Compact personal flying vehicle

Abstract

The device comprises a frame and a plurality of propellers coupled to the frame and configured to generate sufficient thrust to enable the device to hover. Each of the plurality of propellers has horizontally oriented blades, and a first propeller of the plurality overlaps with a second propeller of the plurality in the vertical plane.

Description

Technical Field

[0001] Cross - reference to Related Applications This application claims priority based on U.S. Non - Provisional Application No. 18 / 494,650 filed on October 25, 2023 and U.S. Provisional Application No. 63 / 443,815 filed on February 7, 2023, and incorporates the entire contents of each by reference herein.

[0002] This application generally relates to compact personal flying vehicles.

Background Art

[0003] From the late 1970s to the early 1980s, many people sought affordable powered flight. As a result, many aviation authorities defined lightweight and low - speed aircraft that could have minimal regulation. Such aircraft are generally called "ultralight aircraft" or "microlight aircraft", although the terminology varies by country.

[0004] In recent years, advancements in battery chemistry, materials engineering, motors, and motor speed controllers (ESCs) have enabled the practical manufacture of electric propulsion systems for vertical take - off and landing applications. Sustaining long - duration flights in a compact all - electric form has hitherto been considered impossible because technology has not been able to supply the high performance and continuous output required to support such operations. Additionally, the weight of batteries has been a major obstacle to the adoption of electric propulsion in aircraft. Advances in battery chemistry are bringing about lighter and higher - power solutions. Coupled with a wide range of design and engineering improvements, sustained air transportation (lift generation) in a compact form is becoming possible.

Summary of the Invention

Problems to be Solved by the Invention

[0005] Some embodiments described herein relate to a device comprising a frame and a plurality of propellers coupled to the frame and configured to generate thrust sufficient to allow the device to hover. Each of the plurality of propellers has horizontally oriented blades, and a first propeller of the plurality overlaps a second propeller of the plurality in a vertical plane.

[0006] Some embodiments described herein relate to a method for controlling an aerial vehicle, the method including the step of standing on the frame of the aerial vehicle. By operating the throttle, the rotation of a plurality of propellers can be commanded, causing the aerial vehicle to perform a vertical takeoff while the pilot is standing on the frame. The pilot can tilt and move the frame toward the first propeller by adjusting the posture of their body to reduce and / or deflect the airflow toward at least the first propeller of the plurality of propellers.

[0007] Some embodiments described herein relate to a device having a frame, wherein an even number of propellers are coupled to the frame and configured to generate vertical thrust, enabling the device to hover. The device may include an even number of motors and / or propellers. One or more motors may be coupled to one or more propellers. One or more power buses may couple one or more batteries to two or more motors, so that if one battery fails, the remaining batteries will power the two or more motors. The two or more motors may be arranged facing each other on the frame, so that symmetrical motor failure occurs in the event of battery failure.

[0008] Some embodiments described herein relate to a device comprising a frame having a central member having a first end and a second end. The frame is configured to support a human operator in an upright position on the first side of the frame. Arms may be coupled to the central member. For example, a first portion of a first arm may be coupled to the first end of the central member, a first portion of a second arm may be coupled to the first end of the central member, and a first end of a third arm may be coupled to the second end of the central member. The second end of each arm may be coupled to a separate propeller. The propeller may be configured to generate a combined thrust of at least 200 pounds to hover the frame and the operator. Each arm may be detachably or hinged to the central member so as to move from an extended state to a folded state. [Brief explanation of the drawing]

[0009] Please refer to the following detailed explanation in conjunction with the drawings below. The same reference numerals indicate the same component.

[0010] [Figure 1A] Figure 1A is an illustrative diagram of a compact personal flying vehicle according to one embodiment. [Figure 1B] Figure 1B is a perspective view of the underside of the compact personal flying vehicle shown in Figure 1A (one embodiment). [Figure 2] Figure 2 shows an example of a restraint device for securing a person in the compact personal flying vehicle shown in Figures 1A and 1B (one embodiment). [Figure 3A] Figure 3A shows a frame for a compact personal flying vehicle according to one embodiment. [Figure 3B] Figure 3B is an exploded view of a frame for a compact personal flying vehicle according to one embodiment. [Figure 4] Figure 4 is a perspective view of the flexible joint of the flexible frame of a compact personal flying vehicle according to one embodiment. [Figure 5A] Figure 5A shows a propeller assembly for a compact personal flying vehicle according to one embodiment. [Figure 5B]Figure 5B is a side view of the propeller assembly shown in Figure 5A. [Figure 5C] Figure 5C is a perspective view of the propeller assembly shown in Figure 5A (one embodiment). [Figure 5D] Figure 5D is an exploded view of a propeller assembly mounted on the frame end plate of a compact personal flying vehicle according to one embodiment. [Figure 5E] Figure 5E is a side view of the propeller assembly shown in Figure 5A, illustrating the motor's adjustability. [Figure 6] Figure 6 shows an example of two propellers rotating in opposite directions in a compact personal flying vehicle according to one embodiment. [Figure 7] Figure 7 shows an example of the overlapping region of two propellers in a compact personal flying vehicle according to one embodiment. [Figure 8A] Figure 8A is a side view of the compact personal flying vehicle shown in Figure 1A, illustrating the different propeller offsets. [Figure 8B] Figure 8B shows an example of a propeller mounting height offset for a compact personal flying vehicle according to one embodiment. [Figure 8C] Figure 8C is a top view of the compact personal flying vehicle shown in Figure 1A, illustrating an example with propellers positioned at different levels. [Figure 9] Figure 9 shows the compact personal flying vehicle from Figure 1A in its folded state. [Figure 10A] Figures 10A, 10B, and 10C show various joints of a folding propeller in a compact personal flying vehicle according to one embodiment. [Figure 11] Figure 11 shows an example of a ducted fan in a compact personal flying vehicle according to one embodiment. [Figure 12A] Figure 12A is an illustrative diagram of a power supply system for a compact personal flying vehicle according to one embodiment. [Figure 12B] Figure 12B shows an example of a detachable battery pack for a compact personal flying vehicle according to one embodiment. [Figure 13]FIG. 13 shows an example of a handheld controller of a compact personal flying vehicle according to an embodiment. [Figure 14] FIG. 14 shows an example of cooling an electronic equipment housing using the airflow of a propulsion system of a compact personal flying vehicle according to an embodiment. [Figure 15] FIG. 15 shows an example of cooling an electronic equipment housing by a liquid cooling method in a compact personal flying vehicle according to an embodiment. [Figure 16] FIG. 16 shows an example of an electronic equipment housing of a compact personal flying vehicle according to an embodiment. [Figure 17] FIG. 17 shows an example of a waterproof electrical connector of a compact personal flying vehicle according to an embodiment. [Figure 18] FIG. 18 shows various body movements of a pilot steering a compact personal flying vehicle according to an embodiment. [Figure 19] FIG. 19 shows various body movements of a pilot steering a compact personal flying vehicle according to an embodiment. [Figure 20] FIG. 20 shows various body movements of a pilot steering a compact personal flying vehicle according to an embodiment.

DETAILED DESCRIPTION OF THE INVENTION

[0011] The present disclosure is not limited to the detailed structures described in the following description or the member arrangements shown in the drawings. The examples described herein allow for other embodiments and can be implemented or executed in various ways. Also, the expressions and terms used in this specification are for explanatory purposes and should not be construed restrictively so as to be understood by those skilled in the art. Throughout the following description, the same reference numerals indicate the same structures in multiple figures, and such structures need not be individually described. Further, the specific features of a particular embodiment can be similarly applied to any other embodiment of this specification as appropriate. In other words, the features among the various embodiments described herein are interchangeable with each other and not mutually exclusive.

[0012] The compact personal flying vehicle disclosed herein is capable of vertical takeoff and landing and features a propulsion system mounted on a lightweight frame, supporting a pilot positioned above the frame. The pilot can steer the flying vehicle by upper body movements that obstruct the airflow into the propulsion system. The pilot can control the flying vehicle by a handheld controller that enables variable speed control of the propulsion system and receives feedback from the flying vehicle via a screen on the controller. In one embodiment, the pilot stands on the top surface of the flying vehicle. In other embodiments, one or more additional members support most of the pilot's weight. For example, the additional members may include a seat, in which case the pilot can still steer the flying vehicle by upper body movements.

