many parts such as external tube connectors and ends.

[0141] There are many ways to achieve variable-speed wings, such as the double-support double-straight-bar type and the double-limited-rail type.

[0142] The circumferential holes on the outer end are for passing tension ropes, and this area requires more balancing force.

[0143] These three tube-loading locations must have pre-installed urethane sticks, and the aluminum, cloth, stainless steel tubes, and urethane parts must be drilled, tapped, and screwed on concentrically.

[0144] Instructions for using urethane filler sticks:

[0145] All curved and slender pipes are first filled with urethane glue, bent, and laid out with urethane glue. Concentric drilling, tapping, screwing, and tightening are then performed.

[0146] All main load-bearing pipes are filled with urethane rubber, and the urethane rubber in the pipes is installed with concentric holes drilled, tapped, and screwed on.

[0147] Other materials can be used for urethane adhesive, but concentric drilling, tapping, and screw installation are essential!

[0148] Dimensions not specified are determined as needed: Precise feeding via mold is possible before bending or machining; after feeding, the M4 hole is concentrically machined with the mating tubing, aluminum, or other material parts, then tapped and tightened. Tension rope instructions:

[0149] The tension rope is made of airtight fabric.

[0150] First, tie the edges of the fabric, then make loops. For non-strong fabrics, about 2 loops (4 layers) are sufficient; for strong fabrics, 5 loops (10 layers or more) are required. Tie the edges after making the loops. Figure 1 The variable-wing aircraft uses a high-strength cable.

[0152] The stainless steel frame is covered with fabric, and the two concentric tubes are connected by an outer fabric covering and an inner filling of eurythin rubber, all processed and tightened with screws in one go.

[0153] In the future, a single mold module will be used to fix two or more tubes.

[0154] Wide pipe fabric design specifications:

[0155] Number 1 represents the long-term intended cutting line; 2 represents the stainless steel pipe; 3 represents the pipe wrapping fabric; and 4 represents the pipe wrapping fabric extension material. The fabric is airtight. The fabric is first hemmed, then rolled into the pipe at least two turns before being tied at the edges.

[0156] M4 urethane tubing is processed with a one-time die-cutting and tapping, then fitted with stainless steel bolts and nuts.

[0157] The drilling direction is perpendicular to the direction of the force.

[0158] Polyurethane is only used at bends and main load-bearing points in the mold feeding process. Where there is polyurethane, there will be threaded holes.

[0159] Wide tubes are used in applications requiring vertical or horizontal force balance, such as a skid plate connecting the highest point to the chassis.

[0160] Figure 17 Explanation of the new design long-pile fabric sample:

[0161] Number 1 represents a single piece of original fabric, which is airtight.

[0162] Design a 6-meter long, less than 0.2-meter diameter fabric strip every 6*6.

[0163] Bird-like shape description of the ski-lift wing

[0164] Birds' wings are steeply angled and not very wide. Learning from birds is essential for progress, and we should strive to emulate the shape of birds' wings.

[0165] Figure 14 Pulley design diagram explanation:

[0166] Number 1 represents a bolt, 2 a nut, 3 a washer (elastic washers are acceptable), 4 the frame, 5 a spring, 6 urethane rubber, and 7 a pulley connecting plate; a double-dampening and cushioning design using springs and urethane rubber is employed for ground contact.

[0167] Leaving one or more turns longer than the urethane rubber spring indicates an elastic damping state at the pre-tightened position.

[0168] This includes the use of springs that are one or several turns higher than the urethane rubber in motors and anywhere else that this vibration damping technology is applied to provide extra strength.

[0169] Pulley design description:

[0170] The technology is relatively traditional, and the principle is the same; it's just done in a different way.

[0171] Pipe Reinforcing Rib Connection Instructions:

[0172] Reinforcing ribs and any structures attached to the fabric must not disrupt the fabric's flatness and tension.

[0173] Figure 15 Instructions for the inner circumference of the rotating steering sail:

[0174] Number 1 represents the main load-bearing fabric, 2 represents the horizon, and 3 represents the chassis; the rotating sail is made of airtight fabric.

