A narrow-body folding-rotor manned aerial vehicle

Abstract

This utility model discloses a narrow-body folding rotor manned aircraft, relating to the field of manned aircraft technology. To address the problem of low folding efficiency in existing rotor manned aircraft folding structures, this narrow-body folding rotor manned aircraft includes: a fuselage with a fixed base on its top; at least two sets of rotor mechanisms connected to the fixed base via a flipping mechanism, the flipping mechanism controlling the switching of the rotor mechanisms between a folded and unfolded state; a locking mechanism located on the fixed base, used to lock and unlock the corresponding flipping mechanism; and a control mechanism located inside the fuselage, signal-connected to the rotor mechanisms, flipping mechanism, and locking mechanism. With this configuration, the rotor can automatically fold and unfold without manual intervention, thereby reducing operation steps and time, and improving operational efficiency.

Description

Technical Field

[0001] This utility model relates to the field of manned aircraft technology, and more specifically, to a narrow-body folding rotor manned aircraft. Background Technology

[0002] With the rise of the concept of urban air mobility and the gradual development of the personal aircraft market, narrow-body folding rotor manned aircraft have attracted increasing attention due to their flexible take-off and landing performance and relatively small space occupation.

[0003] In urban environments, aircraft need to adapt to various complex spatial conditions, such as narrow streets and gaps between tall buildings. Simultaneously, they must minimize space occupation during parking and transportation. Folding rotor structures can well meet these requirements. However, the folding structures of existing rotorcraft manned aircraft are complex to operate, requiring operators to perform multiple manual steps, which is time-consuming.

[0004] Therefore, how to solve the problem of low folding efficiency of existing rotorcraft manned aircraft folding structures is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a narrow-body folding rotor manned aircraft, in which the rotor can be automatically folded and unfolded without human intervention, thereby reducing operation steps and time and improving operating efficiency.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A narrow-body folding rotor manned aircraft includes:

[0008] The fuselage has a mounting base on its top;

[0009] The rotor mechanism has at least two sets, and the at least two sets of rotor mechanisms are connected to the fixed base on the top of the fuselage through a flipping mechanism. The flipping mechanism is used to control the rotor mechanism to switch between the folded state and the unfolded state.

[0010] A locking mechanism, located on a fixed base, is used to lock and unlock the corresponding flipping mechanism;

[0011] The control mechanism is located inside the fuselage and is connected to the rotor mechanism, tilting mechanism, and locking mechanism via signals.

[0012] Preferably, the rotor mechanism includes a cantilever, a drive source, and a rotor assembly. One end of the cantilever is hinged to a tilting mechanism, and the other end of the cantilever is connected to the drive source via a mounting base. The drive source is connected to the rotor assembly.

[0013] Preferably, both the drive source and the rotor assembly are provided in two sets, with each set of drive sources driving its own rotor assembly. The rotation axes of the two sets of rotor assemblies are collinear, and each set of rotor assemblies includes two blades, which are arranged at a 180° angle in the plane of rotation.

[0014] Preferably, the flipping mechanism includes a first drive structure and a flipping seat, the fixed end of the first drive structure is connected to the fixed seat, and the output end of the first drive structure is hinged to the cantilever through the flipping seat.

[0015] Preferably, the flip seat includes a plate-shaped seat body, on which a first connecting part is rotatably connected to a fixed seat, a second connecting part is rotatably connected to the output end of a first drive structure, and a third connecting part is connected to a cantilever.

[0016] Preferably, the second connecting part includes two connecting plates perpendicular to the end face of the base body, and the two connecting plates form a U-shaped structure with the end face of the base body.

[0017] Preferably, the locking mechanism includes a locking rod and a second drive structure. The flip seat is provided with a locking shaft, and the locking rod is provided with an opening that locks with the locking shaft. The second drive structure drives the locking rod to lock or unlock the locking shaft.

[0018] Preferably, the fixed end of the second drive structure is connected to the fixed seat, the output end of the second drive structure is hinged to the middle of the locking rod, one end of the locking rod is rotatably connected to the fixed seat through a rotating shaft, and the other end of the locking rod is provided with an opening.

[0019] Preferably, the bottom of the fuselage is equipped with landing gear with wheels.