[0013] The propulsion system may include multiple motors that drive each propeller. Adjacent propellers may overlap to improve performance specifications, increase efficiency, and make the flying vehicle more compact compared to when the propellers do not overlap. To reduce interference between overlapping propellers, the propellers may be mounted at different levels, with each level vertically offset from one or more other levels. Thus, each propeller may be mounted offset in height relative to adjacent propellers. This allows for a more compact flying vehicle design than when the propellers are mounted at the same height. Furthermore, this overlap improves thrust and operating efficiency, leading to extended flight time and reduced heat generation.

[0014] In some embodiments, additional features may be incorporated to enable the aircraft vehicle to be transported compactly and easily. For example, the aircraft vehicle itself may be foldable for storage and transport. The propellers may be removable for more compact storage and easier replacement in case of damage. In some embodiments, the propellers are foldable for storage and transport. The battery unit may be removable for storage and transport. This allows the pilot to quickly replace the battery unit and resume flight operations without waiting for the battery to recharge.

[0015] The flying vehicle may be designed to provide greater safety through redundant and isolated systems. In one embodiment, multiple onboard power supplies are used in conjunction with current sharing to reduce the single point of failure. In another embodiment, redundant propellers are incorporated so that operation can continue even if a propeller fails during flight. Due to the compact size of the flying vehicle, which requires high-power components, heat generation must be managed (by active and / or passive cooling methods), and non-flammable or flame-retardant materials are used to maintain safe operation. The flying vehicle is designed with a safety margin over its performance specifications. For example, even if the maximum lifting capacity of the flying vehicle is desired to be 500 pounds, the frame may be set to 750 pounds with a safety factor of 1.5.

[0016] Figure 1A illustrates a compact personal flying vehicle 100 according to one embodiment. The exemplary embodiment in Figure 1A includes a frame 300, a plurality of arms 110 extending outward from the frame (see Figures 3A and 3B), drive assemblies coupled to both ends of each arm 110 and the frame, and one or more battery units 120. The exemplary frame is generally rectangular, but the frame shape may be arbitrary (e.g., elliptical, circular, triangular, etc.). In one embodiment, the frame has a top surface and is used as a platform to support the user's feet during operation, allowing the user to stand upright on the frame. The proximal end of each arm in the first group of the plurality of arms 110 extends outward from the first end of the frame, and the proximal end of each arm in the second group of the plurality of arms 110 extends outward from the second end of the frame. Each drive assembly is coupled to the distal end of each arm 110 and may include at least one motor 104 that drives at least one propeller 102. Generally, the motor 104 is excited by power from the battery unit 120, causing the propeller 102 to rotate and generate lift.

[0017] The example in Figure 1A also includes one or more speed controllers 106 that communicate with the motor 104 to control the rotational speed of the motor 104. In one embodiment, the speed controllers 106 are mounted near the distal end of the arm 110 to which the motor mount 108 is coupled. In one embodiment, one speed controller 106 is provided for each motor 104. In other embodiments, multiple motors 104 may be controlled by a single speed controller 106. For example, the speed controller 106 may be mounted in a position that allows it to communicate with all the motors 104 controlled by that speed controller 106. For example, the speed controller 106 may be located in the center of the frame.

[0018] The compact personal flying vehicle 100 also includes a plurality of legs 112, which are coupled to the underside of the arms 110. The legs 112 function as landing gear for the compact personal flying vehicle 100. In the example in Figure 1A, four legs 112 are shown, but the number of legs 112 is arbitrary. In some embodiments, the legs 112 are coupled to only a portion of the arms 110. For example, the legs 112 may be coupled to alternating arms 110. In some embodiments, the frame may be designed so that legs 112 are not required. For example, the frame may be provided with protrusions, curved surfaces, supports, etc., to enable the compact personal flying vehicle to land safely. In some embodiments, the legs 112 are removable. In some embodiments, the legs 112 are integrally formed with the frame. In some embodiments, the legs 112 are cylindrical. In some embodiments, each leg 112 is attached to the same position on the corresponding arm 110. In some embodiments, the legs 112 are attached to different positions along the corresponding arms 110. In one embodiment, the leg portion 112 is attached to the corresponding arm 110 at an intermediate position or at different distances along the longitudinal direction of the arm. In one embodiment, the end of the leg portion 112 opposite to the arm 110 may include a load-distributing body (e.g., a foot) configured to distribute the weight of the compact personal flying vehicle 100 and / or the pilot on the ground. The leg portion 112 may be attached to the arm 110 by fasteners (screws, nuts and bolts, clips, etc.), adhesive, welding, etc.

[0019] The compact personal flight vehicle 100 includes one or more battery units 120. In the example shown in Figure 1A, two battery units 120 are shown. One battery unit 120 is coupled to the top of the frame (see Figure 3A), and the other battery unit 120 is coupled to the bottom of the frame. In some embodiments, each battery unit 120 includes multiple batteries and / or battery cells. In some embodiments, each battery unit 120 is configured to independently supply sufficient power for the flight of the compact personal flight vehicle 100 from the other battery unit 120.

[0020] The battery unit 120 is electrically coupled to the motor 104. In one embodiment, the battery unit 120 is coupled to a subset of the motor 104. For example, a first power bus associated with a first battery unit 120 is coupled to the first motor 104 and the second motor 104, and a second power bus associated with a second battery unit 120 is coupled to the third motor 104 and the fourth motor 104, with the fourth motor 104 positioned between the second motor 104 and the first motor 104, and opposite the third motor 104. The battery unit 120 may be configured to share power between each bus, so that if one battery fails, power is automatically diverted from the remaining batteries to all motors. Alternatively, in addition to the above, a failure in either battery unit 120 and / or bus may cause only the motor 104 connected to the bus associated with the failed battery to stop, while motors connected to other batteries via other buses continue to operate, allowing the compact personal flying vehicle 100 to maintain stability due to its symmetrical limited motor failure.

[0021] In one embodiment, the compact personal flying vehicle 100 includes a tablet computer 130 for displaying information to the pilot. The tablet 130 may display information such as altitude, speed, battery output, remaining battery power, and emergency notifications.

[0022] In the example shown in Figure 1A, the boot 150 indicates the pilot's position in the compact personal flying vehicle 100. In this example, the boot 150 is positioned on the upper surface of the end plate 304 (see Figure 3A). In some embodiments, the boot 150 may be secured to the flying vehicle using a ratchet strap or the like with a quick-release function that can be released immediately. In some embodiments, the pilot is secured to the flying vehicle using multiple straps on each boot. For example, the boot 150 may be attached to the frame via a ski-style binding (bicycle clip-in style) or other suitable binding. In some embodiments, the boot 150 may be positioned in different locations depending on the configuration of the frame and / or the end plate 304.

[0023] In other embodiments, the boot 150 is inserted into a slot. In one embodiment, the slot is defined as a space within the frame. In another embodiment, the slot is a space within a foothold coupled to the frame. The slot identifies the area in which the boot 150 is positioned. In one embodiment, the boot 150 is not fixed within the slot and can be freely removed at any time. In another embodiment, the boot 150 includes a fastening mechanism for coupling to the end plate 304.

[0024] Figure 1B is a bottom perspective view of a compact personal flying vehicle 100A according to one embodiment. The flying vehicle 100A may be similar in both structure and / or function to the flying vehicle 100 described above in relation to Figure 1A. The example in Figure 1B includes an additional component (e.g., a seat assembly 160) configured to support most of the pilot's weight. The additional component configured to support most of the pilot's weight may include a seat, a device to support the pilot in a prone position, a swing-type (suspended) seat, etc. The example in Figure 1B includes a seat assembly 160, which includes a seat support rod 164 having a seat 162 at one end. The other end of the seat support rod 164 is attached to a frame (see Figure 3A). In some embodiments, the seat assembly 160 is rotatably mounted to the frame. In some embodiments, the seat assembly 160 is rotatable only around a specific axis. For example, the seat assembly is configured to allow the pilot's upper body to tilt laterally relative to the pilot, but not forward or backward, so that, in some embodiments, the pilot's upper body can be used to control the flying vehicle. In Figure 1B, the seat assembly 160 is rotated to its maximum extent to the right, and the seat assembly 160 is clearly visible. The seat 160 is mounted on the rear connecting bar in the center of the frame (the frame is further described in Figure 3A). In some embodiments, the connection between the seat assembly 160 (e.g., including the seat support rod 164 and / or the seat 162) and the frame is made of a strong, lightweight material such as carbon fiber or aluminum.

