An electric vertical takeoff and landing manned aircraft

Abstract

This utility model discloses an electric vertical takeoff and landing manned aircraft, including an aluminum alloy frame, a vibration damping assembly, a right guardrail connected to one side of the aluminum alloy frame, and a left guardrail connected to the other side via a pivot seat. The vibration damping assembly includes a first carbon fiber tube and a vibration damping seat fitted on the first carbon fiber tube. The upper and lower vibration damping seats are fastened with bolts through the penetration between the first carbon fiber tube and the aluminum alloy frame. The rubber vibration damping pad absorbs high-frequency vibration energy through its own elastic deformation, effectively blocking the direct transmission of vibration to the frame. The axial anti-roll bracket forms an elastic clamp on the sleeve through rubber clips. This clamping force can be flexibly adjusted by the hardness of the rubber clips, which greatly reduces the vibration felt in the cockpit area. Both the first and second carbon fiber tubes are made of carbon fiber composite material, which has a weak ability to reflect sound waves and can reduce the transmission efficiency of propeller aerodynamic noise.

Description

Technical Field

[0001] This utility model belongs to the field of manned aircraft technology, specifically relating to an electric vertical take-off and landing manned aircraft. Background Technology

[0002] In recent years, with the acceleration of urbanization and the increasing demand for air transportation, electric vertical takeoff and landing (eVTOL) manned aircraft, as a new type of short-haul air transportation tool, has received widespread attention and research. It has significant advantages such as vertical takeoff and landing without the need for a dedicated runway, low emissions, high efficiency and flexibility. It is considered an important development direction for solving urban traffic congestion and improving travel efficiency, and has shown great application potential in urban commuting, aerial sightseeing, emergency rescue and other fields.

[0003] Existing electric vertical takeoff and landing (eVTOL) manned aircraft exhibit particularly prominent vibration and noise issues during operation. In terms of vibration, eVTOLs typically employ a multi-rotor configuration, where the high-speed rotation of multiple propellers generates non-uniform aerodynamic loads. Simultaneously, the motors also generate vibration excitations due to rotor imbalance and electromagnetic force fluctuations during operation. These vibrations are transmitted through the fuselage structure to the cockpit and various critical components. On the one hand, this significantly reduces passenger comfort, leading to symptoms such as dizziness and fatigue. On the other hand, long-term vibration loads may adversely affect the structural strength of the aircraft, causing structural fatigue damage, shortening its service life, and even affecting the stability and reliability of the flight control system, posing a potential threat to flight safety. Utility Model Content

[0004] The purpose of this invention is to provide an electric vertical take-off and landing manned aircraft to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an electric vertical takeoff and landing manned aircraft, comprising:

[0006] An aluminum alloy frame, with a right guardrail connected to one side and a left guardrail connected to the other side via a pivot seat, so that the left guardrail can rotate around the pivot seat to form a passage for passengers to enter and exit.

[0007] The vibration damping assembly has two sets, which are respectively located at the front and rear ends of the aluminum alloy frame. It is used to change the amplitude and resonance point to reduce the impact of vibration on structural stability and ride comfort. The vibration damping assembly includes a first carbon fiber tube and a vibration damping seat fitted on the first carbon fiber tube. The rubber vibration damping pad provided at the fitting point between the vibration damping seat and the first carbon fiber tube can absorb and buffer the vibration energy through elastic deformation when the aluminum alloy frame vibrates.

[0008] The second carbon fiber tube has several sets and is respectively hinged to both ends of the first carbon fiber tube through a hinge seat to realize the folding of the arm, thereby reducing the floor space occupied when stored.

[0009] Preferably, the first carbon fiber tube is disposed inside the aluminum alloy frame and both ends of the first carbon fiber tube penetrate the aluminum alloy frame. The vibration damping seat is disposed at the penetration point between the first carbon fiber tube and the aluminum alloy frame. The vibration damping seat includes an upper vibration damping seat and a lower vibration damping seat. After the upper vibration damping seat and the lower vibration damping seat are fitted onto the first carbon fiber tube, they are fastened together by bolts, and a rubber vibration damping pad is clamped between the upper vibration damping seat and the lower vibration damping seat. The two ends of the first carbon fiber tube are respectively hinged to a second carbon fiber tube through a hinge to realize the folding of the arm, thereby reducing the floor space occupied in the storage state.