[0175] The steering sail is positioned at a height of 488-1120 mm above the ground when the rider is seated. Raising or lowering it poses a risk of tipping over; extreme caution is advised. For multi-person or heavy-duty models, the height and size of the main wind-bearing fabric in Zone 1 can be appropriately increased. This diagram is for reference only. Figure 7Additional notes on the inner sail of the rotating sail and rear sail aircraft: it can also be used alone; it can also be used in two-person, four-person, and multi-person models, only with an increased size.

[0176] The area of ​​the swivel canvas can be intelligently controlled according to wind force and direction.

[0177] The reason for the smaller bottom and larger top is to generate a certain amount of upward buoyancy, since buoyancy is the center of gravity problem that needs to be solved in flight.

[0178] Side view of the air duct:

[0179] The outer two ends of the air duct are made of spiral-shaped breathable fabric strips, and are inclined at about 30° inward and outward.

[0180] The internal air ducts are made of airtight fabric strips.

[0181] The air duct is tightly connected to the upper skid lifter, while a 5-millimeter ventilation opening is left between it and the lower skid lifter to avoid directly resisting wind forces from the left and right.

[0182] The wind tunnel fabric and the glide lift are connected by a 20mm wide strip of fabric approximately every 120mm to position and shape them.

[0183] The air duct area can be controlled by an intelligent control system based on wind force and direction via a circulating rope.

[0184] Two color illustrations of the same fixed-wing aircraft design, for Figure 2 Fixed-wing aircraft are described in detail, not as a whole.

[0185] The elevation angle of the skid plate and chassis is approximately 3° at the front and rear.

[0186] Main view description of the air duct:

[0188] The outermost ends of the upper and lower blades are connected by a solid polycarbonate sheet.

[0190] and Figure 2 For the same fixed-wing aircraft, they can be referenced from each other.

[0192] The image shows the hollow air duct, with solid pipes and endurance plates connected on both sides.

[0193] Triangular tube description:

[0194] This design combines triangular and circular forces, resulting in a strength far exceeding that of a solid object. The circle supports the weak points of the triangle, while the sharp point protects the fragility of the circle.

[0195] The cloth is also wrapped around the stainless steel screws through concentric threaded holes to prevent them from moving together and to reinforce each other.

[0196] This is the design I want; the size can be enlarged.

[0197] When drilling holes, drill holes on all three sides sequentially instead of on one side, and tighten the stainless steel screws with all threads through.

[0198] All materials are 304 stainless steel.

[0199] Explanation of the dimensions and structure of the middle section: Number 1 is the highest point, 2 is the foremost point, 3 is the rearmost point, 4 is the retractable sensor directional flag, 5 to 6 and 7 to 8 are the front and rear sliding guide rails respectively, 9 is the forward airflow surface (directing airflow to the underside of the lift wing) which coincides with the passenger compartment support rod and also provides support and positioning for the sliding guide rod, 10 is the front and rear sliding guide rod, 11 is the uppermost large lift wing, there is an upper reinforcing rib above the large lift wing which is very close and not shown, 12 is the small lift wing above the cockpit, the passenger compartment and the cockpit are below and not shown, 13 is the chassis, 19 is the reinforcing rib tube; the front-high and rear-low angle of the chassis is about 3.5 degrees; the front-high and rear-low angle of the large and small lift wing can be about 3.5 to 8 degrees.

[0200] Direction flag:

[0201] Number 1 is a wind force and direction sensor; the direction flagpole can be extended and retracted; there is a camera at the rear that is aimed at the sensor to intelligently identify wind force and direction at all times;

[0202] Figure 7 Schematic diagram of a rotating sail and tail sail aircraft:

[0203] Number 1 is the front point, 2 is the rear point, 3 to 4 to 5 to 6 are the passenger cockpit, 7 is the lower rotating inner ring, 8 is the upper rotating inner ring, 9 is the lower rotating outer ring, 10 is the upper rotating outer ring, 11 is the rear sail rotating trident, 12 and 13 are the main traction rear sail, 14 is the horizon, 15 is the passenger cockpit, 16 is the upper rotating ring, and 17 is the rear sail rotating trident. This diagram is for a single-person model; for two-person and multi-person models, simply increase the diameter of numbers 7, 8, 9, and 10. For multi-person and heavy-duty models, the rear sail area can be increased. The rear sail size of 2000 is retractable and can be extended to approximately 3800 with intelligent control based on wind force and direction. The top of the directional device can also be designed accordingly. The dimensions of the cockpit seat fan are the same for all aircraft models, which is conducive to standardized mold production and maintenance.