[0025] In some embodiments, the compact personal flying vehicle 100A may be equipped with restraints to securely fasten the pilot inside the flying vehicle. Figure 2 shows an example of a restraint for securing the pilot in the compact personal flying vehicle 100A of Figures 1A and 1B. In the embodiment of Figure 2, the restraint is a strap routed through the underside of the seat and fastens around the pilot's waist to secure the pilot to the flying vehicle. In some embodiments, the restraint may include a quick-release button for removal after operation or in an emergency. In some embodiments, a sensor may be included to detect whether the restraint is fastened or not.

[0026] Figure 3A shows one embodiment of an assembled frame 300 for a compact personal flying vehicle. In some embodiments, the frame 300 may be functionally and / or structurally similar to the frame described in relation to Figures 1A and 1B. For example, the frame 300 may be the frame of Figures 1A and 1B with the battery unit 120, boots 150, and tablet computer 130 removed. The frame 300 may be provided in multiple configurations and may consist of one or more elongated bars. In the illustrated embodiment, the frame 300 includes first and second bars 302 (e.g., a center bar 302; hereinafter also referred to as a central member). End plates 304 are coupled to the upper and / or lower surfaces of the center bar 302 at both ends. In the embodiment of Figure 3A, the center bars 302 are arranged parallel to each other. In some embodiments, the frame 300 may include fewer or more center bars 302. For example, the frame 300 may include center bars 302 such as 1, 2, 3, 4, 5, 10, 15, 20, 25 (including all values ​​in between), and six center bars 302 may be arranged in a hexagonal shape, for example. In some embodiments, additional support members may be included to increase the rigidity of the frame 300.

[0027] The frame 300 also includes multiple arms 110. In the example in Figure 3A, the compact personal flying vehicle has eight arms 110, but in other embodiments, the number of arms 110 may be fewer or more. For example, the frame 300 includes 4, 5, 6, 7, 8, 9, 10, etc., of arms 110 (including all values ​​in between), and in some embodiments, the arms 110 are arranged symmetrically with respect to the frame 300. In some embodiments, at least one arm 110 forms an acute angle with respect to at least one center bar 302. In some embodiments, at least one arm 110 is substantially perpendicular to respect to at least one center bar 302. For example, in the embodiment of Figure 3A, half of the arms 110 are coupled to end plates 304 at one end of each center bar 302, and the remaining arms 110 are coupled to end plates 304 at the opposite end of each center bar 302. For example, in an embodiment including four end plates 304 (upper left, upper right, lower left, lower right), the first end plate 304 may be connected to the upper surface of the front half of the arm 110, the second end plate 304 to the lower surface of the front half, the third end plate 304 to the upper surface of the rear half of the arm 110, and the fourth end plate 304 to the lower surface of the rear half. In some embodiments, the frame 300 is rigid and does not substantially twist under torsional loads applied by the pilot, resulting in no substantial change in the attitude of the flying vehicle. For example, even if the pilot shifts their weight to the ball of one foot and then to the heel of the other foot, the flying vehicle maintains approximately the same attitude in the air.

[0028] The motor mount 108 may be attached to the end of each arm 110 near the end opposite to the end plate 304. As shown in Figure 3A and further described in Figures 6 to 9B below, the length of each motor mount 108 varies depending on its position. In some embodiments, the position of the motor mount 108 may be configured to be in a specific arrangement in order to ensure sufficient stability during operation.

[0029] The frame 300 also includes a number of leg mounts 308 on the arm 110. In the example in Figure 3, a total of four leg mounts 308 are shown, but in other embodiments, any number of leg mounts may be provided. One leg 112 is connected to each leg mount 308. In some embodiments, some arms 110 may not have any leg mounts 308 at all. In some embodiments, some arms 110 may have two or more leg mounts 308. In some embodiments, the leg mounts 308 may be attached to the arm 110 by screws, adhesive, welding, etc.

[0030] In some embodiments, the frame 300 is equipped with lighting (e.g., incandescent lamps, LEDs, etc.). These lights may function as conventional aeronautical lights so that other aircraft can determine the aircraft's position and direction of travel. The lighting may also be configured to assist the pilot in visually checking the ground during operation. For example, spotlights, floodlights, etc., may be configured to illuminate the ground near the aircraft. Lighting used for position indication, etc., is configured to comply with FAA standards for aircraft operations.

[0031] The frame 300 is configured to lift and transport a human operator. Each component of the frame 300 is configured to withstand the loads associated with lifting a human operator. For example, the material, shape, and / or configuration of the components of the frame 300 are specifically designed to withstand the forces, torsional loads, etc., associated with transporting a human operator. In some embodiments, the frame 300 is formed from high-strength, lightweight materials. For example, it may be formed from at least one of carbon fiber, titanium, aluminum, etc. In some embodiments, the frame 300 is designed for a lifting capacity of 500 pounds with a safety factor of 1.5 and configured to withstand 750 pounds. In some embodiments, the frame 300 may be configured to lift up to 1000 pounds. A prototype frame structurally similar to the frame 300 was tested with a load of 93.75 pounds applied to the tip of each of the eight arms while supported in the air by only two foot attachment points. During the test, the deflection of each arm was less than 1 inch. This process was repeated 750 times, conducting cycle tests equivalent to 750 takeoffs and landings.

[0032] In some embodiments, the frame 300 with the landing gear 112 attached stands upright at a height of approximately 3 to 15 inches from the ground. In other embodiments, this distance may vary and be variable. For example, longer landing gear may be preferable when taking off from tall grass or dusty environments. On the other hand, shorter landing gear contributes to more desirable operational performance by making the aircraft lighter and more compact. Therefore, by making the aircraft as light and compact as possible, the pilot can achieve better performance even when using short landing gear.

[0033] In some embodiments, the size of the aircraft, and consequently the frame 300, is variable depending on the propeller selection. For example, for larger propellers, longer arms 110 may be desirable to ensure sufficient spacing between the propellers. Conversely, for smaller propellers, shorter arms 110 may be desirable to save weight, as they may generate less lift. The selection of propellers varies based on the performance desired by the pilot, and the details of this will be further explained in relation to Figure 7 below.

[0034] In some embodiments, a flexible frame may be desirable. For example, a flexible frame can assist in the rotation and turning of the aircraft. A flexible frame can be formed by dividing a rigid material into two sections, with a section made of a more flexible material between them. Figure 4 shows a flexible joint 402 in a flexible frame 400 of a compact personal flying vehicle according to an embodiment consistent with the present disclosure.

[0035] In some embodiments, the flexible joint 402 is a carbon fiber block positioned approximately one-third of the way from each end of the frame tube 302. The addition of the flexible joint 402 makes the aircraft frame torsionable. In some embodiments, the flexible joint 402 allows for torsion of about 15 degrees in both positive and negative directions. In some embodiments, the flexible joint 402 may allow torsion of more than about 5 degrees in both positive and negative directions and no more than about 30 degrees. In these embodiments, the aircraft frame is flexible enough to produce controlled torsion by twisting the frame with force applied by the pilot's feet. The torsion of the frame causes misalignment between the two sets of propulsion systems (e.g., a group of motors with propellers), resulting in the aircraft yawing around the aircraft's vertical yaw axis. The flexible joint 402 is formed from a material that can torment continuously with minimal degradation.

[0036] Figure 5A shows a perspective view of one embodiment of a propeller assembly in a compact personal flying vehicle. The propeller assembly in the example of Figure 5A includes a propeller 102, a motor 104, an electronic speed controller (ESC) 106, and a motor mount 108. Figure 5B is a side view of the propeller assembly of Figure 5A mounted on an arm 110. Figure 5B shows the arm 110, which is part of the frame 300. As shown in Figure 5B, the propeller 102 is oriented horizontally with respect to the ground, the frame 300, the arm 110, and the center bar 302. Figure 5D is an exploded view of the propeller assembly of Figure 5B.