[0020] Preferably, the fuselage is also equipped with a communication system, which includes a wireless communication module and a satellite communication module. The wireless communication module is used for short-range communication with the ground control center, and the satellite communication module is used for long-range communication in areas far from the ground control center. The communication system is connected to the control mechanism via signals.

[0021] The narrow-body folding rotor manned aircraft provided by this utility model includes a fuselage, a rotor mechanism, a flipping mechanism, a locking mechanism, and a control mechanism. Specifically, a fixed base is provided on the top of the fuselage to provide an installation foundation for the rotor mechanism, the flipping mechanism, and the locking mechanism. The control mechanism is located inside the fuselage and is signal-connected to the rotor mechanism, the flipping mechanism, and the locking mechanism. The control mechanism controls the operating status of the rotor mechanism, the flipping mechanism, and the locking mechanism, thereby automating the folding and unfolding of the rotor mechanism and improving the accuracy and reliability of operation.

[0022] The rotor mechanism has at least two sets. By setting multiple sets of rotor mechanisms, better flight balance and stability can be provided. At least two sets of rotor mechanisms are connected to the fixed base through a flipping mechanism. By connecting the rotor mechanism to the top of the fuselage, the top space of the aircraft can be utilized more effectively, making the overall structure of the aircraft more compact, reducing external protrusions, reducing air resistance, and improving flight efficiency. The flipping mechanism is used to control the rotor mechanism to switch between folded and unfolded states. The aircraft can quickly switch the folded and unfolded states of the rotor as needed to adapt to different storage, transportation, and flight requirements. In the folded state, the space occupied by the aircraft is greatly reduced, making it easy to store in small spaces or transport by traditional means of transportation.

[0023] The locking mechanism, located on a fixed base, ensures its stability when bearing the weight of the rotor mechanism and the forces generated during flight, thereby improving the structural strength and reliability of the entire aircraft. The locking mechanism is used to lock and unlock the corresponding flip mechanism. It ensures that the flip mechanism is securely locked when needed, preventing the rotor mechanism from accidentally folding due to unexpected vibrations or impacts during flight, thus improving flight safety. By setting the locking mechanism, the flip mechanism can be easily locked or unlocked as needed, enabling the rotor mechanism to fold and unfold quickly, improving the aircraft's operational flexibility and response speed.

[0024] The narrow-body folding rotor manned aircraft designed in the above manner can automatically complete the rotor folding and unfolding process without human intervention through integrated control mechanisms and automated locking mechanisms. This greatly reduces operation steps and time, enabling the aircraft to be deployed and recovered more quickly and improving operational efficiency. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 A top view of the narrow-body folding rotor manned aircraft provided by this utility model when unfolded;

[0027] Figure 2 A top view of the folded narrow-body folding rotor manned aircraft provided by this utility model;

[0028] Figure 3 A schematic diagram of the rotor mechanism provided by this utility model;

[0029] Figure 4 This is a schematic diagram of the structure of the flipping mechanism provided by this utility model;

[0030] Figure 5 This is a schematic diagram of the structure of the flip-up base provided by this utility model;

[0031] Figure 6 A schematic diagram of the locking mechanism provided by this utility model;

[0032] Figure 7 This is a schematic diagram of the locking rod provided by this utility model.

[0033] Figure label:

[0034] 1-Fuselage;

[0035] 2-Rotor mechanism, 21-Cantilever, 22-Drive source, 23-Rotor assembly, 24-Mounting base;

[0036] 3-Flipping mechanism, 31-First driving structure, 32-Flipping seat, 321-Seat body, 322-First connecting part, 323-Second connecting part, 324-Third connecting part;

[0037] 4-Fixed base;

[0038] 5-Locking mechanism, 51-Locking rod, 511-Opening, 52-Second drive structure, 53-Locking shaft;

[0039] 6-Wheels;

[0040] 7-Landing gear. Detailed Implementation

[0041] 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.

[0042] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] It should be noted that the directional terms such as "up" and "down" in the following text are defined based on the accompanying drawings in the instruction manual.

[0044] The core of this invention is to provide a narrow-body folding rotor manned aircraft, in which the rotor can be automatically folded and unfolded without human intervention, thereby reducing operation steps and time and improving operational efficiency.

