Personal aircraft
A safe, quiet, easy to control, efficient, and compact aircraft configuration is enabled through the combination of multiple vertical lift rotors, tandem wings, and forward thrust propellers. The vertical lift rotors, in combination with a front and rear wing, permits a balancing of the center of lift with the center of gravity for both vertical and horizontal flight. This wing and multiple rotor system has the ability to tolerate a relatively large variation of the payload weight for hover, transition, or cruise flight while also providing vertical thrust redundancy. The propulsion system uses multiple lift rotors and forward thrust propellers of a small enough size to be shielded from potential blade strike and provide increased perceived and real safety to the passengers. Using multiple independent rotors provides redundancy and the elimination of single point failure modes that can make the vehicle non-operable in flight.
1. An aircraft comprising:
a fuselage;
a wing coupled to the fuselage;
a first plurality of lift rotors located aft of a center of gravity of the aircraft, the first plurality of lift rotors coupled to the fuselage, at least one of the first plurality of lift rotors having a first cant and at least one of the first plurality of lift rotors having a second cant, the second cant having an angle different from the first cant;
a second plurality of lift rotors located forward of the center of gravity, the second plurality of lift rotors coupled to the fuselage, at least one of the second plurality of lift rotors having a third cant and at least one of the second plurality of lift rotors having a fourth cant, the fourth cant having an angle different from the third cant,
wherein the fourth cant has an angle different from the first cant and the second cant,
wherein the first plurality of lift rotors and the second plurality of lift rotors are coupled to the fuselage via one or more rotor booms;
a propeller coupled to the fuselage for providing forward thrust; and
a flight computer, coupled to the fuselage, and configured to independently control an amount of thrust provided by each of the first plurality of lift rotors and each of the second plurality of lift rotors according to a difference between a current orientation of the aircraft and a desired orientation of the aircraft.
2. The aircraft of claim 1 , wherein the first plurality of lift rotors includes at least 6 rotors and the second plurality of lift rotors includes at least 6 rotors.
3. The aircraft of claim 1 , wherein the flight computer is further adapted to adjust the amount of thrust provided by each of the first plurality of lift rotors and each of the second plurality of lift rotors to compensate for a rotor failure.
4. The aircraft of claim 1 , wherein the flight computer further comprises:
a position sensor interface, adapted to receive sensor data that indicates one or more of a position, an altitude, an attitude and a velocity of the aircraft; and
a rotor control module, coupled to the position sensor interface, adapted to determine the amount of thrust required from each of the first plurality of lift rotors and each of the second plurality of lift rotors to achieve the desired orientation and to command independently each of the first plurality of lift rotors or the each of the second plurality of lift rotors to produce the determined required thrust.
5. The aircraft of claim 4 , wherein the flight computer further comprises:
a propeller control module coupled to the position sensor interface, adapted to determine an amount of forward thrust required from the propeller and to command the propeller to produce the required thrust.
6. The aircraft of claim 1 , wherein at least one of the first plurality of lift rotors is located on a starboard side of the fuselage and at least one of the first plurality of lift rotors is located on a port side of the fuselage.
7. The aircraft of claim 1 , wherein at least one of the second plurality of lift rotors is located on a starboard side of the fuselage and at least one of the second plurality of lift rotors is located on a port side of the fuselage.
8. The aircraft of claim 1 , further comprising an aft wing coupled to the fuselage.
9. The aircraft of claim 8 , wherein the aft wing is located aft of the center of gravity.
10. The aircraft of claim 1 , wherein each rotor in the first plurality of lift rotors and the second plurality of lift rotors is a rotor assembly including a rotor and a motor, wherein the rotor includes a plurality of blades coupled to a hub, the motor comprises a stationary part and a rotating part, and the rotor is attached to the rotating part of the motor.
11. The aircraft of claim 1 , wherein a first half of all lift rotors of the aircraft rotate in a first direction, and a second half of all lift rotors rotate in a second direction opposite to the first direction.
12. A method for controlling an aircraft to transition from vertical flight to forward flight, the method comprising:
providing an aircraft comprising:
a fuselage;
a wing coupled to the fuselage;
a first plurality of lift rotors located aft of a center of gravity of the aircraft, the first plurality of lift rotors coupled to the fuselage, at least one of the first plurality of lift rotors having a first cant and at least one of the first plurality of lift rotors having a second cant, the second cant having an angle different from the first cant;
a second plurality of lift rotors located forward of the center of gravity, the second plurality of lift rotors coupled to the fuselage, at least one of the second plurality of lift rotors having a third cant and at least one of the second plurality of lift rotors having a fourth cant, the fourth cant having an angle different from the third cant,
wherein the fourth cant has an angle different from the first cant and the second cant,
wherein the first plurality of lift rotors and the second plurality of lift rotors are coupled to the fuselage via one or more rotor booms;
a propeller coupled to the fuselage for providing forward thrust; and
a flight computer, coupled to the fuselage, and configured to independently control an amount of thrust provided by each of the first plurality of lift rotors and each of the second plurality of lift rotors according to a difference between a current orientation of the aircraft and a desired orientation of the aircraft;
activating the first plurality of lift rotors and the second plurality of lift rotors;
determining that the aircraft has reached a predetermined altitude;
activating a forward propeller based on reaching the predetermination altitude;
comparing a speed of the aircraft to a stall speed of the aircraft; and
deactivating the plurality of lift rotors when the speed of the aircraft is greater than the stall speed of the aircraft.
13. The method of claim 12 , wherein equal power is applied to each of the plurality of lift rotors during the vertical lift off.
14. The method of claim 12 , wherein a power applied to a first lift rotor among the plurality of lift rotors is different than the power applied to a second lift rotor during the vertical lift off.
15. The method of claim 12 , further comprising:
when the speed of the aircraft is less than or equal to the stall speed of the aircraft:
determining an amount of required lift; and
adjusting power to the plurality of lift rotors to achieve the amount of required lift.
16. The method of claim 12 , wherein a power applied to a first lift rotor among the plurality of lift rotors is different than the power applied to a second lift rotor during the vertical lift off.
17. The method of claim 12 , further comprising:
after deactivating the plurality of lift rotors:
determining a transition from forward flight to vertical flight is required;
reducing trust of the forward propeller;
activating the plurality of lift rotors for the vertical flight; and
stopping the forward propeller.
18. The method of claim 17 , wherein the transition from the forward flight to the vertical flight is determined based on a predetermined flight trajectory.