[0037] In some embodiments, the aircraft includes a propeller assembly mounted on the end plates 304 of the frame. Figure 5C is a perspective view of two propeller assemblies mounted on the lower end plates 304 at each end of the center bar 302.

[0038] Figure 5E is a side view showing the adjustability of the motor 104 in the propeller assembly of Figure 5A. In some embodiments, the position of the motor 104 can be set around the speed controller 106. In some embodiments, the motor 104 is fixedly mounted to the motor mount 108. In some embodiments, the motor mount 108 is made of carbon fiber. In other embodiments, any lightweight material with sufficient strength may be used. In some embodiments, the motor may be directly coupled to the arm 110 without using the motor mount 108.

[0039] After the aircraft is transported or assembled, the position of the motor 104 may require calibration. If the motor 104 is not oriented in the desired direction (e.g., horizontal to the frame 300, towards the ground, etc.), it may cause undesirable yaw motion (i.e., rotation). Although flight is possible with the motor 104 misaligned, the aircraft may require more power to operate, thus reducing efficiency. Therefore, in some embodiments, the motor 104 is adjustable for calibration. In some embodiments, the position of the motor 104 is adjustable within a range of approximately 0.2 inches to the left and right of the centerline of the motor mount 108 in order to calibrate the aircraft.

[0040] In other embodiments, the position of the motor 104 may be adjusted via the coupling between the arm 110 and the frame 300. This can be achieved by loosening the bolts or other suitable mounting mechanisms (not shown) that attach the motor mount 108 to the arm 110, repositioning the motor mount 108 on the arm 110, and tightening the bolts. The adjustment on the arm 110 side allows the position of the motor 104 to be adjusted within a range of approximately 0.1 inches to the left and right of the centerline of the motor mount 108, and together with the adjustment of the motor 104 itself, the range of position adjustment is expanded.

[0041] The propulsion system pushes air downwards to enable vertical takeoff and landing, flight, hovering, and / or movement. The propulsion system includes a plurality of propellers 102, each driven by a motor 104. The example aircraft in Figure 1 has 10 propellers 102. In some embodiments, the propellers 102 are configured to direct the airflow towards the ground. In some embodiments, the aircraft has fixed-pitch propellers 102 calibrated to a fixed position. In other embodiments, the aircraft may have propellers 102 whose orientation and / or position can be adjusted manually or electronically before or during flight. In some embodiments, the propellers 102 may have variable pitch.

[0042] To counteract the yaw rotational force (e.g., torque effect) generated during motor operation, in some embodiments, half of the propellers rotate in one direction, for example, clockwise, and the other half rotate in the opposite direction, for example, counterclockwise. In other embodiments, different types of propellers may be used to cancel out the torque effect. In yet another embodiment, the number of clockwise and counterclockwise propellers may not be equal.

[0043] In the embodiment shown in Figure 1, five propellers rotate clockwise and five propellers rotate counterclockwise. Similar to the motor mount 108, the propellers 102 can also be arranged alternately and symmetrically with respect to the aircraft. For example, adjacent propellers may be of different types and configured to rotate in opposite directions. The design of five clockwise rotating propellers can cancel out torque effects by being an inverse shape of the design of five counterclockwise rotating propellers. Figure 6 shows an example of two adjacent propellers rotating in opposite directions in a compact personal flying vehicle. The two propellers shown in Figure 6 are a counterclockwise propeller 602 and a clockwise propeller 604. The pitch angles of both propellers 602 and 604 are identical. In some embodiments, the propeller pitch angles range from approximately 5 degrees to approximately 15 degrees. In some embodiments, the pitch angles range from approximately 6.5 degrees to approximately 12 degrees.

[0044] The size of the aircraft is variable, directly based on the selection of propellers. The selection of propellers varies according to the performance requirements demanded by the pilot. In some embodiments, the propellers 102 overlap each other to maintain a compact external shape. Figure 7 shows an example of the overlapping region of two propellers in a compact personal flying vehicle. To make the airframe as compact as possible, the frame should be as small as possible, and this amount of overlap defines the minimum external shape of the airframe.

[0045] In the embodiment shown in Figure 7, the tips of the propellers 102 overlap by approximately 20% of the propeller area (e.g., sweep area). In implementation, the overlap may be in the range of greater than 0% to less than 40% (including all values ​​in between). In some embodiments, the overlap is at least 10%, 15%, 20%, or 25%. In some embodiments, the overlap is approximately 20%, 25%, 30%, or less than 35%. Substantial overlap between propellers can make the aircraft more compact and significantly improve its efficiency compared to aircraft with no overlap or very little overlap. For example, a 20% overlap may result in an efficiency improvement of approximately 1-5%. Since operating efficiency can be further improved with increasing propeller diameter, overlapping propellers allows for the use of more efficient, longer propellers while maintaining a compact configuration. The appropriate amount of overlap is determined by testing for each propeller design, as the airflow characteristics differ. For example, if prioritizing greater lift capacity, the propeller pitch may be increased from 7 degrees to 8 degrees. Propeller pitch is defined as the distance traveled per revolution, assuming movement through a soft solid. That is, a greater blade inclination allows more air to be pushed out at the same rotational speed, thus increasing lift capacity, but also increasing motor current consumption. This increase in current may affect the selection of other components (described later in this specification). The desirable overlap distance for a selected propeller design can be determined by testing. An example in Figure 7 shows how the distance d 702 between motors 104 is calculated based on the propeller diameter D 704 such that the overlap area A 706 is 20%. To test the overlap area, current values ​​are recorded in 1% increments over 60 seconds. Based on the tests, peak improvements in thrust and efficiency were found in the overlap range of 1–20%. Efficiency may decrease if the overlap exceeds a threshold (e.g., 20%, 25%, 30%, or 35%). Therefore, some embodiments described herein relate to aircraft where the propellers partially overlap but not completely. In some embodiments, the propeller diameter is approximately 17 to 35 inches. In some embodiments, the propeller diameter is at least approximately 10 inches and up to approximately 35 inches.

[0046] Because the propellers are stacked, they may be arranged in multiple stages. Figure 8A is a side view of the compact personal flying vehicle 100 of Figure 1A, showing different stages of propellers 1 (802), 2 (804), and 3 (806). As shown in Figure 8A, propeller 802 is positioned at a vertical offset X1, propeller 804 at offset X2, and propeller 806 at offset X3. Figure 8B shows how the offset of each stage is measured. The measurement is taken starting from the centerline of the frame tube 302 and measuring downwards to the top surface of the motor 104. In the example of Figure 8A, offset X1 is approximately 1 inch, offset X2 is approximately 1.5 inches, and offset X3 is approximately 2 inches. The offsets shown in Figure 8A are approximately 0.5 inches per stage, but many other sizes are possible. For example, the offset may be between approximately 0.1 inches and approximately 5.0 inches (including all values ​​in between). In some embodiments, the offset is less than 1 inch. In some embodiments, the offset is approximately 0.1, 0.2, 0.3, 0.4, 0.5, 1, 2, 3, 4, or 5 inches.

[0047] As described herein, priority may be given to the ability to lift heavier loads (e.g., pilot or additional passengers, cargo, etc.). On the other hand, if flight time is prioritized over lifting capacity, the propeller pitch angle can be reduced, for example, from 8 degrees to 7 degrees. Reducing the pitch value requires the motor to rotate at a higher speed to lift the same weight. In some embodiments, the aircraft achieves peak operational efficiency when it can hover with the motor throttle set to 60%. In some embodiments, peak efficiency is achieved when the pitch value is approximately 7 degrees.

[0048] Operating efficiency can be further improved as the propeller diameter increases. Since the aircraft is intended to be as compact as possible, long propellers offer higher operational efficiency but compromise external compactness. In some embodiments, a desired propeller of less than 35 inches is selected. Short propellers require increased rotational speed to achieve the same lift. For example, short propellers can be operated at high rotational speeds of up to 15,000 revolutions per minute (RPM). In some embodiments, thick, flexible carbon fiber material is used in short propeller designs to withstand these rotational speeds. In some embodiments, the propeller is configured to rotate in the range of 5,000 to 20,000 revolutions per minute (RPM). In some embodiments, the propeller is configured to rotate at a minimum of approximately 5,000 RPM and a maximum of approximately 30,000 RPM. In some embodiments, the propeller is configured collectively to generate at least 200 pounds of thrust.