[0204] The numbers 3 and 4 are the left and right vertices above the front of the passenger compartment. The cloth connected to the number 1 on the chassis can clearly express how the wind coming from the front is neutralized on both sides. At the same time, the wind force is guided to the underside of the lift wing through the surface of number 314. This is the wind-gathering principle of all aircraft, which will be clearly explained here.

[0205] Figure 18 Description of a single-person fixed-wing aircraft with a wind tunnel:

[0206] Numbers 1 through 4 represent the passenger and cockpit areas; numbers 5 through 8 represent the fixed ski-jump wing support points; numbers 9 and 10 represent the front and rear apexes of the chassis; number 11 represents the highest point of the aircraft (the retractable directional flag is retracted inside); and number 12 represents the air duct (structured similarly). Figure 3 (Slightly smaller in size), 13 is the ascending and descending glider, 15 represents the multi-spindle ridge line of this seat, 16 is the high-thrust fan, 17 is the seat leaning forward, 18 is the seat, and the small image in the lower right corner is the single-person small chassis;

[0207] The numbers 1→7, 2→8, 3→6, and 4→5 represent the strong support that connects the cockpit to the ski-jump wing. This support can be provided by a triangular center tube or even a solid endurance plate. Due to the high strength of the solid support, it is used extensively where needed. Figure 13 Please provide an additional illustration;

[0208] The technology is used in all types of aircraft because they all have physical cockpits and cockpits; we are just making a clear explanation for this particular model.

[0209] Figure 13 Diagram of hatch tube connection

[0210] Drill concentric holes and tap screws into the cockpit panel and the connecting pipe or plate; the angle and position of the connecting pipe or plate to the cockpit are determined according to the needs. Due to the high strength of the solid connection, this technology can be used extensively.

[0211] Technical specifications for reinforcing ribs:

[0212] The number 1 is a reinforcing rib, which is reinforced by screwing in concentric holes;

[0213] Figure 5 Pipeline arbitrary hole opening technology description:

[0214] The number 1 indicates the fabric tube; the fabric tube and the urethane rubber are concentrically drilled, tapped, and screwed on; it is precisely because of the arbitrary drilling that the position of the fabric tube is guaranteed not to move around randomly; it is precisely because of the arbitrary drilling of the fabric tube that it can be pulled and balanced with light weight and high strength where needed; because all the fabric is an airtight, high tensile strength, and lightweight fabric.

[0215] Figure 6 Wind Turbine Track Changing Technology Description

[0216] 1 is the wind turbine motor, 2 is the motor connecting to the wind turbine shaft, 3 is the motor base rotating fork, 4 is the rotating guide rail, 5 is the inner and outer ring positioning plates of the guide rail, and 6 is the upper and lower center rotating shaft. The fork is fixed to the motor, and two positioning ring plates are installed on the upper and lower parts of the motor so that the center hole of the motor shaft coincides with the center axis of the upper and lower forks. It can intelligently determine and adjust the steering angle in time according to the wind direction, wind force and destination direction to realize the power steering function. At the same time, it can intelligently open and close the size of each sail according to the wind force, wind direction and destination direction to coordinate with flight!

[0217] High-thrust fan description:

[0218] The thickness dimensions shown in the diagram, 160 (small) or 240 (large), indicate an increased blade helix angle. This helix angle allows for greater vertical upward airflow. A larger helix angle ensures a large air intake while maintaining a large blade area, thus guaranteeing airflow and wind power!

[0219] The external dimensions of the impeller shown in the diagram are the same as the internal dimensions of the impeller reinforcing ribs: 580 (small version) or 1008 (large version). The reinforcing ribs enhance the rigidity of each large-area blade, thereby significantly increasing the stress strength and thus increasing the wind power! Due to the existence of the motor mount track-changing technology, the front fan can turn forward, thereby increasing the braking wind resistance and facilitating braking and hovering.

[0220] This aircraft will increase the diameter and rotation speed of the wind turbine on top in order to achieve more than twice the weight of electric wind power; an airtight protective cover will be added in the thickness direction of the wind turbine cover (the material can be selected from lightweight materials such as cloth and polycarbonate sheets) to reduce wind power loss.