[0010] Preferably, the first carbon fiber tube is fitted with a sleeve, and the sleeve and the first carbon fiber tube are connected by a hollow fixing pin. The hollow fixing pin is embedded in the corresponding assembly holes of the sleeve and the first carbon fiber tube, thereby forming an axial limiting structure to prevent the sleeve from moving left or right on the first carbon fiber tube.

[0011] Preferably, the top of the sleeve is connected to an axial anti-roll bracket by a rubber clamp, and the axial anti-roll bracket is welded to the aluminum alloy frame.

[0012] Preferably, the right guardrail and the left guardrail are respectively connected to a right handrail guard plate and a left handrail guard plate, and both the right handrail guard plate and the left handrail guard plate are made of carbon fiber composite material or engineering plastic.

[0013] Preferably, a load direction proportional rocker is installed on the right armrest guard plate, a load lifting proportional throttle rocker is installed on the left armrest guard plate, and a seat is provided inside the aluminum alloy frame.

[0014] Preferably, a limit rod is connected to one side of the aluminum alloy frame, and the left guardrail is opened by rotating around the shaft seat and stops when it is opened to the limit rod. The limit rod can limit the maximum opening angle of the left guardrail.

[0015] Preferably, one end of the second carbon fiber tube is connected to a dual-axis motor, and each output shaft of the dual-axis motor is connected to a propeller.

[0016] Preferably, the bottom of the aluminum alloy frame is provided with a base compartment containing a battery, which is electrically connected to the dual-axis motor.

[0017] Preferably, the aluminum alloy frame has two sets of support legs connected to the front end of the bottom and two sets of support wheels rotatably connected to the rear end of the bottom.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] (1) The double-layer buffer design of the vibration damping component forms a high-efficiency vibration filtering system. The upper and lower vibration damping seats are fastened with bolts through the penetration of the first carbon fiber tube and the aluminum alloy frame, and the rubber vibration damping pad is firmly clamped in it. When the vibration is transmitted to this point, the rubber vibration damping pad absorbs the high-frequency vibration energy through its own elastic deformation, effectively blocking the direct transmission of vibration to the frame. At the same time, the sleeve and the first carbon fiber tube are rigidly connected by hollow fixing pins, while the axial anti-roll bracket forms an elastic clamp on the sleeve through rubber clips. This clamping force can be flexibly adjusted by the hardness of the rubber clips, which can further filter low-frequency vibration and greatly reduce the vibration feeling in the cockpit area. The first and second carbon fiber tubes are both made of carbon fiber composite material. This material has a weak ability to reflect sound waves, which can reduce the transmission efficiency of propeller aerodynamic noise.

[0020] (2) The aluminum alloy frame is made of aerospace-grade aluminum alloy by argon arc welding. The weld is specially treated to relieve stress. The overall structure has high strength and can cope with the instantaneous impact force generated when the propeller fails unexpectedly. The "scissor door" formed by the left guardrail of the frame opens around the shaft seat. When it opens, it rotates around the shaft seat, and the limit rod controls the opening angle, which not only ensures sufficient passage for passengers to enter and exit, but also prevents excessive opening from causing structural deformation.

[0021] (3) The second carbon fiber tube can be rotated and folded through the hinge. After folding, the horizontal dimension of the whole machine is greatly reduced, the floor space is significantly reduced, and it is easy to store in a small space.

[0022] (4) When moving to a flat ground, you only need to lower the tail end of the machine to push it. No additional tools or complicated operating procedures are required. During the pushing process, the center of gravity of the machine body naturally shifts to the support wheel with the posture adjustment, making pushing easier and improving the flexibility and efficiency of the transfer. Attached Figure Description

[0023] Figure 1 This is a first-view structural schematic diagram of the present invention;

[0024] Figure 2 This is a structural schematic diagram of the present invention from a second perspective;

[0025] Figure 3 This is a top view of the present invention;

[0026] Figure 4 This is a schematic diagram of the structure of the first carbon fiber tube and the second carbon fiber tube of this utility model, which are hinged together by a hinge seat.