[0049] Consumer drones, which are relatively small and incapable of lifting substantial loads, typically have propeller speeds of 1,500 to 4,000 RPM and operate in the subsonic range. In contrast, this aircraft is configured to operate at higher propeller speeds, capable of supporting a human, while maintaining a compact design. The propellers are designed to operate safely and efficiently even in regions where the tip velocity exceeds the speed of sound. The motor and speed controller are also designed to allow monitoring of the propeller rotation and condition (e.g., RPM) at such high rotations. Furthermore, the aircraft described herein features a motor that directs airflow into the motor cavity, maximizing contact with the motor coil and bearings to control motor temperature and maintain the motor temperature within a safe operating range. In addition, the materials and hardware used in this aircraft dampen vibrations, allowing the propellers to rotate even under large vibrations that may be caused by shock waves generated when the tip velocity exceeds the speed of sound. Furthermore, the motor and electronics are isolated from the frame by vibration-damping materials to prevent motor-derived vibrations from being transmitted to other parts of the aircraft. Furthermore, in order to enable high rotational speeds, the power system is designed to support the power consumption associated with such high rotational speeds and to insulate the power lines and control lines to prevent unwanted current flow into the frame and electromagnetic interference.

[0050] For example, a configuration capable of lifting a 200-pound load involves rotating a propeller with a diameter of approximately 18 inches and a pitch angle of approximately 7 degrees at approximately 15,000 RPM. The propeller is designed to operate without failure with thrusts of 50 pounds or more, and its safe operation is confirmed by testing with thrusts of 0 to 50 pounds for 750 cycles.

[0051] In some embodiments, a propeller with a cylindrical enclosure (such as a ducted fan) may be used. Figure 11 shows one embodiment of a ducted fan. Ducted propellers can be aerodynamically more efficient than unenclosed propellers because the duct can generate additional thrust with the same power consumption. In the example in Figure 11, air flows in from above, enters a chamber 1104 containing the propeller 1102, and is discharged from the bottom of the duct. In some embodiments, the length of the duct may be set to obtain the desired efficiency or lift. In some embodiments, a cage may be provided around the propeller to prevent the operator and / or surrounding objects from coming into contact with the blades.

[0052] In some embodiments, the propeller is detachable. Removing the propeller facilitates relocation and easier replacement in case of damage. In some embodiments, the propeller is attached to the motor using at least two screws (not shown; for example, M4 titanium screws with a diameter of approximately 23 mm). In some embodiments, it may be attached with a further number of screws.

[0053] In some embodiments, the frame is designed to be foldable for easier transport. In some embodiments, the frame is equipped with hinges that enable folding. In some embodiments, the frame tubes are telescopic, allowing the frame to be reduced in size. Figure 9 shows a compact personal flying vehicle 900 in a folded configuration (e.g., structurally and / or functionally similar to the aircraft 100 in Figures 1A and 1B). In the embodiment of Figure 9, four legs 910 are configured to be foldable into a compact position. In some embodiments, the legs 910 are removed by unscrewing eight or fewer bolts (not shown). Once the bolts are removed, the legs are pulled out from their corresponding leg mounts and removed. Each arm 910 has eight bolts (not shown), which, when removed, allow the arm 910 to be pulled out from the arm connector 912 (further shown in Figure 3B). In some embodiments, the arms 910 are hinged to the frame and are movable between an deployed configuration and a folded configuration. For example, in the folded configuration, the arm 910 may be substantially parallel to the central member of the frame, or at an acute angle (e.g., less than 20 degrees, less than 10 degrees, less than 5 degrees, etc.).

[0054] A high-strength stranded copper wire 914 (e.g., 10 AWG) with excess length is routed inside the arm 910. The wire 914 prevents the arm 910 from completely separating from the arm connector 912 and allows the arm 910 to be folded back and secured to the main frame, for example, by a strap or clip. In some embodiments, the wire 914 is covered with a protective material. In some embodiments, the wire 914 is covered with silicone. For example, the wire is covered with a 0.09-inch thick silicone layer (silicone substrate, halogen-free). The silicone cable has a cross-linked molecular structure and retains its original shape even after high-temperature operation. In some embodiments, the hinge or bending position of the wire is wrapped with high-temperature self-fusing silicone. Then, a solvent-free acrylic adhesive tape, which is naturally resistant to chemicals, abrasion, and thermal damage, is wrapped as a final layer over the insulation material.

[0055] In some cases, it is not necessary to completely disassemble the aircraft for travel, and therefore, in some embodiments, the pilot may prefer the convenience of a folding propeller instead of the fixed propeller shown in Figure 1A. Figures 10A, 10B, and 10C are embodiments illustrating various couplings in a folding propeller. In some embodiments, the wire 914 and its sheathing are configured as a tether, for example, to support a tensile load when the frame is in a folded configuration. For example, in one embodiment, when transitioning the arm from an extended configuration to a folded configuration, the arm is detached from a socket or other connector on the central member, and only the wire 914 constitutes a “hinge,” or the arm is anchored to the central member. The propeller 1020 in Figures 10A-10C (e.g., structurally and / or functionally similar to the propeller 102 in Figures 1A and 1B) includes a coupling 1002 that makes the propeller 1020 foldable. Such propeller 1020 is detachable and / or foldable when the aircraft is not in use. In some embodiments, the aircraft uses a non-folding propeller.

[0056] Figure 12A is an assembly diagram of an example power supply system for a compact personal flying vehicle. The power supply system in the example of Figure 12A consists of one or more batteries (e.g., battery 1202) for storing power for the aircraft, arranged in one or more battery units (e.g., battery units 1200A, 1200B, similar in function and / or structure to, for example, battery unit 120 in Figure 1A). Battery unit 1200 (i.e., battery units 1200A and 1200B) may contain any number of batteries. For example, each battery unit may contain 1, 2, 3, 4, 5, 10, 15, 20, 25, or 50 batteries (including all of these ranges and values).

[0057] In some embodiments, the entire aircraft system uses a direct current (DC) voltage supplied by a battery unit. The battery's energy storage chemistry may be, for example, lithium ions, but other chemical systems may be used. In the example in Figure 12A, battery 1202 is shown separately from battery unit 1200A, indicating that battery unit 1200A is composed of individual batteries. However, during use, battery 1202 is incorporated into battery unit 1200A.

[0058] In some embodiments, each battery unit 1200 consists of one or more cells connected in series and / or parallel, forming a single expandable unit. In some embodiments, the batteries 1202 are interconnected so that the entire battery system 1200 is not damaged if one battery 1202 fails. In some embodiments, to provide the highest level of safety, multiple redundant battery units are mounted on the machine and all units are connected in parallel for operation. This allows current to be shared among all units without causing a single point of failure during normal operation. If one system fails, the others continue to operate.

[0059] In some embodiments, the battery unit is configured to provide specific voltage, performance output, and / or capacity specifications to achieve desired motor operation that varies based on the pilot's specific requirements (e.g., lift, acceleration). The selection of these requirements influences the selection of motors and propellers. In some embodiments, a high-voltage system (e.g., 45-70V) is used in the aircraft. In some embodiments, the performance output of the battery unit 1200 may be 1,500 amperes (A) or more.

[0060] In some embodiments, the main motor power supply configuration includes a weight of approximately 68 pounds, a maximum continuous current of approximately 1,575 A, a power system storage capacity of approximately 148.75 ampere-hours (Ah), a nominal voltage of approximately 46.8 volts (V), and an operating voltage range of approximately 37.7 to 54.6 V.

[0061] In some embodiments, all electronic controls use a separate power supply to enhance safety by preventing a main power supply failure from leading to a control system failure. In some embodiments, the electronic controls operate in the range of 9 to 14V. In some embodiments, the disclosed aircraft has a storage capacity of 2,000 milliampere-hours (mAh) to support, for example, three flights before recharging.

[0062] Increasing the storage capacity of either the main motor power supply or the electronic control power supply increases the total weight of the aircraft. This weight increase requires greater current during operation, thus influencing the selection of propellers and motors. Therefore, in some embodiments, the capacity of the power supply system can be made variable to achieve desired performance or flight characteristics.