[0221] Because the helix angle is increased, full-area fan blades can be designed, and a large air inlet can be designed outside the area by utilizing the helix angle;

[0222] Explanation of wind force calculation formula:

[0223] Because the increased helix angle, air inlet, and blade area enhance wind power, and the protective cover prevents wind loss, the high-thrust fan I designed far surpasses similar products in terms of coefficients in the formula, estimated to be over 0.8. With a diameter of 1.2 meters, the wind power is calculated as follows: 0.8 * 1.2 * (2400 rpm for 60 seconds * 40 * 1.2 * 1.2 * 1.2 * 1.2) = 3185.05 Newtons = 325 kgf. This is only for the rear-thrust, left-right rotating fan; the under-seat fan, with a diameter of 700mm, can generate up to 30 kgf. Similarly, a 1.2-meter, vertically rotating high-thrust fan can be added at the very front of the passenger compartment. Furthermore, the numerous sails utilizing wind power in the air will provide load-bearing and gliding energy-saving and environmentally friendly benefits.

[0224] Special note: All dimensions of this aircraft are in millimeters.

[0225] Unless otherwise specified, the text description on the diagram shall prevail. Where there is a text description, it is specifically emphasized that: if the same structure is described in one diagram, it shall be valid on all aircraft!

[0226] Figure 16 Explanation of the ski-jump diagram:

[0227] A ski-jump wing is a large flight wing with a front-high and rear-low pitch angle, made of impermeable fabric, and its pitch angle is generally 2 to 8 degrees.

[0228] Due to their large size, the ski-jump wing requires constant and timely operation via guide ropes based on wind force and direction. Figure 8 The cyclic control system opens or closes part of the wing area, and the intelligent control data must be carefully and meticulously handled. Due to the large area, it needs to be folded when stored. The square glide wing of the fixed-wing aircraft can be folded by using a large tube inside a small tube, while the outer edge of the triangle can be folded by a pivot. The variable-wing aircraft can slide the central axis to the bottom and let the two edges close at the top.

[0229] Because the area of ​​the ski-jump wing is too large, it is necessary to adopt... Figure 5 The pipe fabric arbitrary perforation technology involves evenly placing pull ropes every 180 millimeters vertically on the fabric to achieve [the desired effect]. Figure 9 Balance the tension to prevent the upper beam pipe from bending and deforming.

[0230] At the start of takeoff, the lift wings are closed. During takeoff, the lift wings are opened intelligently, gradually and selectively according to wind force, wind direction and destination, in the order of the middle first and then the outer perimeter, first the sheltered side and then the wind-drawing side; while during landing, all lift wings are opened and the rear thrust fan is closed or turned off (depending on wind force and wind direction) to facilitate load bearing during landing.

[0231] During landing, not only are all the ski-jump wings deployed, but also the load-bearing sail between the ski-jump wings and the midship connecting the chassis is deployed;

[0232] When the 198 items are about 5 to 15 meters from the ground, activate the downthrow fan, quickly shut off the load-bearing sail and skid plate, and press the pulley brakes quickly to cushion the landing. Then fold them into storage.

Claims

1. A lightweight aircraft combining electric and wind power. This aircraft achieves energy conservation and environmental protection primarily through weight reduction and the utilization of wind energy: Weight reduction is achieved safely by cleverly combining non-metallic materials such as polycarbonate sheets, stainless steel pipes, and fabrics, resulting in energy savings—this is one of the energy-saving technologies; Wind transport is mainly achieved through the upward lift generated by the electric forward thrust and the upper-level skid-mounted wing with a higher front and lower rear; the chassis is also designed with small skid-mounted wings with a higher front and lower rear, similarly generating upward lift; the air ducts are also designed with a slanted or S-shaped design with a higher front and lower rear, allowing the air to flow smoothly within the ducts. Generating lift through mutual vibration is another key technology; load-bearing and energy-saving performance of each impermeable lift wing is another technology; Figures 3, 7, and 15 further utilize the controlled opening of nearly vertical sails in each wind-boring zone to directly and nearly vertically receive and utilize wind power for energy saving; since the lift wing and wind duct are inclined to receive air, it is essentially a three-dimensional wind-receiving and floating technology; in addition, the airbags and airbag microfeathers developed in this project, as well as the newly designed long-haired impermeable fabric strips of the lift wing, are all three-dimensional wind power utilization technologies; note that this refers to wind-gathering and energy-saving technologies, which do not conflict with the use of electric power for wind-resistant and self-controlled flight.