[0027] In the diagram: 1. Aluminum alloy frame; 2. Right guardrail; 3. Axle seat; 4. Left guardrail; 5. First carbon fiber tube; 6. Rubber vibration damping pad; 7. Second carbon fiber tube; 8. Upper vibration damping seat; 9. Lower vibration damping seat; 10. Sleeve; 11. Hollow fixing pin; 12. Axial anti-roll bracket; 13. Right handrail guard plate; 14. Left handrail guard plate; 15. Onboard directional proportional rocker; 16. Onboard lifting proportional throttle rocker; 17. Seat; 18. Limiting rod; 19. Dual-shaft motor; 20. Propeller; 21. Base compartment; 22. Battery; 23. Support leg; 24. Support wheel; 25. Winch seat; 26. Rubber clip; 27. Fixing lug. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed", "equipped with", "sleeved with", "connected", etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0030] This utility model provides, for example Figure 1-4 An electric vertical takeoff and landing manned aircraft, as shown, includes:

[0031] An aluminum alloy frame 1 is provided, with a right guardrail 2 fixedly connected to one side to form lateral protection, and a left guardrail 4 rotatably connected to the other side via a pivot seat 3. The left guardrail 4 can rotate around the pivot seat 3 to a preset angle to form a passage for passengers to enter and exit. The guardrail structure provides lateral safety protection for passengers and facilitates easy boarding and alighting.

[0032] The vibration damping assembly has two sets, which are respectively installed at the front and rear ends of the aluminum alloy frame 1. It is used to change the vibration transmission path and resonant frequency through a multi-level buffer structure, so as to reduce the impact of vibration on the stability of the fuselage structure and the comfort of the cabin. The vibration damping assembly includes a first carbon fiber tube 5 and a vibration damping seat fitted on the outside of it. A rubber vibration damping pad 6 is set in the gap between the vibration damping seat and the first carbon fiber tube 5. When the fuselage vibrates, the elastic deformation characteristics of the rubber vibration damping pad 6 are used to absorb and buffer the vibration energy, thereby achieving vibration attenuation.

[0033] The second carbon fiber tube 7 is provided with several sets and its two ends are respectively hinged to the ends of the first carbon fiber tube 5 through the hinge seat 25. The folding action of the arm is realized by the rotation characteristics of the hinge seat 25, thereby reducing the lateral size of the whole machine in the non-use state to reduce the storage area.

[0034] The first carbon fiber tube 5 is installed inside the aluminum alloy frame 1 and extends out of the frame at both ends. The vibration damping seat is installed at the penetration position between the first carbon fiber tube 5 and the aluminum alloy frame 1. The vibration damping seat consists of an upper vibration damping seat 8 and a lower vibration damping seat 9. The two are fitted onto the first carbon fiber tube 5 and fastened with bolts to form an integral structure. The rubber vibration damping pad 6 is clamped between the two. The rigid fastening structure ensures that the rubber vibration damping pad 6 is in close contact with the vibration source to maximize the absorption of vibration energy.

[0035] The first carbon fiber tube 5 is fitted with a sleeve 10. The sleeve 10 and the first carbon fiber tube 5 are connected by a hollow fixing pin 11. The hollow fixing pin 11 is embedded in the corresponding assembly holes of the two to form an axial limiting mechanism, which can limit the relative displacement between the first carbon fiber tube 5 and the sleeve 10 along the axial direction and ensure the stability of the structural connection.

[0036] The top of the sleeve 10 is connected to the axial anti-roll bracket 12 via rubber clamps 26, and the axial anti-roll bracket 12 is welded and fixed to the aluminum alloy frame 1. The elastic connection characteristics of the rubber clamps 26 form a two-stage vibration reduction structure, while the rigid support of the axial anti-roll bracket 12 enhances the fuselage's anti-rollover capability.

[0037] The right guardrail 2 and the left guardrail 4 are respectively connected to the right handrail guard plate 13 and the left handrail guard plate 14. Both are made of carbon fiber composite material or engineering plastic. The lightweight and high-strength material characteristics reduce the weight of the machine body and improve the protective performance, while providing operating support surfaces for drivers and passengers.

[0038] The right armrest guard plate 13 is equipped with an airborne directional proportional joystick 15, and the left armrest guard plate 14 is equipped with an airborne lift proportional throttle joystick 16. The ergonomic layout enables precise control of flight attitude. The aluminum alloy frame 1 is equipped with a seat 17 to provide support for the occupants.