[0063] When the desired performance requires weight reduction, lithium polymer battery chemistry can be chosen as an alternative to lithium-ion batteries due to its higher output current, and can be used to reduce the weight of the power supply system. However, if stability is a higher priority, lithium-ion batteries may be preferred over lithium polymer batteries.

[0064] The chemical systems are not limited to the lithium-ion and lithium-polymer systems described above; other types of batteries may also be used. Energy storage methods and chemical systems such as aluminum-sulfur, aluminum ions, and sodium ions, as well as additional power sources such as alternating current, liquid fuels, or combinations of multiple types (for direct consumption [by a generator] or for energy storage), may also be used.

[0065] In some embodiments, the battery may be removable. Figure 12B shows an embodiment illustrating an example of a removable battery unit. The exemplary embodiment in Figure 12B includes the battery units 1200A and 1200B of Figure 12A, but the battery units 1200A and 1200B are removable and held in place by straps 1204. In some embodiments, the straps 1204 are made of 2-inch wide synthetic nylon and polyester fibers, but other dimensions and materials may be used. Synthetic fibers are chosen for their fire resistance, as they do not burn, melt easily, and have low thermal conductivity. In some embodiments, after the straps are tightened, their ends are locked together by a quick-release mechanism. In this example, three straps 1204 hold the battery units 1200A and 1200B, but the number of straps 1204 is arbitrary. The use of removable battery units facilitates unit replacement between flights and allows for continued operation with additional battery units. Removable units are also designed to be scalable solutions to meet various performance requirements. Adding or removing batteries alters performance specifications such as lift capacity and flight time. For example, if the pilot desires higher lift capacity, removing one battery unit may result in more efficient and optimized flight for the added load. However, in this implementation, the increased heat generation associated with the reduced total battery capacity may (more) limit the duration of maximum power operation. In some implementations, it is desirable to operate the motor speed at around 60% during hovering. This is because current consumption increases non-linearly (e.g. exponentially) above 60% motor speed, reducing system efficiency.

[0066] Figure 13 shows an example of a handheld controller 1300 for a compact personal flying vehicle. The controller 1300 can control the motor's RPM. In one embodiment, a wireless controller is used. In another embodiment, a wired controller may be used. For example, a custom handheld grip 1302 made of carbon fiber is equipped with a trigger 1304 that enables variable throttle control. During operation, the pilot holds the controller in one hand and pulls the trigger with their index finger. In one embodiment, the motor RPM signal increases linearly as the trigger is pulled towards the pilot. In other words, the throttle opening is proportional to the rotational speed of each propeller. In another embodiment, a throttle response curve may define the proportional relationship between the throttle opening and the speed of each propeller. In one embodiment, the propeller rotational speed via the controller 1300 may be the only electronically controlled parameter of the vehicle during flight. In other words, in one embodiment, the differential propeller speed, attitude, and / or stabilization are not electronically controlled by the pilot or other computerized input, but are controlled solely by the pilot's position and / or movement.

[0067] In one embodiment, the trigger is a gimbal, using an all-aluminum Hall effect sensor that is less prone to wear and more accurate than other methods. In one embodiment, the gimbal has a discretization level resolution of approximately 4500 along the movement axis. This Hall effect sensor outputs a 16-bit value using a digital SPI (Serial Peripheral Interface), which is proportional to the magnetic flux density detected along the movement axis. The trigger 1304 is communicated to a microcontroller in the controller 1300 and provides a circuit that converts the signal from the sensor into a channel output with, for example, 16-bit precision. For improved safety, this circuit checks that the channel output is linear and free of drift. For further safety and redundancy, this circuit includes an automatic detection function for the digital Hall gimbal. If the gimbal is not detected for a predetermined time (e.g., 85 ms), the circuit falls back to sampling an analog stick on a 3.3 V analog power rail.

[0068] The RPM signal from trigger 1304 can be transmitted by controller 1300 to the vehicle's motor 104 via one or more signals. In one embodiment, two signal transceivers are used, one 2.4 gigahertz (GHz) and the other 900 megahertz (MHz). The vehicle may be equipped with 2.4 GHz and 900 MHz transceivers, receive both signals, and prioritize the 900 MHz signal. If either signal is disconnected at any point, an error may be recorded and displayed on screen 1306 of controller 1300 to notify the operator. The operator can then verify whether either transceiver on the vehicle side has gone offline. The vehicle passes this information to the speed controller (electronic speed controller) that controls the motor 104. The speed controller will be described further in relation to Figure 14. In one embodiment, the controller can set alarms in conjunction with connected equipment. For example, it can be configured to send an alert when either transceiver goes offline.

[0069] In one embodiment, a Bluetooth® module is connected to the controller to provide notifications to the operator via in-ear audio. In another embodiment, other monitoring devices that output analog and / or digital signals can be connected to the input of a 900 MHz transceiver on the vehicle side. These analog and / or digital values ​​are transmitted to the controller, and the operator can assign names and notifications to these signals. For example, temperature sensors can be placed throughout the vehicle to monitor extreme temperatures, monitoring the temperatures of motor 104 (e.g., 200°C), speed controller 106 (e.g., 200°C), and battery unit 120 (e.g., 150°C). The speed controller outputs analog information regarding motor RPM. An alarm may be set if the rotational speeds of motor 104 are not, for example, within 10% of each other.

[0070] In one embodiment, the battery is monitored by a voltage sensor. When the vehicle's remaining battery power drops to 40%, landing may be recommended by a signal displayed on the controller 1300's screen 1306, in-ear feedback, a helmet-mounted head-up display, or other appropriate user interface.

[0071] In one embodiment, vision sensor modules may be placed at various locations around the vehicle. The analog value increases as the vehicle approaches the object it is pointing at. For example, when the object comes within 3 meters, an alarm is sent to the driver via the controller 1300.

[0072] The compact personal flying vehicle 100 in Figure 1A uses one or more electronic speed controllers 106. In one embodiment, one electronic speed controller 106 is used for each motor 104. In another embodiment, one electronic speed controller 106 may be shared by multiple motors 104. In yet another embodiment, the compact flying vehicle 100 includes multiple electronic speed controllers 106, each configured to control a subset of motors 104.

[0073] In the example shown in Figure 1A, each motor 104 is equipped with an electronic speed controller to control motor rotation. The speed controller controls the speed by generating a rotating magnetic field within the corresponding motor 104. In some embodiments, each motor 104 is coupled to an electronic speed controller 106 rated for a continuous current of at least 300A. Furthermore, the motor's RPM can be monitored to confirm proper operation. The speed controller 106 detects the back EMF to determine the RPM. The actual motor speed is compared with the desired motor speed determined by the speed controller 106. If an error is detected, it is determined that the motor 104 is in a faulty (abnormal) state, and the operator is notified, for example, via the screen 1306 of the controller 1300. In other embodiments, a Hall effect sensor may be built into the brushless motor 104 to accurately inform the speed controller of the rotor position. A reed switch or the like may be used as an alternative to the Hall effect sensor. If the detected error suggests an imminent motor failure, the motor in question and the opposing motor (e.g., one operating normally) may be stopped simultaneously. Such a symmetrical automatic stop procedure can enhance the stability of the machine in the event of an error.

[0074] In one embodiment, the vehicle comprises one or more electric motors 104 having variable speed control, coupled to the frame via motor mounts 108. The motors 104 may be brushless direct current (DC) motors, but other suitable motors may also be used. In one embodiment, a continuous current of up to approximately 300 A is supplied to the motors 104. The available continuous current is preferably about 20% greater than the current drawn when the motor is operating at approximately 100%. In one embodiment, the motors are capable of rotating at at least approximately 15,000 RPM for various propeller diameters less than 35 inches.

[0075] Vehicles are typically operated under high loads, requiring high motor speeds and high currents for extended periods, which can lead to extreme temperatures during operation. Therefore, in some embodiments, cooling measures may be employed. One method that can be used to cool the electronic speed controller 106 is to provide heat dissipation fins on the electronic equipment housing, as shown in Figure 5A, etc. Furthermore, heat dissipation from the housing can be promoted by designing the electronic equipment housing with a highly thermally conductive material such as copper or aluminum. In some embodiments, the speed controller is placed in an airflow path for optimal cooling. Figure 14 shows an example of cooling the electronic equipment housing of the electronic speed controller 106 using airflow from the propulsion system.