2. Energy conservation must be combined with structural safety: Each seat utilizes a high-thrust fan under the seat to generate electric lift; a high-thrust fan behind the seat generates electric forward thrust; electric power can now power flying cars weighing several tons, and I have invented a high-thrust fan (application number 2024221219817) to assist; electric power counteracts wind force, ensuring intelligent flight control safety; proper use of energy-saving wind transport technology can greatly provide flight power, even providing 100% flight power in tailwinds; urethane rubber or urethane spring cushioning structures are extensively used in the cabin, fan, and all landing stress points; the clever combination of tubing and panels ensures structural safety under stress, as explained in the instruction manual; for safety, parts are replaced 1 / 4 to 1 / 2 of their lifespan before the expected lifespan, and any problems are immediately addressed; it should be noted that the forces are mainly the weight of one or several people and the aircraft's own weight, as well as... Wind force, and the actual design force of components should be more than three times the force required at these locations, which is a design principle. In addition, the concentration of all major gravity in the cockpit and close proximity is a key technology. This technology of concentrating major gravity areas forms and ensures that the absolute center of gravity of the entire aircraft is concentrated in the center and at the bottom: the concentration of major gravity forms an absolute center of gravity that is in the center and at the bottom, preventing overturning, and at the same time eliminating the possibility of long-distance twisting or prying of gravity nodes. Compact gravity is a key technology for overall safety design. In addition, for aircraft and component drawings with textual descriptions, such as the use of reinforcing ribs for stress distribution, the textual descriptions shall prevail. The drawings may not show too much to avoid affecting the key expression. All textual descriptions of similar structures in this aircraft are expressed in one drawing, including stress distribution. Long inclined tubes can be replaced with solid polycarbonate plates or even stainless steel to meet the stress requirements.

3. The approximate shape, size, proportions, structure, and textual descriptions of each model of this light aircraft are all patented technologies. Light aircraft is a large-scale project, and a difference of 1 to 3 meters in the data is within the normal protection range.

4. The main folding technologies of this aircraft are: for identical rectangles, a large tube can be used to enclose a small tube; for triangular structures, a pivot folding technology can be used; for long, sloping sections, a structure with a pivot at one end and a hook at the other can be used; and more folding technologies can be learned and adopted than the X-shaped central axis cross folding technology.

5. As shown in Figure 1, develop airbag technology and airbag micro-feather technology for filling with air, hydrogen, helium, ammonia, and hydrogen-helium mixture.

6. The main wind-borrowing zone refers to the area where the wind force is borrowed from the front, back, left, and right, similar to a ship's nearly vertical sail. It must meet the following technical characteristics: it must be parallel to the main gravity. Being too high, too low, or too far from the main gravity poses a risk of twisting and capsizing. In this aircraft's seated position, the main wind-borrowing zone is located 488 to 1120 degrees above the feet. However, the wind-borrowing zone can be enlarged slightly in weak winds, but this should be used with caution, as a nearly vertical wind can propel a ship, and the wind force is significant due to the large area. In the standing position, the main wind-borrowing zone can cover the entire height, but the size of the sail area must be adjusted according to the wind force. As shown in Figure 7, the rotating sail and the rear sail are designed to coordinate the angle between the rear sail and the central arc sail according to the wind direction, so that the original wind direction and force are converted to the direction of travel as much as possible. This is a clever wind force conversion technology. It is worth noting that the rear wind-borrowing zone can be opened and closed in different locations.

7. Wind-transforming and wind-guiding technology mainly refers to mitigating and utilizing forward drag and wind force from all directions: The triangular prism structure at the front tip uses its two sloping sides to disperse forward drag from the front tip outwards, generating a certain amount of lift. Simultaneously, the upper sloping surface of this triangular prism structure, which is lower at the front and higher at the rear, can even be equipped with spiral-shaped permeable fabric strips that connect to the underside of the lift wing, thereby increasing the lift wing's lift. The spiral shape is the most effective design for changing any wind direction and thus altering drag. A spiral-shaped wind-guiding fabric strip, approximately 120mm wide, can be designed every 120mm to guide the wind force to the underside of the lift wing, increasing its lift. Wind-transforming and wind-guiding technology can be used in all directions of the aircraft. It is crucial that the wind-guiding fabric strips not be impermeable, otherwise the forward drag will be too great. The circulating rope technology (see Figure 8) works in conjunction with guide curtain ropes in the intelligent control system to control the area of ​​each wing sail according to wind force and direction, cleverly transforming and manipulating the wind.