[0039] The aluminum alloy frame 1 is connected to a limiting rod 18 on one side. When the left guardrail 4 rotates around the bearing 3 to open, it stops rotating after contacting the limiting rod 18. The mechanical blocking effect of the limiting rod 18 limits the maximum opening angle of the left guardrail 4 to prevent excessive rotation from causing structural damage.

[0040] One end of the second carbon fiber tube 7 is connected to a dual-axis motor 19. The two output shafts of the dual-axis motor 19 are respectively connected to the propeller 20. The power output efficiency is improved through the dual-axis drive structure, and the rotation of the propeller 20 generates lift and propulsion.

[0041] The aluminum alloy frame 1 has a base compartment 21 at the bottom, and a battery 22 is installed in the base compartment 21. The battery 22 is electrically connected to the dual-axis motor 19. The dual-axis motor 19 is driven by the power provided by the battery 22 to realize the power supply of the aircraft.

[0042] The aluminum alloy frame 1 has two sets of support legs 23 connected to the front end of the bottom and two sets of support wheels 24 rotatably connected to the rear end of the bottom. The support legs 23 provide stable support for the front end when parked, and the rolling characteristics of the support wheels 24 facilitate the movement of the whole machine on the ground, improving the convenience of ground operation.

[0043] This electric vertical takeoff and landing (eVTOL) manned aircraft uses lithium-ion batteries 22 within its base compartment 21, which continuously supply power to dual-axis motors 19 via waterproof cables. The power from the dual-axis motors 19 is bolted to propellers 20, providing them with appropriate rotational power. The propeller blades of 20 employ a variable cross-section airfoil design, enabling them to more efficiently cut through the air to generate lift during rotation. The flight control system within the manned aircraft precisely regulates the rotational speeds of the left and right motors, utilizing the thrust difference generated by the two propellers 20 to drive the aircraft's steering. By altering the thrust ratio between the front and rear motors, the aircraft's pitch angle is adjusted, thereby achieving flexible movement in the vertical, forward, and backward directions, and controlling various flight attitudes. When the pilot operates the onboard elevator proportional throttle stick 16, the stick's displacement is converted into an electrical signal by an internal sensor. This signal is processed and transmitted to the flight control mainboard. Based on preset control logic and parameters, the flight control mainboard calculates the target speed required for each motor and then sends control commands to the corresponding motor controllers via the bus. After receiving the commands, the motor controllers drive the motors to adjust their speeds. The encoders on the motors monitor the actual rotational speed in real time and continuously transmit the monitored information back to the flight control system. The flight control system compares the difference between the actual speed and the target speed and adjusts the output commands in a timely manner, forming a complete closed-loop control to ensure that the motor speeds are strictly executed according to the commands, thereby ensuring the stability of the aircraft's flight attitude.

[0044] When the propeller 20 rotates, the aerodynamic vibration generated is transmitted to the first carbon fiber tube 5 through the second carbon fiber tube 7. The vibration wave rebounds at the gap between the sleeve 10 and the first carbon fiber tube 5, and some of the vibration energy is consumed. At the same time, after the rubber damping pad 6 is squeezed by vibration, its internal molecular chains rub against each other, further absorbing high-frequency vibration energy and greatly weakening the transmission of high-frequency vibration to the frame. The axial anti-roll bracket 12 is connected to the sleeve 10 through the rubber clip 26, which can form a wrap-around clamp for the sleeve 10. When low-frequency vibration is transmitted to this point, the rubber clip 26 will undergo elastic deformation, using its own elastic properties to buffer the vibration and suppress the generation of low-frequency resonance. After these two stages of vibration reduction, the vibration energy transmitted to the aluminum alloy frame 1 is greatly weakened, and the vibration in the cockpit area is significantly reduced.

[0045] When the manned aircraft is grounded and the arm needs to be folded, the fastening bolts on the fixing lug 27 at the hinge joint of the first carbon fiber tube 5 and the second carbon fiber tube 7 can be manually loosened to release the constraint on the arm, allowing the second carbon fiber tube 7 to rotate freely around the hinge seat 25, thereby folding the arm of the manned aircraft and reducing the footprint.

[0046] When parking a manned aircraft, the tail is manually lowered so that the support wheel 24 contacts the ground. The center of gravity of the aircraft then shifts to the support wheel 24, allowing the aircraft to move flexibly on the ground.

