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CN-122009482-A - Vertical take-off and landing electric aircraft

CN122009482ACN 122009482 ACN122009482 ACN 122009482ACN-122009482-A

Abstract

The invention provides a vertical take-off and landing electric aircraft, which adopts a coaxial double-rotor structure, a main rotor bears most of lift force, the propulsion efficiency is high, at least three auxiliary rotors (2) mainly bear flight attitude control, such as adjusting the inclination angle and the direction of a main driving shaft (13) and controlling the flight speed and the flight direction, a main engine base (14) is connected with a nacelle (4) through a hanging mechanism (3), the gravity center is automatically balanced, a rotor-free pitch-changing mechanism is omitted, and the aircraft is completely reliable and has low manufacturing cost.

Inventors

  • Request for anonymity

Assignees

  • 秦彪

Dates

Publication Date
20260512
Application Date
20241112

Claims (10)

  1. 1. The vertical take-off and landing electric aircraft comprises a main engine (1), auxiliary rotors (2), a hanging mechanism (3) and a nacelle (4), wherein the main engine (1) adopts a coaxial rotor structure and comprises an upper main wing piece (11), a lower main wing piece (12), a main driving shaft (13) and a main engine base (14), wherein the auxiliary rotors (2) comprise auxiliary wing pieces (21), auxiliary motors (22) and auxiliary wing rods (23), and the vertical take-off and landing electric aircraft is characterized in that the number of the auxiliary rotors (2) is not less than three, the auxiliary rotor pieces are fixedly connected with the main engine base (14) through the auxiliary wing rods (23) respectively, the main engine base (14) is connected with the nacelle (4) through the hanging mechanism (3), and a battery is arranged in the nacelle (4) and is communicated with the main engine base (14) through a cable.
  2. 2. An aircraft according to claim 1, characterized in that at least more than 50% of the batteries are arranged in the nacelle (4).
  3. 3. An aircraft according to claim 1, characterized in that at least more than 70% of the batteries are arranged in the nacelle (4).
  4. 4. An aircraft according to claim 1, characterized in that at least more than 90% of the batteries are arranged in the nacelle (4).
  5. 5. An aircraft according to claim 1 or 2 or 3 or 4, characterized in that the suspension means (3) are of hook construction.
  6. 6. The aircraft according to claim 1, 2, 3 or 4, wherein the main machine (1) is configured with two parallel drive motors.
  7. 7. An aircraft according to claim 1 or 2 or 3 or 4, characterized in that the free adjustment angle a between the vertical (43) of the nacelle (4) and the main axis (15) of the main drive shaft (13) is not more than 30 °.
  8. 8. An aircraft according to claim 1 or 2 or 3 or 4, characterized in that the maximum distance B of the tips of the auxiliary wings (21) from the main axis (15) of the main drive shaft (13) is not greater than the radius a of the main wings.
  9. 9. An aircraft according to claim 1 or 2 or 3 or 4, characterized in that the battery (41) in the nacelle (4) is arranged on the underside of the nacelle (4).
  10. 10. An aircraft according to claim 1 or 2 or 3 or 4, characterized in that the battery (41) in the nacelle (4) is arranged at the bottom end of the nacelle (4).

Description

Vertical take-off and landing electric aircraft Technical Field The invention belongs to the technical field of vertical take-off and landing flight, and particularly relates to a technology for electrically driving vertical take-off and landing flight. Technical Field The existing electric vertical take-off and landing aircraft called eVTOL generally adopts a structure with at least four rotors, so that the multi-rotor aircraft has low safety and reliability, can cause accidents of a crash if only one rotor is out of question, has low propulsion efficiency (namely high power consumption) of the rotors, can solve the problem of gravity center balance by adopting an electronic gyroscope and combining a complex control system (the rotors generate vertical lifting force to act on the gravity center), and reduces the reliability. The coaxial double-rotor structure has high propulsion efficiency, aims at the problem of gravity center balance, adopts a rotor pitch-changing mechanism, has a complex mechanical structure, brings reliability problems, has a plurality of flight direction control problems, is not suitable for realizing automatic steering, and is not adopted by eVTOL. Disclosure of Invention Based on the problems, the invention provides an electric vertical take-off and landing aircraft adopting a coaxial double-rotor structure, and the gravity center balance problem is completely and reliably solved by a reliable hanging mechanism, an electronic gyroscope is not needed, a rotor pitch-changing mechanism is not needed, and the manufacturing cost is low. The technical scheme of the invention is that the aircraft comprises a main engine, auxiliary rotor wings, a hanging mechanism and a nacelle. The main machine adopts a coaxial rotor structure and comprises an upper main wing piece, a lower main wing piece, a main driving shaft and a main machine base. The auxiliary rotor wing comprises auxiliary wing pieces, auxiliary motors and auxiliary wing rods, and is characterized in that at least three auxiliary rotor wings are fixedly connected with a main machine base through the auxiliary wing rods respectively, the main machine base is connected with a nacelle through a hanging mechanism, a battery is arranged in the nacelle, and the nacelle is communicated with the main machine base through a cable. Drawings The practice of the present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the invention are shown. Fig. 1 is a schematic representation of the features of the present invention. Fig. 2 is a schematic top view of one feature of fig. 1. Figure 3 is a schematic top view of the features below the main rotor of the present invention. FIG. 4 is a schematic representation of the features of the present invention when hovered. FIG. 5 is a schematic illustration of a hanging mechanism. Figure 6 is a schematic cross-sectional view of a coaxial drive mechanism. In the figure, 1, a main machine, 11, an upper main wing, 12, a lower main wing, 13, a main driving shaft, 14, a main machine base, 15, a main shaft, 16, a main motor, 17, a motor gear, 18, a lower wing shaft gear, 19, an upper wing shaft gear, 2, an auxiliary rotor, 21, an auxiliary wing, 22, an auxiliary motor, 23, an auxiliary wing rod, 3, a hanging mechanism, 4, a nacelle, 41, a battery, 42, a gravity center, 43, a vertical line, 5 and an arrow. Detailed Description The invention shown in fig. 1 and 2 adopts a coaxial double-rotor structure, the propulsion efficiency is high, the main machine 1 comprises an upper main wing 11, a lower main wing 12, a main driving shaft 13 and a main machine seat 14, a main motor and a mechanism for realizing the coaxial are arranged in the main machine seat 14, and the upper main wing 11 and the lower main wing 12 in the figure are respectively two and can be more. The four auxiliary rotor wings 2 are fixedly connected with the main frame 14 through respective auxiliary wing rods 23, the four auxiliary rotor wings 2 are uniformly distributed by taking the main axis 15 as the center, the auxiliary wing wings 21 of the auxiliary rotor wings 2 are directly arranged on the shaft of the auxiliary motor 22, the auxiliary wing rods 23 are in a hollow tube structure, and cables for driving the auxiliary motor 22 are arranged in the tube. The nacelle 4 is connected with the main frame 14 through the hanging mechanism 3, is hung below the main frame 14, and articles and personnel to be transported and installed equipment (such as a camera) of the nacelle 4 are arranged on the nacelle 4. The circuitry of the autopilot system should be located in the main housing 14. The majority (even hundred percent) of the required lift force is borne by the main rotor wing, at least 60% of the lift force is borne by the main rotor wing, at least three auxiliary rotor wings 2 mainly bear the flight attitude control, such as adjusting the inclination angl