DE102021003751B3 - VEHICLE WITH A ROTARY WING KINEMATICS - Google Patents

Abstract

The invention relates to a vehicle (1) suitable for air and road traffic, having a longitudinal, a transverse and a vertical axis (x,y,z) for an airframe (10) and a chassis (11) with rotary wing kinematics for two over one Length (g) or over a height (h) extending rotor modules (2), each having at least two bow-shaped or arc-shaped rotor blades (A). According to the invention, the rotor blade (A) can be adjusted in one revolution of the rotor module (2) by means of the actuators (20) in such a way that in at least one longitudinal section (A1-An) the length (g) or the height (h) of the longitudinal beam (21) the suction side (-) and the pressure side (+) of the asymmetric airfoil (201) on a diameter freely adjustable within 360 degrees with turning points (P,P') twice the orientation from the outside to the inside of the respective orbit (U, U ') alternates, with the rotor modules (2) with opposite directions of rotation (T, T') on separate orbits (U, U') with radii (r2, r3) and each with at least two rotor blades (A) around a common, from one of the axes (x,y,z) and are each driven by two motor generators (13) arranged concentrically and coaxially to the axis of rotation (t) of the rotor modules (2).

Description

The invention relates to a vehicle suitable for air and road traffic with a longitudinal, a transverse and a vertical axis for an airframe and a landing gear and with rotary wing kinematics according to the preamble of claim 1. In particular for two rotor modules extending over a length or over a height , which each rotate in opposite directions on separate orbits with different radii for at least two rotor blades each around an axis of rotation formed by the longitudinal, transverse or vertical axis and are driven by two motor generators arranged concentrically and coaxially to the axis of rotation. The rotor blades each have an inherently rigid longitudinal beam with a plurality of longitudinal sections for accommodating a plurality of actuators and have a variable asymmetrical airfoil with a profile chord extending between a nose and a trailing edge. In one revolution of the rotor module, the rotor blade can be adjusted by means of the actuators in such a way that in at least one longitudinal section of the length or the height of the rotor module, the suction side and the pressure side of the asymmetrical wing profile at a diameter with turning points are twice the orientation from the outside to the inside of the orbit changes. In this case, the variable wing profile in a transitional position at the turning points temporarily has a symmetrical wing profile aligned with its chord tangentially to the orbits. The position of the diameter with the turning points can be adjusted transversely to the direction of travel of the vehicle so that in both halves of the orbits of the two rotor modules, a thrust force acting in the direction of travel of the vehicle can be derived from the lift force aerodynamically generated by the asymmetrical wing profile. As an aircraft, the vehicle suitable for air and road traffic corresponds to a rotary-wing vehicle or a helicopter and can be used as an air taxi for passengers or as a drone, e.g. for delivery traffic or for traffic monitoring, while the vehicle has a braking and Lighting system has, so that the vehicle can participate in road traffic as a taxi or as a delivery vehicle and can take off from a parking position.

State of the art

The need to provide alternative, CO2-free drives for vehicles and aircraft has led to a radical change in mobility concepts for road and air traffic. Efficient lithium-ion accumulators and fuel cells make it possible to operate vehicles and airplanes electrically. In the field of small aircraft, there has been rapid development with numerous start-ups. Different solutions for small aircraft, also known as flight taxis, compete in the market. Even a small aircraft with a take-off weight of around one ton needs a wing of 16 square meters and a wingspan of 11 meters in order to generate enough lift for flight operations. The associated dimensions of an aircraft are not compatible with the dimensions permitted for vehicles on the road. That is why so-called flying cars use different folding and folding mechanisms to make the vehicle smaller for road traffic. According to the current state of the art, such folding aircraft can be folded so compactly that they can take part in road traffic. However, a runway and an airport are required for the change to flight operations. Rotary wing concepts are also known in which the Voith-Schneiderpropeller developed for ship propulsion is adapted for flight operations. The Voith Schneiderpropeller has kinematics in which a symmetrical rotor blade profile is adjusted by means of a gear formed by rods in one rotation of the rotor in such a way that thrust is generated in both halves of the orbit in the direction of travel. In the area of ship propulsion systems, the disadvantage is that the watercraft's speed is limited to around seven knots. The Voith Schneiderpropeller is therefore a niche product for tractors and towing vehicles. The speed of the mechanical transmission is limited. However, higher speeds in the range of 800 rpm and more are required to use the Voith Schneider propeller as an aircraft propeller in order to be able to use the rotary wing kinematics for flight operations of an aircraft. The fluid-dynamic characteristics of the Voith-Schneiderpropeller with its advantages and disadvantages are retained. The ability to quickly change the direction of the thrust is advantageous. On the other hand, the limited speed and the decreasing effectiveness with increasing driving speed are disadvantageous. Added to this is the fact that a symmetrical airfoil can only generate about two-thirds of the lift of an asymmetrical airfoil.