[0076] In some embodiments, fans may be used to increase airflow above, around, and inside the electronic device housing. Figure 15 shows an example in which a fan is mounted on the top surface of the electronic device housing to introduce and circulate air inside the housing. In other embodiments, in addition to the fan mounted on the top surface of the housing, a liquid cooling system may be used in combination, in which a coolant is circulated to contact the components and remove heat.

[0077] Figure 16 shows an example of an electronic equipment housing 1600 according to one embodiment. In some embodiments, a drip-proof or waterproof design is desirable to minimize damage that may occur during shallow or complete immersion in liquid. This allows operators to safely train or operate on the water surface. Therefore, in some embodiments, the moving parts of the DC motor (including the shaft and bearings) are housed and sealed within the housing. In some embodiments, corrosion-resistant materials such as titanium, stainless steel and / or treated aluminum are used. In some embodiments, all electronic equipment that may be damaged is exposed to the atmosphere. Conductors (e.g., wiring) leading from the controller to the outside may be sealed with a silicone-based adhesive such as Rutland 800°F Flexible Latex Sealant to waterproof the electronic equipment housing 1600.

[0078] In one embodiment, the waterproof rating of the housing 1600 may be designed according to NEMA Type 6 or 6P. The housing 1600 may be constructed of a material that allows for rapid heat dissipation to the outside of the enclosure, such as copper or lightweight aluminum. In the example in Figure 16, the housing 1600 consists of a lid 1602, a housing base 1604, and an O-ring seal 1606. The O-ring 1606 is incorporated into a groove provided on the upper surface of the housing base 1604 to prevent leakage through the fastener 1608. In one embodiment, the housing 1600 may be sealed by welding and / or adhesive.

[0079] Figure 17 shows an example of a waterproof electrical connector 1700. As described in Figure 16, a drip-proof or waterproof design is desirable to minimize damage that occurs during light or complete immersion in liquid. In addition to seals for electronic equipment housings, in some embodiments, electrical connectors, including battery connectors, may also be waterproof. This may include gold-plated bullet plugs to prevent corrosion and providing waterproof seals (e.g., silicone seals) on all detachable plugs. In the example in Figure 17, the electrical connector 1700 includes a socket 1702 and a plug 1704 that couples with the socket 1702 to form an electrical connection. The electrical connector 1700 includes a seal 1704, which engages with the outer wall of the plug 1704 and the inner wall of the socket 1702 to form a waterproof seal. It should be noted that the connector should be rated to match the total current output of the system. In embodiments where repeated immersion is performed, a very thin dielectric coating film may be applied to all housings, seals, and metal outer surfaces to eliminate moisture.

[0080] Figures 18, 19, and 20 illustrate examples of human actions that can change the attitude, speed, and / or pilot the compact personal flying vehicle of the disclosure. In one embodiment, the vehicle is controlled by an electronic controller 1300, body movements, or both. The pilot can move the vehicle in any direction by various movements of the upper body. During flight, the pilot is substantially located inside the wind tunnel formed by the vehicle's propulsion system. The pilot can tilt their upper body in any direction. Doing so reduces the airflow to that part, causing the corresponding side to sink. As the vehicle sinks, it moves in that direction. If the pilot tilts further, the vehicle may rotate further, resulting in a decrease in altitude. Therefore, the pilot may increase the motor throttle to maintain altitude while tilting and to continue the selected direction of travel or rotation. This concept is shown in Figure 18.

[0081] In one embodiment, yaw rotation can be achieved in two ways. The operator extends one hand forward with fingers extended and palm open parallel to the ground. To initiate yaw rotation, the operator tilts the palm to angle the airflow. For example, if the operator tilts the palm of their right hand to the right, the airflow to the operator's right increases, as shown in Figure 19, and the vehicle yaws to the left.

[0082] A similar principle can be applied to the pilot's upper body. When a pilot twists and then tilts their upper body, their back can act as a surface, deflecting airflow in both the forward and yaw directions. This is shown in Figure 20.

[0083] In some embodiments, control of a compact personal flying vehicle, excluding altitude and / or propeller speed, relies on the pilot's physical movements. In these embodiments, the vehicle is in a mode where it does not stabilize or fly using sensors (e.g., without an active stabilization system), and the pilot adjusts only the motor output, with all other movements controlled manually (i.e., non-electronically). Manual control allows the pilot to control the vehicle over virtually every movement.

[0084] In another embodiment, the compact personal flying vehicle can provide assisted control. The vehicle can assist with tasks such as takeoff and stabilization flight, but the primary control of the motion remains with the pilot. In this type of flight, sensors can be used to measure the vehicle's tilt and the presence of surrounding objects. In these embodiments, active electronic control can impose constraints on pilot operation to reduce the possibility of misoperation that could lead to a crash. For example, if the vehicle is tilted to an angle approaching its limit (e.g., a threshold associated with a safe and / or recoverable flight limit), and the pilot attempts to tilt it further using the controller 1300, the pilot's command can be electronically overridden to prevent exceeding a predetermined tilt threshold. In one embodiment, another type of assisted control involves the use of sensors within the controller 1300. The pilot can tilt the controller 1300 by hand to move the vehicle in the same direction.

[0085] In one embodiment, if the pilot is in an assisted flight control configuration, they can request the vehicle to take off. The vehicle automatically takes off and hovers using sensors that monitor its surroundings. The pilot then controls the direction of travel using a gimbal stick. When the pilot releases directional control, the vehicle hovers in place. At the end of the flight, the pilot can instruct the vehicle to land.

[0086] In some embodiments, the compact personal flying vehicle is partially or fully controllable by the controller 1300. In these embodiments, the pilot controls only the motor RPM and is not limited to relying on human body movements for steering, but the controller 1300 can fully control the vehicle. In some embodiments, this can be done with or without a pilot on board. For example, the vehicle can fly to the pilot, who can then board and fly it.

[0087] While the methods and systems have been described in reference to specific embodiments, they are not limited thereto. Many modifications and variations will be apparent to those skilled in the art in light of the teachings above. Many additional modifications can also be made to the details, materials, and arrangement of the components described and illustrated herein.

[0088] In this specification and in the claims, an enumeration of items connected by "and / or," such as "A and / or B," may mean any combination of the enumerated items. For example, the expression "A, B and / or C" may mean A; B; C; A and B; A and C; B and C; or A, B and C. Similarly, an enumeration by "at least one," such as "at least one A, B, or C," may also mean any combination of the enumerated items.

[0089] Those skilled in the art will understand that any block diagram in this specification represents a conceptual view of a circuit embodying the principles of this disclosure. Similarly, any block diagram, flowchart, flow diagram, state transition diagram, pseudocode, etc., will be understood to represent various processes that can be substantially represented in a computer-readable medium and executed by a computer or processor (even if such computer or processor is not explicitly indicated). A software module (or simply a module that is implied to be software) may be represented by flowchart elements or other elements, or by text, that indicate the execution of process steps. Such a module may be executed by hardware that is explicitly or implicitly indicated.

[0090] The functionality of each element shown in the diagram (including the functional blocks labeled as controllers or processors) can be provided not only by hardware capable of running software in combination with appropriate software, but also by the use of dedicated hardware. These functions can be provided by a single dedicated processor, a single shared processor, or multiple individual processors (some of which may be shared). Furthermore, the explicit use of the terms “controller” or “processor” should not be interpreted as being limited to software-executable hardware, but may include, but not be limited to, digital signal processor (DSP) hardware, network processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), read-only memory (ROM), random-access memory (RAM), and non-volatile storage for storing software. Other general-purpose and / or custom hardware may also be included.

[0091] As used herein, the term “coupled” refers to any connection, coupling, link, etc., such that a signal carried by one system element is attached to a “coupled” element. Such “coupled” devices, or signals and devices, do not necessarily have to be directly connected to one another, and may be separated by intermediate components or devices that can manipulate or modulate such signals.