8. Takeoff and Control Principles: The aircraft is pushed to a rooftop or open area on the ground via chassis pulleys. The retractable directional flag is raised (see Figure 1, the highest point of the variable-wing aircraft; all flight flags are designed with the same retractable flagpole). The passenger enters the cockpit / passenger compartment, activates the power supply, and starts the intelligent control system. The system intelligently identifies the passenger and their luggage. Following the system's instructions, the passenger selects a seat, places their luggage, sits down, and fastens their seatbelt. The intelligent control system judges the wind direction and force of the directional flag. Firstly, it intelligently deploys various parts of the aircraft and wind-blown sails. Secondly, the intelligent control system, based on wind direction, target direction, and obstacles ahead, adjusts the thrust fan angle like a steering wheel to adapt to flight requirements. Thirdly, the intelligent control system activates and controls the power output of the electric system based on the passenger's weight and luggage weight, driving the pulleys. At this time: the under-seat fan starts, generating upward lift (reducing weight and lowering the frictional resistance of the pulleys, which is beneficial for...). (Pulley acceleration) The forward rolling of the pulley also causes all the front-high, rear-low lifters to generate upward buoyancy. The intelligent system gradually increases the area of ​​each lifter to increase buoyancy and intelligently increases the wind power of each motor for takeoff. Once in the air, the intelligent system opens the rear thrust sail, using the wind power to move forward. All the wing sail ducts begin to bear heavy loads, which can intelligently reduce the power output of each fan (energy saving). In the case of a tailwind, it can even glide without electricity using only the rear thrust sail, saving energy. It should be noted that all models of this aircraft are designed with a lower slope and a higher angle for the rear thrust sail. Using this angle can also generate a certain amount of lift. In addition, the inertia combined with the front-high, rear-low lifters can glide further. Of course, the electric fans can intelligently cooperate to propel flight. When landing is required, the intelligent control system turns the fan seat under the front seat forward to generate forward wind and rear thrust braking. The intelligent control shuts down the rear thrust fan, opens all the load-bearing sails, and turns on the fan under the seat for a slow descent. It should be noted that the takeoff and control of this aircraft are inseparable from the high-thrust fan invented by me. The large air inlet ensures the air volume, the large spiral angle ensures the wind direction, and the high speed, large area of ​​the fan blades and the reinforcing ribs ensure the wind speed and wind force while reducing noise.

9. The tension balance force technology in Figure 9 is based on the arbitrary tube fabric opening technology in Figure 5: it is precisely because Figure 5 can open holes in the tube fabric at any position that it is possible to connect the tension rope to achieve symmetrical balanced tension on both sides when balanced force is required.

10. Intelligent Control System Design: The system connects to the national air traffic control system, ensuring lawful and compliant flight. It intelligently identifies and avoids obstacles via cameras for enhanced safety. Inputting body weight and baggage weight into the system allows for intelligent placement of heavy objects to achieve force balance. The system intelligently allocates power and speed output to each fan based on body weight and baggage weight to achieve force balance. The system intelligently identifies wind direction and force by capturing real-time images of the highest wind vane, then outputs different power to motors at different positions for stable flight. The system can intelligently control the area of ​​each sail and wing based on wind direction and force to achieve balanced and safe flight. It intelligently issues takeoff and landing control prompts and air traffic control alerts. It intelligently activates flashing lights at night. The intelligent system incorporates traffic rules:

1. When meeting, keep to the right.

2. The takeoff zone is 0-30 meters above the highest building; flight is prohibited in the takeoff zone.

3. The flight zone is 30-100 meters; higher altitudes are permissible but not excessive to avoid high-altitude accidents; lower altitudes result in shorter landing reaction distances and greater safety.

4. The flight distance is about 30 meters from residential areas to reduce noise and respect the privacy of residents; the intelligent system is equipped with a backup plan for emergency landing when the battery is down to 20%; and the intelligent system prevents the flight from flying in strong winds.

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