From the DE 20 50 929 A discloses an airscrew arrangement in which the object is to render ineffective a counter-torque acting on a missile when an airscrew is rotated. From the DE 10 2005 058 805 A1 an aircraft emerges which, by means of two counter-rotating rotor systems, can carry out both vertical and horizontal flight movements. From the U.S. 6,007,021 A shows an aircraft in which several of a fuselage of the aircraft spaced motor nacelles for rotary wings rotatable on transverse axes of Aircraft are arranged such that the lift generated by the rotary wings can be directed in different directions. The rotary vanes arranged concentrically in several layers rotate in the same direction of rotation, the angle of attack of the rotary vanes, which are designed in one piece and have an asymmetrical wing profile, can be varied by means of an adjusting device located outside of the wing profile. From the U.S. 5,110,072 A produces a three-part aircraft wing, in which both a nose segment and a trailing edge segment are articulated to a middle wing segment rigidly connected to the fuselage, with an actuator acting with an offset on a front and rear axis of rotation being actuated in order to rotate the nose and rotate the trailing edge segment. From the US 2016 / 0 052 618 A1 discloses a multi-part wing profile for a rotary-wing aircraft, in which a multi-part rotor blade is described as a kinematic chain. From the DE 195 29 700 A1 is a rotary wing aircraft with rotating wings, in which one-piece wing profiles change their angle of attack by means of a gear and by means of push rods in one revolution of the rotor blade in such a way that lift is generated both in the lower and in the upper half of the revolution. From the RU 2 746 025 C2 discloses an aircraft with a rotary wing arrangement in which a cabin for two passengers is arranged eccentrically within the rotary wing arrangement, with the blade adjustment of the rotor blades of the rotor taking place via a gear mechanism associated with the central axis of rotation. From the DE 698 21 006 T2 is a rotary wing vehicle with four aerodynamic generators, in which the angle of attack of the one-piece and symmetrically designed wing profiles can be varied in such a way that the wing profiles generate lift and a propulsive force in both the lower and upper half of the orbit, with the ends of the rotor blades having a connected on a cycloid rotating disk. From the U.S. 3,632,065 A creates a rotary wing aircraft with a spherical cabin, in which the angle of attack of a plurality of wing profiles aligned radially to the center of the sphere can be adjusted by means of a gear, so that, in relation to the respective direction of flight, the lift force in the left and right halves of the rotor’s orbit is the same is big. From the DE 10 2009 050 747 A1 discloses an aircraft with at least two rudder units in a central arrangement, in which the angle of attack of an asymmetrical and preferably one-piece wing profile can be changed in such a way that a thrust force acting in the direction of travel can be generated by means of the lift force caused by the wing profiles. From the U.S. 10,442,525 B2 discloses a rotor blade for a ship propeller or for an aircraft, the chord of which is designed to be movable, with the rotor blade being given a selection of adjustment options by means of actuators such as electromagnetic actuators, electroactive polymer actuators, piezoelectric actuators and memory effect actuators. From the DE 10 2017 011 890 A1 discloses a rotary wing arrangement for an aircraft in which rotary wing kinematics are realized with a linkage located outside of the rotor blade. From the DE 10 2007 009 951 B3 creates an aircraft with a payload fuselage to which closed cylinders rotating about transverse axes are connected and wing profiles in combination with wing profiles generate lift or propulsion according to the Magnus effect, a fan with adjustable drive power being required.
From the U.S. 9,346,535 B1 discloses an aircraft with a rotary wing arrangement, in which the blade adjustment of integrally formed rotor blades takes place by means of a cycloidal gear with linkage.
From the U.S. 2008/0 011 900 A1 discloses a rotary wing arrangement for an airship, in which the rotor blades are adjusted by means of a transmission with linkage.
From the U.S. 5,265,827 A shows an aircraft with a rotary wing arrangement on the left and right of the fuselage. In one rotation of the rotary vane rotor, the rotor blades, which are designed in one piece, are adjusted by means of an external linkage.