[0092] Unless otherwise specified, the use of the word “substantially” should be interpreted to the extent that a person skilled in the art understands it, including, to the extent that it does not substantially affect the method and system of disclosure, the exact relationships, conditions, arrangements, orientations and / or other characteristics, as well as deviations therefrom. Throughout this disclosure, the use of the articles “a” and / or “an” and / or “the” modifying nouns is for convenience and should be interpreted, unless otherwise specified, to include cases where the noun being modified is plural rather than singular. The words “comprising,” “including,” and “having” are intended to be inclusive, meaning that elements other than those listed may exist.

[0093] As used herein, the terms “about” or “approximately” refer to a range of ±10% of a numerical value when placed before that value in a particular embodiment. Where a range of values ​​is given, it is understood that each intermediate value between the upper and lower limits of that range (up to one decimal place of the lower limit unless the context explicitly requires otherwise), and any other values ​​within that range, are included in this disclosure. The inclusion of smaller upper and lower limits of these ranges independently is also included in this disclosure (unless there are expressly excluded limits). Where a described range includes either or both limits, a range excluding either or both of these included limits is also included in this disclosure.

[0094] While methods and systems have been described in reference to specific embodiments, they are not limited thereto. As will be apparent, numerous modifications and variations are possible in light of the teachings described above. Many additional modifications can also be made to the details, materials, and arrangement of the components described and illustrated herein by those skilled in the art.

Claims

1. It is a device, Frame and, Multiple propellers connected to the frame and configured to generate sufficient thrust to cause the device to hover, Equipped with, Each of the aforementioned plurality of propellers has a blade oriented horizontally. Of the plurality of propellers, the first propeller overlaps with the second propeller in the vertical plane. Device.

2. The frame includes a central member and a first arm, The first end of the first arm is connected to the first end of the central member, The first propeller is connected to the second end of the first arm. The apparatus according to claim 1.

3. The frame includes a central member, a first arm, and a second arm. The first end of the first arm is connected to the first end of the central member, The first propeller is connected to the second end of the first arm, The first end of the second arm is connected to the second end of the central member, and The second propeller is connected to the second end of the second arm. The apparatus according to claim 1.

4. The frame includes a central member, a first arm, a second arm, and a third arm. The first end of the first arm is connected to the first end of the central member, The first propeller is connected to the second end of the first arm, The first end of the second arm is connected to the second end of the central member. The second propeller is connected to the second end of the second arm, The first end of the third arm is connected to the second end of the central member, The third propeller of the plurality of propellers is connected to the second end of the third arm. The apparatus according to claim 1.

5. The apparatus according to claim 1, wherein the sweeping area of ​​the first propeller overlaps with at least 10% of the sweeping area of ​​the second propeller.

6. The apparatus according to claim 1, wherein the sweeping area of ​​the first propeller overlaps with less than 25% of the sweeping area of ​​the second propeller.

7. The apparatus according to claim 1, wherein the first propeller and the second propeller have a relative offset of less than one inch in the vertical plane.

8. The apparatus according to claim 1, wherein the first propeller and the second propeller have a relative offset of less than 0.5 inches in the vertical plane.

9. The apparatus according to claim 1, wherein the pitch angles of all of the plurality of propellers are in the range of 6.5 degrees to 12 degrees.

10. The pitch angles of all of the aforementioned propellers are in the range of 6.5 degrees to 9 degrees. The diameters of all of the aforementioned propellers are in the range of 17 inches to 35 inches. The aforementioned multiple propellers have maximum operating efficiency when operating at 5,000 rpm to 20,000 rpm. The apparatus according to claim 1.

11. The apparatus according to claim 1, wherein the plurality of propellers are configured to generate a total thrust of at least 200 pounds.

12. The pitch of the first propeller is set such that it generates downward thrust when it rotates clockwise. The pitch of the second propeller is set such that it produces downward thrust when it rotates counterclockwise. The apparatus according to claim 1.

13. The apparatus according to claim 1, wherein one of the plurality of propellers is configured to rotate in a direction opposite to that of at least one of its immediate adjacent propellers.

14. The apparatus according to claim 4, wherein each of the first arm, the second arm, and the third arm is detachably attached to or connected to the central member via a hinge so as to be movable from an unfolded position to a folded position.

15. The apparatus according to claim 14, wherein in the folded configuration, at least one of the first arm, the second arm, or the third arm is substantially perpendicular to the central member.

16. The apparatus according to claim 4, wherein the plurality of propellers are detachable.

17. The apparatus according to claim 4, wherein the plurality of propellers are foldable.

18. This is a method for operating flying vehicles. Standing on the frame of the aforementioned flying vehicle, Standing on the aforementioned frame, the operator controls the throttle to instruct the multiple propellers to rotate, causing the flying vehicle to perform a vertical takeoff. This includes adjusting the body posture to reduce and / or deflect the airflow toward at least the first propeller among the plurality of propellers, thereby tilting and translating the frame toward the direction of the first propeller. How to operate a flying vehicle.

19. The method for controlling an aerial vehicle according to claim 18, wherein the frame is a rigid structure so that a torsional load applied by the feet does not cause a substantial change in the attitude of the aerial vehicle.

20. The method for controlling an aircraft according to claim 18, wherein the opening of the throttle is proportional to the rotational speed of each of the plurality of propellers.

21. The throttle opening is proportional to the rotational speed of each of the multiple propellers, and The method for controlling a flying vehicle according to claim 18, wherein the flying vehicle does not have an active stabilization system.

22. A method for controlling a flying vehicle according to claim 18, further comprising increasing the throttle opening during or after adjusting the body posture in order to maintain altitude while the flying vehicle is translating in the direction of the first propeller.

23. A method for controlling an aerial vehicle according to claim 18, further comprising adjusting at least a portion of the body posture at an angle to the airflow to generate a yaw motion in the aerial vehicle.

24. A method for controlling an aerial vehicle according to claim 18, further comprising adjusting at least a portion of the body posture at an angle to the airflow to cause at least one of yaw motion, pitch motion, or roll motion in the aerial vehicle.

25. A method for controlling a flying vehicle according to claim 18, further comprising holding a hand at an angle to the airflow to generate a yaw motion in the flying vehicle.

26. It is a device, Frame and, An even number of propellers connected to the frame, which generate vertical thrust to enable the device to hover, An even number of motors, each of which is connected to each of the even number of propellers, Multiple batteries, Multiple power buses, Equipped with, The first power bus of the plurality of power buses connects the first battery of the plurality of batteries to the first motor and the second motor of the even number of motors, and the plurality of power buses share power from the plurality of batteries so that even if the first battery of the plurality of batteries fails, the remaining batteries of the plurality of batteries supply power to the first motor and the second motor. Device.

27. The apparatus according to claim 26, wherein the first motor and the second motor are arranged symmetrically on the frame such that a symmetrical motor failure occurs due to insufficient available power for the first motor and the second motor.

28. A third motor is positioned between the first motor and the second motor, A fourth motor is positioned between the second motor and the first motor and on the opposite side of the third motor, The second power bus, Furthermore, The second power bus connects the second battery to the third motor and the fourth motor. Due to insufficient available power for the third and fourth motors, symmetrical motor failures occur in the third and fourth motors, while failures do not occur in the first and second motors. The apparatus according to claim 26.

29. It is a device, A frame comprising a central member having a first end and a second end, wherein the frame is configured to support a pilot in an upright position on its first side, A first arm, the first end of which is connected to the first end of the central member, A first propeller of a plurality of propellers, wherein the first propeller is positioned on the second side of the frame and connected to the second end of the first arm, A second arm, the first end of which is connected to the first end of the central member, A second propeller of the plurality of propellers, wherein it is positioned on the second face side of the frame and connected to the second end of the second arm, A third arm, the first end of which is connected to the second end of the central member, A third propeller of the plurality of propellers, wherein it is positioned on the second side of the frame and connected to the second end of the central member, Equipped with, The plurality of propellers generate at least 200 pounds of thrust, enabling the frame and the pilot to hover. Each of the first arm, the second arm, and the third arm is detachably attached to or connected to the central member via a hinge so as to be movable from an unfolded position to a folded position. Device.

30. The apparatus according to claim 29, wherein each of the first arm, the second arm, and the third arm is substantially parallel to the central member in the folded configuration.

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