[0045] Please refer to Figure 1 and Figure 2 A narrow-body folding rotor manned aircraft includes a fuselage 1, a rotor mechanism 2, a flipping mechanism 3, a locking mechanism 5, and a control mechanism. Specifically, a mounting base 4 is provided on the top of the fuselage 1 to provide an installation foundation for the rotor mechanism 2, the flipping mechanism 3, and the locking mechanism 5. The control mechanism is located inside the fuselage 1 and is signal-connected to the rotor mechanism 2, the flipping mechanism 3, and the locking mechanism 5. The control mechanism controls the operating status of the rotor mechanism 2, the flipping mechanism 3, and the locking mechanism 5, thereby automating the folding and unfolding of the rotor mechanism 2 and improving the accuracy and reliability of the operation.

[0046] The rotor mechanism 2 has at least two sets. By setting multiple sets of rotor mechanisms 2, better flight balance and stability can be provided. At least two sets of rotor mechanisms 2 are connected to the fixed base 4 through the flipping mechanism 3. By connecting the rotor mechanism 2 to the top of the fuselage 1, the top space of the aircraft can be utilized more effectively, making the overall structure of the aircraft more compact, reducing external protrusions, reducing air resistance, and improving flight efficiency. The flipping mechanism 3 is used to control the rotor mechanism 2 to switch between folded and unfolded states. The aircraft can quickly switch the folded and unfolded states of the rotor as needed to adapt to different storage, transportation, and flight requirements. In the folded state, the space occupied by the aircraft is greatly reduced, making it easy to store in a small space or transport by traditional means of transportation.

[0047] The locking mechanism 5 is located on the fixed base 4, which can ensure the stability of the locking mechanism 5 when bearing the weight of the rotor mechanism 2 and the forces generated during flight, thereby improving the structural strength and reliability of the entire aircraft. The locking mechanism 5 is used to lock and unlock the corresponding flip mechanism 3. The locking mechanism 5 can ensure that the flip mechanism 3 is firmly locked when needed, preventing the rotor mechanism 2 from being accidentally folded due to accidental vibration or impact during flight, thereby improving flight safety. By setting the locking mechanism 5, the flip mechanism 3 can be easily locked or unlocked as needed, realizing the rapid folding and unfolding of the rotor mechanism 2, improving the operational flexibility and response speed of the aircraft.

[0048] The narrow-body folding rotor manned aircraft designed in the above manner can automatically complete the rotor folding and unfolding process without human intervention through the integrated control mechanism and the automated locking mechanism 5. This greatly reduces the number of operation steps and time, enabling the aircraft to be deployed and recovered more quickly and improving operational efficiency.

[0049] The fuselage 1 also houses a communication system, which includes a wireless communication module and a satellite communication module. The wireless communication module is used for short-range communication with the ground control center, while the satellite communication module is used for long-range communication in areas far from the ground control center. The communication system is connected to the control mechanism. The control mechanism can receive instructions from the ground control center through the communication system and transmit the aircraft's flight status information to the ground control center in real time, enabling effective monitoring and command of the aircraft.

[0050] In the above embodiment, the rotor mechanism 2 is provided in four sets, of which two sets of rotor mechanisms 2 are connected to the fixed base 4 through the flipping mechanism 3 so that the rotor mechanism 2 is located on both sides of the fuselage 1 when in the folded state.

[0051] It should be noted that the four rotor mechanisms 2 are located on the top of the fuselage 1, and are arranged along the length and width of the fuselage 1 respectively. The rotor mechanisms 2 located on both sides of the fuselage 1 can be folded, so that the folded rotor mechanisms 2 are distributed along the height of the fuselage 1 on both sides. During flight, the rotor mechanisms 2 on both sides of the fuselage 1 can be deployed to a horizontal position. The four rotor mechanisms 2 can provide greater lift and better flight stability. The four rotor mechanisms 2 can be controlled independently, providing better maneuverability and enabling the aircraft to perform more complex flight maneuvers, such as rapid turns and hovering.

[0052] Furthermore, by connecting the two sets of rotor mechanisms 2 to the fixed base 4 and controlling their position through the flipping mechanism 3, the top space of the aircraft can be utilized more effectively while keeping the bottom space clean, facilitating takeoff, landing, and ground operations. In the folded state, the rotor mechanisms 2 are located on both sides of the fuselage 1, which greatly reduces the overall size of the aircraft, making it easier to store and transport, and enabling the aircraft to adapt to different environments, such as operating in confined spaces or flying in urban environments.