From the WO 2017 / 112 973 A1 discloses an aircraft with rotary wing rotors, the rotor blades of which can be adjusted in one revolution of the rotary wing rotor by means of a gearbox and a linkage.

task

• - Angabe eines flug- und straßenverkehrstauglichen Fahrzeugs, das von der Straße aus in den Flugmodus wechseln kann,
• - Angabe eines Fahrzeugs, dessen Abmessungen mit den Vorgaben der StVZO § 32 in Übereinstimmung gebracht werden können,
• - Angabe eines Fahrzeugs, das die Zulassungsbedingungen des Luftfahrtbundesamts erfüllen kann,
• - Angabe von zwei gegensinnig rotierenden Rotormodulen mit einer Drehflügelkinematik für die Rotorblätter des Rotormoduls,
• - Angabe einer von der Längs-, der Quer- oder der Hochachse gebildeten Rotationsachse für die beiden Rotormodule des Fahrzeugs,
• - Angabe von zwei konzentrisch und koaxial zu der Rotationsachse der Rotormodule angeordneten Motorgeneratoren,
• - Angabe von Längsträgern mit Längsabschnitten für die Aufnahme von Aktoren für die Blattverstellung der Rotorblätter,
• - Angabe einer Mehrzahl von Längsabschnitten des Rotorblatts, die jeweils mindestens einen Aktor für jede Drehachse aufweisen,
• - Angabe einer elektromagnetischen, elektropneumatischen, elektrohydraulischen Verstellvorrichtung für jeden Längsabschnitt eines einzelnen Rotorblatts,
• - Angabe eines bügel- oder bogenförmigen Längsträgers,
• - Angabe einer Drehflügelkinematik für Rotormodule, die um die Hochachse des Fahrzeugs rotieren,
• - Angabe einer Drehflügelkinematik für den zweimaligen Wechsel der Saugseite des asymmetrischen Flügelprofils in einem Umlauf des Rotorblatts,
• - Angabe einer Drehflügelkinematik für einen Hubschrauber,
• - Angabe nabenintegrierter Fallschirme für den Notfall,
• - Angabe einer Hochvoltbatterie als ein beweglicher Ballast zur Stabilisierung des Fahrzeugs.

Proceeding from the prior art presented, the invention is based on the object of finding a vehicle with a new kind of rotating-wing kinematics that can be used in road traffic as a car and can take off from the road at suitable points and take part in air traffic. This object is achieved with a vehicle having all the features of claim 1. Advantageous designs are part of the dependent claims. In detail, the invention has the following advantageous properties for the following tasks:

• - Specification of an airworthy and roadworthy vehicle that can switch from the road to flight mode,
• - Specification of a vehicle whose dimensions can be brought into line with the specifications of StVZO § 32,
• - Specification of a vehicle that can meet the approval requirements of the Federal Aviation Authority,
• - Specification of two counter-rotating rotor modules with rotary blade kinematics for the rotor blades of the rotor module,
• - specification of a rotation axis formed by the longitudinal, transverse or vertical axis for the two rotor modules of the vehicle,
• - specification of two motor generators arranged concentrically and coaxially to the axis of rotation of the rotor modules,
• - specification of longitudinal beams with longitudinal sections for the accommodation of actuators for the pitch adjustment of the rotor blades,
• - Specification of a plurality of longitudinal sections of the rotor blade, each having at least one actuator for each axis of rotation,
• - Specification of an electromagnetic, electro-pneumatic, electro-hydraulic adjusting device for each longitudinal section of a single rotor blade,
• - specification of a bow or bow-shaped longitudinal member,
• - Specification of rotary wing kinematics for rotor modules that rotate around the vertical axis of the vehicle,
• - Specification of rotary wing kinematics for changing the suction side of the asymmetric wing profile twice in one revolution of the rotor blade,
• - Specification of rotary wing kinematics for a helicopter,
• - indication of hub-integrated parachutes for emergencies,
• - Specification of a high-voltage battery as a movable ballast to stabilize the vehicle.

