Blade Runner: 18-ROTOR “Volocopter” Transition from Concept to the initial model

Inventor and physicist Thomas Cincin Establish a sense of the Internet with the October 2011 video for its highlight – and the flight only From a 16-floor helicopter of 16-floor role called Multicopter 1. Now, the Personal Personal Aviation Craft Maker, E-VOLO, has returned with a review with a review “Volocopter” design This adds two other roundabouts, a serial hybrid engine and long -term plans to go to the battery power by 100 percent.

The new design calls for 1.8 meters and 0.5 kg carbon fiber blades, associated with a motor. It is manufactured around a axis in two concentrated circles over a cockpit or two or two people from one person.

After granting Volocopter the Lindbergh Prize for Innovation in April, Yolanka Wuff, CEO of Charles Foundation A. And Anne Moro LindbergHe admitted the idea of ​​the multiple helicopter at the beginning “nuts”. And look beyond the new appearance, as you say, the E-VOLO concept excels in safety, energy efficiency and simplicity, which was the rules of the award.

All three qualities are thanks to the removal of Evolo for classic helicopters. First, the main dizziness with high energy in energy, transmission, tail arm, tail roundabout disappeared. The huge blades on the regular helicopter cabin create an elevator, but its mass creates a high degree of tension and wearing the craft. The small tail roundabout, which is vertically floats on a mutation behind the cabin, prevents the helicopter body from rotating in the opposite direction as the main blades, but also eating about 30 percent of the helicopter strength.

Volocopter will not create a single large torque, and provides repetition for safety. Virtually, Volocopter can fly with a few courses that work, as long as these roundabouts are not all collected together on one side, says Cincinn, the participant inventor of the plane and the main construction engineer at E-VOLO.

Without the iconic composition of dualism, the craft will be lighter, which makes it more efficient in fuel consumption and reduces the material complexity of providing energy to the upper and back blades from one engine. Also, Volocobter will not need to have a thirsty energy. In fact, “there will be no mechanical relationship between the gas and bladder engine,” says Sinkel. This means fewer power loss points and more safety.

The E-VOLO design removes dependence on one source of energy for the blades. As a hug-hugs, Volocopter will have a gas-immersed engine, in this case an engine capable of generating 50 to 75 kilowatts, which is a typical thing for high aircraft. Instead of driving the roundabouts mechanically, the power engine for electric motors will generate as well as charging lithium batteries on the plane. If it fails, it is expected that the batteries will provide sufficient reserve energy so that the craft can achieve a controlled drop.

While the helicopters are navigated by changing the degree of the main roundabout and the tail, the maneuvering in the Volocopter will depend on changing the speed of individual roundabouts. Although it is more complicated, it is in principle in principle to control a craft using three to six controlling needy (in case of one or more failure) instructions explained by a pilot using the control unit in games – such as rudder pedals, control and superiority.

The first impression of WULFF on Volocopter is not uncommon. Computer-run promotional videos from E-VOLO from a white craft and fiber of white glass fibers and shiny glass fibers below the straw blades potential flight machines in the late nineteenth century. This point is not lost on Sixkel.

He says, “I understand these skeptical opinions.” “The concept of design looks like a mixer. But we are really making a safe flight.”

That progress will be in itself. Multicopter 1 looked like a special episode of IFFY MacgyverWith the completion of the landing equipment that included the silver yoga ball. Senkel rode sitting in the midst of all of those rounds that only work with lithium batteries. Multicopter 1 has created an average of 20 kilowatts for meat and was high for a few minutes.

There is a reason that makes the experimental craft flew shortly and only once. Senkel describes this first craft as “attached and installed together.” He sits on the same platform as spinning blades, he says: “I was aware of the fact that I would die, perhaps. Moreover, we have shown that the concept is working. What do we win if it is twice?” He asks for a speech.

Unlike the pilot’s placing safely under the blades, the reumed Volocopter will greatly work in the same initial model. The design calls for three to six standards of excessive acceleration Gyroscope Cincinn says to measure and direct the location of the Volocopter, and to create a reactions that give the letter stability and make flying easier.

The initial model in the Volocobter can first be constructed as soon as possible next spring. The first production models, available in three years, are expected to fly at least an hour at least at speeds exceeding 100 km per hour and a minimum height of about 2000 meters, and still is shy away from the high operation of the regular helicopter in the regular helicopter. About 3000 meters. “This may change our lives, but I do not expect anything like that for 10 years,” Sirkel added.

Carl Cohen, Managing Director of E-Volo Partn says Smoto GmbHThe company that merges electrical driving systems and relevant components.

Like Senkel, Kühn has short -term short -term forecasts despite its frequent focus on the standard nature of the technology concerned. “I think E-Volo will have a plane (a preliminary model) in three years that can do the mission-that it will raise a person or two from one point to another,” he says.

The biggest instant restrictions appear to be organizational. For example, European aviation organizations consider any electrical system more than 60 volts is a high voltage and they organize such systems more powerful, says Kühn. As a result, Volocopter will work below that threshold. The craft will also need a weight of no more than 450 kilograms to stay in the Ultralight category, which is also subject to fewer government aviation regulations, according to Senkel.

Wuff of Lindbergh Foundation says that the organization’s judges felt that E-VOLO had a “opportunity greater than 50 per cent to succeed, or they were not awarding them the innovation prize.” In response to a question about whether to continue to fly one one day, she says: “I am sure of that. It seems very convincing to me.”

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