[0053] Please refer to Figure 3 The rotor mechanism 2 includes a cantilever 21, a drive source 22, and a rotor assembly 23. One end of the cantilever 21 is hinged to the flipping mechanism 3, and the other end of the cantilever 21 is connected to the drive source 22 through the mounting base 24. The drive source 22 is connected to the rotor assembly 23.

[0054] Understandably, the control mechanism controls the flipping mechanism 3 to flip, which in turn drives the cantilever 21 to swing, thereby causing the drive source 22 and rotor assembly 23 connected to the cantilever 21 to swing synchronously, thus realizing the folding and unfolding of the rotor mechanism 2. One end of the cantilever 21 is hinged to the flipping mechanism 3, allowing the cantilever 21 to rotate around the hinge point. This facilitates a smooth transition when folding and unfolding the rotor mechanism 2, and also allows the rotor mechanism 2 to make necessary adjustments during flight, such as changing the angle to adapt to different flight conditions. Furthermore, the hinge between the cantilever 21 and the flipping mechanism 3 reduces stress concentration on the cantilever 21 during rotation, thereby improving the durability and lifespan of the cantilever 21. The cantilever 21 is connected to the drive source 22 via the mounting base 24, which can ensure the stability of the drive source 22 during flight and reduce vibration and noise. The drive source 22 is directly connected to the rotor assembly 23, which can reduce energy loss during power transmission, improve power transmission efficiency, and also improve the response speed of the rotor assembly 23, enabling the rotor assembly 23 to respond quickly to control commands and improve the maneuverability and stability of the aircraft.

[0055] The rotor mechanism 2 comprises three parts: a cantilever 21, a drive source 22, and a rotor assembly 23. This modular design facilitates maintenance and replacement. If a component fails, only that component needs to be replaced, rather than the entire rotor mechanism 2, reducing maintenance costs.

[0056] Furthermore, both the drive source 22 and the rotor assembly 23 are provided in two sets. The two sets of drive sources 22 drive their respective rotor assemblies 23. The rotation axes of the two sets of rotor assemblies 23 are collinear. Each set of rotor assemblies 23 includes two blades, which are set at an angle of 180 degrees in the plane of rotation.

[0057] It should be noted that each cantilever 21 has two sets of rotor assemblies 23 and corresponding drive sources 22 at the same end. Each drive source 22 independently drives its corresponding rotor assembly 23, allowing for independent control of each rotor assembly 23. This increases the aircraft's maneuverability and facilitates more precise flight control. Independent drive also allows for a more even distribution of the aircraft's load, reducing the burden on individual drive sources 22 and rotor assemblies 23, thereby extending their service life. By setting two sets of drive sources 22 and rotor assemblies 23 on the same cantilever 21, a balanced power distribution can be achieved. In the event of a failure in one set of drive sources 22 or rotor assembly 23, the other set can still provide the necessary power, thus enhancing overall reliability.

[0058] In this embodiment, when the cantilever 21 is deployed, the two sets of rotor assemblies 23 are arranged vertically, and their rotation axes are collinear, which helps to maintain synchronous rotation of the two sets of rotor assemblies 23. Each set of rotor assemblies 23 includes two blades, which can provide sufficient lift while maintaining the lightweight and compactness of the rotor assembly 23, improving the efficiency and performance of the aircraft. The two blades are set at a 180° angle in the plane of rotation, which helps to distribute thrust evenly in the plane of rotation, reducing vibration and noise caused by uneven thrust, improving flight stability, and also improving energy conversion efficiency, because the blades can cut the air more effectively, thereby generating greater thrust.

[0059] Please refer to Figure 4 The flipping mechanism 3 includes a first drive structure 31 and a flipping seat 32. The fixed end of the first drive structure 31 is connected to the fixed seat 4, and the output end of the first drive structure 31 is hinged to the cantilever 21 through the flipping seat 32.