The rotary wing kinematics of the rotor module of a vehicle

The airborne and roadworthy vehicle with a longitudinal, a transverse and a vertical axis for an airframe and for a landing gear has rotary wing kinematics for two rotor modules that each extend over a length or over a height. The rotor modules each rotate in opposite directions on separate orbits with different radii around an axis of rotation formed by the longitudinal, transverse or vertical axis and each have at least two rotor blades. Two motor generators arranged concentrically and coaxially to the axis of rotation drive the rotor modules. The rotor blades are subdivided into a plurality of longitudinal sections of an inherently rigid longitudinal beam. The longitudinal member is designed to accommodate a plurality of actuators for pitch adjustment of the individual longitudinal sections of the rotor blade. The rotor blades have a variable asymmetric airfoil with a chord extending between a nose and a trailing edge. In one revolution of the rotor module, the rotor blade can be adjusted by means of the actuators in such a way that in at least one longitudinal section of the length or the height of the rotor module, the suction side and the pressure side of the asymmetrical wing profile at a diameter with turning points are twice the orientation from the outside to the inside of the orbit changes. In this case, the variable wing profile in a transitional position at the turning points temporarily has a symmetrical wing profile aligned with its chord tangentially to the orbits. The position of the diameter with the turning points can be adjusted transversely to the direction of travel of the vehicle so that in both halves of the orbits of the two rotor modules, a thrust force acting in the direction of travel of the vehicle can be derived from the lift force aerodynamically generated by the asymmetrical wing profile. As an aircraft, the vehicle suitable for air and road traffic corresponds to a rotary-wing vehicle that can be designed as a helicopter or as an air taxi for passengers or as a drone, e.g and lighting system so that the vehicle can take part in road traffic as a taxi or as a delivery vehicle and can take off from a parking position.