[0047] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An electric vertical takeoff and landing manned aircraft, characterized in that, include: An aluminum alloy frame (1) is connected to a right guardrail (2) on one side and to a left guardrail (4) on the other side by rotating around a pivot seat (3) so that the left guardrail (4) can rotate around the pivot seat (3) to form a passage for passengers to enter and exit. The vibration damping component has two sets and is respectively located at the front and rear ends of the aluminum alloy frame (1) to change the amplitude and resonance point, so as to reduce the impact of vibration on structural stability and ride comfort. The vibration damping component includes a first carbon fiber tube (5) and a vibration damping seat fitted on the first carbon fiber tube (5). The rubber vibration damping pad (6) provided at the fitting point between the vibration damping seat and the first carbon fiber tube (5) can absorb and buffer the vibration energy through elastic deformation when the aluminum alloy frame (1) vibrates.

2. The electric vertical takeoff and landing manned aircraft according to claim 1, characterized in that: The first carbon fiber tube (5) is located inside the aluminum alloy frame (1) and both ends of the first carbon fiber tube (5) penetrate the aluminum alloy frame (1). The vibration damping seat is located at the penetration point between the first carbon fiber tube (5) and the aluminum alloy frame (1). The vibration damping seat includes an upper vibration damping seat (8) and a lower vibration damping seat (9). After the upper vibration damping seat (8) and the lower vibration damping seat (9) are fitted onto the first carbon fiber tube (5), they are fastened together by bolts and a rubber vibration damping pad (6) is clamped between the upper vibration damping seat (8) and the lower vibration damping seat (9). The two ends of the first carbon fiber tube (5) are respectively hinged to the second carbon fiber tube (7) through the hinge seat (25) to realize the folding of the arm, thereby reducing the floor space occupied in the storage state.

3. The electric vertical takeoff and landing manned aircraft according to claim 1, characterized in that: The first carbon fiber tube (5) is fitted with a sleeve (10), and the sleeve (10) and the first carbon fiber tube (5) are connected through a hollow fixing pin (11). The hollow fixing pin (11) is embedded in the corresponding assembly hole of the sleeve (10) and the first carbon fiber tube (5) to form an axial limiting structure, thereby preventing the sleeve (10) from moving left or right on the first carbon fiber tube (5).

4. The electric vertical takeoff and landing manned aircraft according to claim 3, characterized in that: The top of the sleeve (10) is connected to an axial anti-roll bracket (12) by a rubber clamp (26), and the axial anti-roll bracket (12) is welded to the aluminum alloy frame (1).

5. An electric vertical takeoff and landing manned aircraft according to claim 1, characterized in that: The right guardrail (2) and the left guardrail (4) are respectively connected to a right handrail guard plate (13) and a left handrail guard plate (14), and both the right handrail guard plate (13) and the left handrail guard plate (14) are made of carbon fiber composite material or engineering plastic.

6. An electric vertical takeoff and landing manned aircraft according to claim 5, characterized in that: The right armrest guard plate (13) is equipped with a load direction proportional rocker arm (15), the left armrest guard plate (14) is equipped with a load lifting proportional throttle rocker arm (16), and the aluminum alloy frame (1) is equipped with a seat (17).

7. The electric vertical takeoff and landing manned aircraft according to claim 1, characterized in that: The aluminum alloy frame (1) is connected to a limit rod (18) on one side. The left guardrail (4) is opened by rotating around the shaft seat (3) and stops when it is opened to the limit rod (18). The limit rod (18) can limit the maximum opening angle of the left guardrail (4).

8. An electric vertical takeoff and landing manned aircraft according to claim 2, characterized in that: One end of the second carbon fiber tube (7) is connected to a dual-axis motor (19), and a propeller (20) is connected to the output shaft of each dual-axis motor (19).

9. An electric vertical takeoff and landing manned aircraft according to claim 8, characterized in that: The bottom of the aluminum alloy frame (1) is provided with a bottom compartment (21) and a battery (22) is provided in the bottom compartment (21). The battery (22) is electrically connected to the dual-axis motor (19).

10. An electric vertical takeoff and landing manned aircraft according to claim 1, characterized in that: The aluminum alloy frame (1) has two sets of support legs (23) connected to the front end of the bottom, and two sets of support wheels (24) rotatably connected to the rear end of the bottom.

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