[0060] Understandably, the first drive structure 31 is a thrust electric cylinder. The fixed end of the thrust electric cylinder is mounted on the fixed base 4, ensuring the stability of the entire thrust transmission process and reducing structural swaying or displacement under thrust, thereby improving the overall stability and reliability of the aircraft structure. The extension end of the thrust electric cylinder is directly connected to the tilting seat 32, enabling precise control of the tilting seat 32's position to ensure the correct folding and unfolding of the rotor mechanism 2. The direct connection of the thrust electric cylinder to the tilting seat 32 reduces energy loss during transmission, improves thrust transmission efficiency, and ensures rapid and accurate tilting action. The automatic extension and retraction of the thrust electric cylinder can automatically control the tilting of the tilting seat 32, realizing the automatic folding and unfolding of the rotor mechanism 2, improving the automation level of operation, reducing manual intervention, and enhancing the safety of the aircraft during folding and unfolding, especially in emergency situations, enabling rapid and safe adjustment of the rotor state.

[0061] The output end of the thrust electric cylinder is hinged to the tilting seat 32. The control mechanism controls the output end of the thrust electric cylinder to extend, so as to drive the tilting seat 32 to swing clockwise around the hinge point between the thrust electric cylinder and the tilting seat 32, thereby driving the rotor mechanism 2 to swing synchronously to achieve folding. The control mechanism controls the output end of the thrust electric cylinder to retract, so as to drive the tilting seat 32 to swing counterclockwise around the hinge point between the thrust electric cylinder and the tilting seat 32, thereby driving the rotor mechanism 2 to swing synchronously to achieve unfolding.

[0062] Please refer to Figure 5 The flip seat 32 includes a plate-shaped seat body 321. The seat body 321 is provided with a first connecting part 322 that is rotatably connected to the fixed seat 4, a second connecting part 323 that is rotatably connected to the output end of the first drive structure 31, and a third connecting part 324 that is connected to the cantilever 21.

[0063] It should be noted that the plate-shaped base 321 provides a robust foundation capable of withstanding the forces generated during the flipping process, ensuring the stability and durability of the structure. The first connecting part 322 allows rotation between the flipping base 32 and the fixed base 4, providing the necessary flexibility for the folding and unfolding of the rotor. Specifically, the first connecting part 322 is a cylindrical structure with through holes. The second connecting part 323 is responsible for transmitting the power from the first drive structure 31 to the flipping base 32, thereby driving the flipping action of the cantilever 21 and the rotor assembly 23. The third connecting part 324 provides support for the cantilever 21, ensuring its stability during the flipping process. Specifically, the third connecting part 324 is a connecting cylinder.

[0064] In the above embodiment, the second connecting part 323 includes two connecting plates perpendicular to the end face of the base 321, and the two connecting plates form a U-shaped structure with the end face of the base 321.

[0065] Understandably, the design of the two connecting plates perpendicular to the seat 321 provides a robust support structure, helping to maintain stability when connecting the first drive structure 31. The U-shaped structure design makes the second connection 323 more compact in space, helping to save space inside the aircraft, making the overall design more efficient, helping to distribute the load more evenly, reducing stress concentration at a single connection point, thereby improving the durability and lifespan of the second connection 323. The U-shaped structure provides a certain degree of flexibility, allowing the second connection 323 some deformation space when subjected to force, which helps to absorb and disperse stress caused by operation or external impacts.

[0066] Please refer to Figure 6 and Figure 7 The locking mechanism 5 includes a locking rod 51 and a second drive structure 52. The flip seat 32 is provided with a locking shaft 53. The locking rod 51 is provided with an opening 511 that locks with the locking shaft 53. The second drive structure 52 drives the locking rod 51 to lock or unlock the locking shaft 53 through the opening 511.

[0067] It should be noted that driving the locking lever 51 through the second drive structure 52 enables automated operation of the locking mechanism 5, reducing manual intervention, ensuring the accuracy of the locking operation, and thus improving the safety and reliability of the aircraft. The locking shaft 53 provides a stable connection point for the locking mechanism 5, ensuring the stability of the rotor mechanism 2 in the locked state and preventing accidental movement or vibration. The opening 511 of the locking lever 51 allows it to be firmly locked to the locking shaft 53, providing a reliable locking effect and ensuring the stability of the rotor mechanism 2 during flight.

[0068] In this embodiment, the second drive structure 52 can automatically drive the locking rod 51 to lock and unlock the locking shaft 53, further improving the automation and convenience of the operation. The automated locking mechanism 5 can automatically adjust the locking state according to different states of the aircraft (such as folding, unfolding, flying, etc.), improving the adaptability and flexibility of the aircraft.