The rotary wing kinematics of the rotor modules

In a first advantageous embodiment variant, a two-part rotor blade has a front blade segment designed as a longitudinal beam. At the rear end of the front blade segment designed as a longitudinal beam, a rear blade segment is articulated with a rear axis of rotation. At the diameter with the turning points, the symmetrical wing profile changes by turning the rear blade segment in or out with opposite directions of rotation by up to 6 degrees in the windward and leeward revolution to an asymmetrical wing profile, with the chord in both halves of the diameter with the turning points split orbit has a positive angle of attack of 3.5 degrees to tangents of the orbits. In a second advantageous embodiment variant, the rotor blades of the rotor module are designed in three parts, with a front blade segment rotatable about a front axis of rotation with the nose and a rear blade segment rotatable about a rear axis of rotation with the trailing edge attached to a central blade segment designed as a longitudinal support of the variable rotor blade are hinged. In In one revolution of the rotor blade, the variable asymmetric airfoil at the diameter with the inflection points twice changes the orientation of the suction and pressure sides from the outside of the orbit to the inside of the orbit, so that the variable asymmetric airfoil in a transition position becomes a symmetric airfoil with a tangent to the orbit aligned profile chord, which has an asymmetrical wing profile with a suction side oriented in the same direction in both halves of the orbit by simultaneous turning in or out of the front and the rear blade segment, each with opposite directions of rotation by up to 6 degrees in the windward and leeward rotation corresponding to a Clark-YM-15 airfoil chordally inclined at a positive angle of attack of 2 degrees from a tangent to the orbit. The longitudinal beam is connected at both ends to a hub of the airframe and the landing gear and is designed in the shape of a bow or arc. In the two preceding design variants for the rotor blade of the rotor module, the longitudinal beam is subdivided into a plurality of longitudinal sections which are straight in themselves, for accommodating at least one actuator per longitudinal section. With a bow-shaped or arc-shaped longitudinal member, the individual longitudinal sections of the rotor blade form a polygonal wing chain with differently inclined axes of rotation for the rotatable blade segments, so that the front and rear blade segments can be rotated in and out individually in each longitudinal section of the wing chain. Hairline joints between the wing segments enable laminar flow around the asymmetrical wing profile. A closed surface of the kinematic rotor blade is produced with an elastic sleeve or with elastic washers between the individual straight longitudinal sections of the vane chain. In a further advantageous embodiment variant of the rotating blade kinematics, the actuators, including the energy stores and servomotors, are fully integrated into internal pockets of the two- or three-part rotor blades, with the pockets being connected to one another by at least one hollow profile arranged coaxially and concentrically to the at least one axis of rotation of the rotor blade. The actuators of the three-part rotor blade are arranged in pairs and actuate cylindrical carriages, which are linearly guided on their insides on hollow profiles arranged coaxially and concentrically to the axes of rotation and engage on their outsides in threaded sections of the front and rear blade segments. The actuators are driven electromagnetically, hydraulically, pneumatically or mechanically, so that the carriages rotate the front and rear blade segments in and out with a linear translational movement with respect to the inherently rigid central blade segment formed by the longitudinal beam and a slight pitch of the threaded sections on the blade side a ratio of 1 to 10 for the force of the actuators. The actuators can be designed, for example, as pneumatic muscles or as synchronous linear motors. A linear motor is formed in that the hollow profile in the relevant longitudinal section of the rotor blade carries a plurality of exciter windings which are arranged radially with respect to the axes of rotation and which, together with annular permanent magnets of the carriage, form a three-phase, synchronous linear motor. This means that the front and rear blade segments can be adjusted precisely and the adjustment angle can be maintained without additional effort. In a simplified embodiment variant, the actuator is designed as a switchable electromagnet, with the hollow profile having an exciter winding arranged coaxially and concentrically to the axes of rotation for the induction of an iron sleeve of the carriage. In a further advantageous embodiment of the actuator, two opposing electromagnets with excitation windings are arranged in a front and a rear pocket of the central blade segment, which actuate ferromagnetic adjusting levers of the front and rear blade segment on the two axes of rotation. The media channel formed by the hollow profile extends between the two ends of the rotor blade. In the case of the two-part rotor blade, the slides of the actuators are arranged in pockets in the front blade segment, so that only the rear blade segment is rotated about the rear axis of rotation. The rotary wing kinematics enable a freely selectable position of the diameter with the turning points for the asymmetrical wing profiles within an adjustment range specified by an adjustment angle in each longitudinal section of the rotor blade, so that the thrust force distribution can be controlled individually and a pilot or remote control can control the electromechanical, electromagnetic, electropneumatic or electrohydraulic drive that controls the actuators. The suction side of the variable wing profile can be aligned in the respective direction of travel of the aircraft. The diameter with the turning points is aligned transversely to the respective direction of travel by a pilot or by a remote control.

The axis of rotation for the rotary wing kinematics

In a particularly advantageous embodiment of the invention, the vertical axis forms the axis of rotation for the rotor modules of the vehicle. In this case, bow-shaped longitudinal supports for the rotor blades are divided in height into an upper, a middle and a lower longitudinal section. In the upper and lower In the longitudinal section, the diameters are aligned with the turning points along the direction of travel, so that the control of the rotor blade kinematics distributes the lift forces caused by the asymmetrical wing profiles of the rotor blades evenly in the left and right halves of the orbits, while in the central longitudinal section of the bow-shaped rotor blades, the diameters with the turning points can be oriented transversely to the direction of travel by means of the rotary wing kinematics, so that the suction sides of the asymmetrical wing profiles generate a thrust directed in the respective direction of travel in both halves of the orbits. To maintain a specific standing position during flight operations, the rotary wing kinematics can be programmed in such a way that the rotor blades generate balancing thrust forces in the central longitudinal sections that counteract crosswinds, turbulence and other external forces and enable the rotorcraft to maintain its standing position exactly. As a result, the vehicle is very agile in flight, can maintain its flight position very precisely when stationary and, for example, change the flight direction very quickly within a radius of 360 degrees in any direction using a joystick control. In a particularly advantageous embodiment variant, the rotor modules rotate about the longitudinal axis when the vehicle is in flight, while the wheels rotate about the transverse axis when the vehicle is in motion. When the vehicle is in flight, the torque generated by the motor generators is transmitted by means of clutches and gears to wheel propellers rotating in opposite directions and to the two rotor modules, so that the wheel propellers generate thrust in the direction of travel and the rotor modules generate lift. When driving, on the other hand, the wheel propellers serve as a chassis and rotate around the transverse axis of the vehicle. In this case, the seats for the passengers are rotated 90 degrees so that the passengers are seated in the direction of travel.

Different shapes for the hull of the vehicle

The fuselage is designed either as a body of revolution around the longitudinal, transverse or vertical axis of the vehicle and is designed as a sphere in a preferred embodiment variant. Alternatively, the body can be designed as a standing or lying ellipsoid, ovoid or as a freely formed body of revolution. Body shapes that have streamlined bodies shaped according to aerodynamic and functional aspects are also possible within the scope of the invention.

The driving operation of the vehicle

The chassis of the vehicle is separated from the engine generators by clutches and gears with freewheel and has either two wheels rotating around the axis of rotation of the rotor modules or a separate chassis with four pneumatic tires articulated on skids. The vehicle can be designed as an air taxi, in which the fuselage forms a cabin in which the passengers sit on armchairs to the left and right of the longitudinal axis aligned in the direction of travel. The accumulators for driving the vehicle are arranged in a housing inside the fuselage and below a floor of the cabin form a movable ballast for trimming the vehicle during flight and driving. In a four-wheel vehicle, the accumulators are integrated into skids of the airframe. Two motor generators, each with a stator and a rotor, are provided to drive the vehicle. The motor generators generate a torque that is transmitted by means of a clutch and a gearbox either to the counter-rotating rotor modules or to the wheels of the chassis.

The vehicle's engine generators

The motor generators of the vehicle are designed either as induction machines or as permanently excited synchronous machines, each with a stator and a rotor, and drive either the airframe or the landing gear. The chassis either has two wheels rotating around the axis of rotation of the rotor modules or a separate chassis with four pneumatic wheels. A calculated output of at least 25 kW for each of the two engine generators is necessary so that the 1.5 to 2 t vehicle can take off and fly. The motor generators work as a motor during climb and straight flight to generate lift and propulsion, while they switch from motor to generator mode when braking the vehicle during flight and when descending in flight to charge the accumulators. If the motor generators fail, the gearbox is in a free-wheeling position to prevent the vehicle from free-fall due to auto-rotation of the rotor modules. The rotor modules are separated from the gearbox and from the motor generator by means of the clutch, with the power supply for the rotary vane kinematics being maintained by the accumulators. To prevent the vehicle from falling, parachutes are integrated into the hubs, which are automatically deployed in the event of an accident.

Further advantageous properties of the invention emerge from the figures.