[0069] The output end of the thrust electric cylinder is located within the U-shaped structure and is rotatably connected to the connecting plate via a locking shaft 53. Setting the locking shaft 53 as the connection structure between the thrust electric cylinder and the connecting plate reduces the number of parts. Integrating the locking shaft 53 into the tilting base 32 simplifies the overall design, reduces additional components and connection points, and helps lower manufacturing costs and maintenance difficulty.

[0070] In the above configuration, the fixed end of the second drive structure 52 is connected to the fixed base 4, and the output end of the second drive structure 52 is hinged to the middle of the locking rod 51. One end of the locking rod 51 is rotatably connected to the fixed base 4 via a pivot, and the other end of the locking rod 51 has an opening 511. By connecting the fixed end of the second drive structure 52 to the fixed base 4, the stability of the second drive structure 52 during operation can be ensured. This also helps to integrate the second drive structure 52 into the overall structure of the aircraft, making the design more compact and reducing the need for additional space.

[0071] Understandably, the second drive structure 52 drives the locking rod 51 to swing along the shaft. When the rotor mechanism 2 is unfolded to a horizontal state, the second drive structure 52 drives the locking rod 51 to swing clockwise until the opening 511 of the locking rod 51 locks the locking shaft 53, thereby locking the rotor mechanism 2. When the rotor mechanism 2 needs to be folded, the second drive structure 52 drives the locking rod 51 to swing counterclockwise until the opening 511 of the locking rod 51 leaves the locking shaft 53, thereby unlocking the rotor mechanism 2. Then, the rotor mechanism 2 is folded by the thrust electric cylinder.

[0072] The second drive structure 52 is a motor. The locking lever 51 driven by the motor can precisely control the swing angle and force, ensuring the accuracy of the locking operation and thus improving the safety and reliability of the aircraft. In the locked state, the locking lever 51 locks the locking shaft 53, ensuring the stability of the rotor mechanism 2 in a horizontal state, preventing accidental movement during flight or parking, and improving the safety of the aircraft.

[0073] In the initial position, rotor mechanisms 2 are symmetrically arranged on both sides of the fuselage 1. The control mechanism can control the first drive structure 31 to drive the flip seat 32 to flip counterclockwise, thereby driving the rotor mechanism 2 to rotate counterclockwise synchronously. After the rotor mechanism 2 rotates to a horizontal state, the second drive structure 52 is controlled to drive the locking rod 51 to rotate clockwise until the opening 511 on the locking rod 51 locks the locking shaft 53 on the flip seat 32 to fix the position of the locking shaft 53, thereby locking the rotor mechanism 2 in a horizontally deployed state, thus preventing the rotor mechanism 2 from shaking during flight and allowing the manned aircraft to perform normal flight operations. During the landing of the manned aircraft, the rotor mechanism 2 is controlled to stop power output, and the second drive structure 52 is controlled to drive the locking rod 51 to rotate counterclockwise until the opening 511 on the locking rod 51 unlocks the locking shaft 53 on the flip seat 32. The first drive structure 31 is then controlled to drive the flip seat 32 to flip clockwise, thereby driving the rotor mechanism 2 to rotate clockwise synchronously until the rotor mechanism 2 folds to both sides of the fuselage 1.

[0074] In the above embodiment, the bottom of the fuselage 1 is provided with a landing gear 7 with wheels 6.

[0075] It should be noted that the landing gear 7 provides support for the aircraft's movement on the ground, allowing it to remain stably parked after takeoff and landing, facilitating ground operations such as maintenance and loading passengers or cargo. The landing gear 7 prevents the fuselage 1 from directly contacting the ground, avoiding scratches or damage during takeoff and landing, thus extending the fuselage 1's service life. The wheels 6 make the aircraft easier to move on the ground, allowing it to be easily pushed or towed, whether on an airport runway or other flat ground.

[0076] In summary, the narrow-body folding rotor manned aircraft provided by this utility model allows the control mechanism to control the flipping mechanism 3 to flip the rotor mechanism 2 to a horizontal state during takeoff, and then control the locking mechanism 5 to lock and fix the rotor mechanism 2, subsequently completing the flight maneuver. During landing, the control mechanism controls the rotor mechanism 2 to stop power output, then controls the locking mechanism 5 to open, and controls the flipping mechanism 3 to fold the rotor mechanism 2. After the rotor mechanism 2 is folded, the overall size of the manned aircraft is greatly reduced, allowing it to land in space-constrained areas.

[0077] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0078] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0079] The foregoing has provided a detailed description of a narrow-body folding rotor manned aircraft provided by this utility model. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this utility model. It should be noted that those skilled in the art can make various improvements and modifications to this utility model without departing from its principles, and these improvements and modifications also fall within the protection scope of this utility model.

Claims

1. A narrow-body folding rotor manned aircraft, characterized in that, include: The fuselage (1) has a fixed base (4) on its top. The rotor mechanism (2) is provided with at least two sets, and the at least two sets of the rotor mechanism (2) are connected to the fixed base (4) through the flipping mechanism (3). The flipping mechanism (3) is used to control the rotor mechanism (2) to switch between the folded state and the unfolded state. A locking mechanism (5) is provided on the fixed base (4), and the locking mechanism (5) is used to lock and unlock the corresponding flipping mechanism (3). The control mechanism is located inside the fuselage (1), and the control mechanism is signal connected to the rotor mechanism (2), the flipping mechanism (3), and the locking mechanism (5).

2. The narrow-body folding rotor manned aircraft according to claim 1, characterized in that, The rotor mechanism (2) includes a cantilever (21), a drive source (22) and a rotor assembly (23). One end of the cantilever (21) is hinged to the flipping mechanism (3), and the other end of the cantilever (21) is connected to the drive source (22) through a mounting base (24). The drive source (22) is connected to the rotor assembly (23).

3. The narrow-body folding rotor manned aircraft according to claim 2, characterized in that, Both the drive source (22) and the rotor assembly (23) are provided in two sets. The two sets of drive sources (22) drive their respective rotor assemblies (23). The rotation axes of the two sets of rotor assemblies (23) are collinear. Each set of rotor assemblies (23) includes two blades. The two blades are set at an angle of 180 degrees in the plane of rotation.

4. The narrow-body folding rotor manned aircraft according to claim 3, characterized in that, The flipping mechanism (3) includes a first drive structure (31) and a flipping seat (32). The fixed end of the first drive structure (31) is connected to the fixed seat (4), and the output end of the first drive structure (31) is hinged to the cantilever (21) through the flipping seat (32).

5. The narrow-body folding rotor manned aircraft according to claim 4, characterized in that, The flip seat (32) includes a plate-shaped seat body (321), on which a first connecting part (322) is rotatably connected to the fixed seat (4), a second connecting part (323) is rotatably connected to the output end of the first drive structure (31), and a third connecting part (324) is connected to the cantilever (21).

6. The narrow-body folding rotor manned aircraft according to claim 5, characterized in that, The second connecting part (323) includes two connecting plates perpendicular to the end face of the base (321), and the two connecting plates form a U-shaped structure with the end face of the base (321).

7. The narrow-body folding rotor manned aircraft according to any one of claims 4-6, characterized in that, The locking mechanism (5) includes a locking rod (51) and a second driving structure (52). The flip seat (32) is provided with a locking shaft (53). The locking rod (51) is provided with an opening (511) that locks with the locking shaft (53). The second driving structure (52) drives the locking rod (51) to lock or unlock the locking shaft (53) through the opening (511).

8. The narrow-body folding rotor manned aircraft according to claim 7, characterized in that, The fixed end of the second drive structure (52) is connected to the fixed seat (4), and the output end of the second drive structure (52) is hinged to the middle of the locking rod (51). One end of the locking rod (51) is rotatably connected to the fixed seat (4) through a rotating shaft, and the other end of the locking rod (51) is provided with the opening (511).

9. The narrow-body folding rotor manned aircraft according to claim 1, characterized in that, The fuselage (1) is equipped with landing gear (7) with wheels (6) at the bottom.

10. The narrow-body folding rotor manned aircraft according to claim 1, characterized in that, The fuselage (1) is also equipped with a communication system, which includes a wireless communication module and a satellite communication module. The wireless communication module is used for short-range communication with the ground control center, and the satellite communication module is used for long-range communication in areas far from the ground control center. The communication system is signal-connected to the control mechanism.

Images