• 1 ein Fahrzeug im Flugbetrieb mit zwei um die Querachse rotierenden Rotormodulen mit geraden Rotorblättern in der Übersichtsisometrie und in Detailschnitten der dreiteiligen Rotorblätter,
• 2 das Fahrzeug nach 1 im Fahrbetrieb in der isometrischen Übersicht,
• 3 das Fahrzeug nach 1-2 in der Frontalansicht des Fahrbetriebs,
• 4 das Fahrzeug nach 1-3 im Fahrbetrieb in der Seitenansicht des Fahrbetriebs,
• 5 das Fahrzeug nach 1-4 mit Darstellung der von den Rotormodulen aerodynamisch bewirkten Kräfte im Steigflug in einem schematischen Querschnitt,
• 6 das Fahrzeug nach 1-5 mit Darstellung der von den Rotormodulen aerodynamisch bewirkten Kräfte im Geradeausflug in einem schematischen Querschnitt,
• 7 das Fahrzeug nach 1-6 mit Darstellung der von den Rotormodulen aerodynamisch bewirkten Kräfte im Rückwärtsflug in einem schematischen Querschnitt,
• 8 ein zweiteiliges Rotorblatt mit einer Drehachse in der hinteren Hälfte oben als symmetrisches Flügelprofil, in der Mitte und unten jeweils als asymmetrisches Flügelprofil im schematischen Querschnitt,
• 9 das zweiteilige Rotorblatt nach 8 mit integrierten Aktoren, oben als symmetrisches Flügelprofil, in der Mitte und unten jeweils als asymmetrisches Flügelprofil, jeweils in einer Ausschnittisometrie,
• 10 ein zweiteiliges Rotorblatt mit einer Drehachse in der vorderen Hälfte, oben mit einem symmetrischen Flügelprofil, in der Mitte und unten jeweils mit einem asymmetrischen Flügelprofil im schematischen Querschnitt,
• 11 das zweiteilige Rotorblatt nach 10 mit blattintegrierten Aktoren, oben mit einem symmetrischen Flügelprofil, in der Mitte und unten mit einem asymmetrischen Flügelprofil, jeweils in einer Ausschnittisometrie,
• 12 ein dreiteiliges Rotorblatt, oben mit einem symmetrischen Flügelprofil, in der Mitte und unten mit einem asymmetrischen Flügelprofil, jeweils im schematischen Querschnitt,
• 13 das dreiteilige Rotorblatt nach 12, oben als symmetrisches Flügelprofil und unten als asymmetrisches Flügelprofil mit Darstellung der integrierten Aktoren in einer Ausschnitts-Isometrie,
• 14 das dreiteilige Rotorblatt nach 12-13, oben als symmetrisches Flügelprofil und unten als asymmetrisches Flügelprofil mit gegenüber 13 getauschten Saug- und Druckseiten in einer Ausschnitts-Isometrie,
• 15 ein dreiteiliges Rotorblatt, oben mit einem symmetrischen Flügelprofil, in der Mitte und unten mit einem asymmetrischen Flügelprofil, jeweils im schematischen Querschnitt,
• 16 ein Fahrzeug mit vier Rädern im Flugbetrieb mit zwei um die Querachse rotierenden Rotormodulen mit bogenförmigen Rotorblättern in der Übersichtsisometrie und in Detailschnitten der dreiteiligen Rotorblätter,
• 17 das Fahrzeug mit vier Rädern nach 10 im Fahrbetrieb in der isometrischen Übersicht,
• 18 ein Fahrzeug mit vier Rädern und mit gerade ausgebildeten Rotorblättern der beiden Rotormodule im Fahrbetrieb in der isometrischen Übersicht,
• 19 ein Fahrzeug im Flugbetrieb mit zwei um die Querachse rotierenden Rotormodulen mit zweiteiligen Rotorblättern in der Übersichtsisometrie und in Detailschnitten,
• 20 das Fahrzeug nach 19 im Fahrbetrieb in der isometrischen Übersicht,
• 21 ein Fahrzeug im Flugbetrieb mit zwei um die Hochachse rotierenden Rotormodulen mit bügelförmigen Rotorblättern in der Übersichtsisometrie und in Detailschnitten der dreiteiligen Rotorblätter,
• 22 das Fahrzeug nach 21 im Fahrbetrieb in der isometrischen Übersicht,
• 23 das Fahrzeug nach 21-22 mit Stellungen des asymmetrischen Flügelprofils für den Steigflug oben in der schematischen Aufsicht und unten im Detailschnitt,
• 24 das Fahrzeug nach 21-23 mit Stellungen des asymmetrischen Flügelprofils für den Geradeausflug oben in der schematischen Aufsicht und unten im Detailschnitt,
• 25 das Fahrzeug nach 21-24 mit Stellungen des asymmetrischen Flügelprofils in dem mittleren Längsabschnitt der bügelförmigen Rotorblätter in einem schematischen Horizontalschnitt,
• 26 ein Fahrzeug mit Radpropellern im Flugbetrieb, oben in einer perspektivischen Darstellung und unten in der Frontansicht.

Show it:

• 1 a vehicle in flight with two rotor modules rotating about the transverse axis straight rotor blades in the overview isometric and in detailed sections of the three-part rotor blades,
• 2 the vehicle after 1 while driving in the isometric overview,
• 3 the vehicle after 1-2 in the front view of the driving operation,
• 4 the vehicle after 1-3 while driving in the side view of driving,
• 5 the vehicle after 1-4 with a representation of the aerodynamic forces caused by the rotor modules during climb in a schematic cross-section,
• 6 the vehicle after 1-5 with a representation of the aerodynamic forces caused by the rotor modules in straight flight in a schematic cross section,
• 7 the vehicle after 1-6 with representation of the aerodynamic forces caused by the rotor modules in reverse flight in a schematic cross section,
• 8th a two-part rotor blade with an axis of rotation in the rear half as a symmetrical wing profile at the top, in the middle and at the bottom as an asymmetrical wing profile in schematic cross-section,
• 9 the two-piece rotor blade 8th with integrated actuators, at the top as a symmetrical wing profile, in the middle and at the bottom as an asymmetrical wing profile, each in a detail isometry,
• 10 a two-part rotor blade with an axis of rotation in the front half, with a symmetrical airfoil at the top, and an asymmetrical airfoil in the middle and at the bottom, in schematic cross-section,
• 11 the two-piece rotor blade 10 with blade-integrated actuators, above with a symmetrical wing profile, in the middle and below with an asymmetrical wing profile, each in a cutout isometric,
• 12 a three-part rotor blade, with a symmetrical airfoil at the top, an asymmetrical airfoil in the middle and at the bottom, each in schematic cross-section,
• 13 the three-part rotor blade 12 , above as a symmetrical wing profile and below as an asymmetrical wing profile with representation of the integrated actuators in a detail isometric view,
• 14 the three-part rotor blade 12-13 , above as a symmetrical airfoil and below as an asymmetrical airfoil with opposite 13 swapped suction and pressure sides in a detail isometric view,
• 15 a three-part rotor blade, with a symmetrical airfoil at the top, an asymmetrical airfoil in the middle and at the bottom, each in schematic cross-section,
• 16 a vehicle with four wheels in flight with two rotor modules rotating about the transverse axis with curved rotor blades in the overview isometric and in detailed sections of the three-part rotor blades,
• 17 the vehicle with four wheels 10 while driving in the isometric overview,
• 18 an isometric overview of a vehicle with four wheels and with straight rotor blades of the two rotor modules in driving operation,
• 19 a vehicle in flight with two rotor modules rotating about the transverse axis with two-part rotor blades in the overview isometric and in detailed sections,
• 20 the vehicle after 19 while driving in the isometric overview,
• 21 a vehicle in flight with two rotor modules rotating around the vertical axis with bow-shaped rotor blades in the overview isometric and in detailed sections of the three-part rotor blades,
• 22 the vehicle after 21 while driving in the isometric overview,
• 23 the vehicle after 21-22 with positions of the asymmetric wing profile for the climb at the top in the schematic top view and below in the detail section,
• 24 the vehicle after 21-23 with positions of the asymmetrical wing profile for straight flight above in the schematic top view and below in the detail section,
• 25 the vehicle after 21-24 with positions of the asymmetric wing profile in the central longitudinal section of the bow-shaped rotor blades in a schematic horizontal section,
• 26 a vehicle with wheel propellers in flight, above in a perspective view and below in a front view.

1 shows a vehicle 1 in flight. Two rotor modules 2 with radii r2, r3 each rotate in opposite directions T, T' about an axis of rotation t, which is formed by the transverse axis y of the vehicle 1, around a fuselage 100 with a cabin 101 for two passengers, as in FIGS 3-7 shown. The rotor blades A are each designed as a bow-shaped wing chain 203 which is connected to hubs 111 at both ends. A rotor blade A has two longitudinal sections A1, A2 of the longitudinal beam 21 for accommodating at least one actuator 20 on each axis of rotation v1, v2 of the rotor blade A. The body 100 is designed as a sphere 103 with the radius r1. When the vehicle 1 is in flight, the suction side (-) of the asymmetrical wing profiles 201 of the rotor blades A changes at a horizontal diameter of the orbits U,U' for the two rotor modules 2, identified by the turning points P,P', from the outside in the upper half of the Orbits U,U' to the inside in the lower half of the orbits U,U'. The cross section of the asymmetrical wing profiles 201 above and below shows a lift position in which the rotational speed a of the rotor module 2 and the driving speed b of the vehicle 1 determine the resulting flow c of the asymmetrical wing profile 201, as do wind and turbulence as external influences.

A vertically upward thrust force e is derived from the lift force d caused by the asymmetrical wing profiles 201, so that the approximately 1.5 tonne vehicle lifts off the rotor module 2 at approximately 200 revolutions per second. A landing gear 11 formed by two large wheels 112 with pneumatic tires is connected to a hub 111 rotating about the axis of rotation t, the two wheels 112 being stationary during flight operations.

2 shows the vehicle 1 after 1 while driving, the two rotor modules 2 being locked in a position provided for driving. Motor generators 13 for driving the vehicle 1 are provided at both ends of the axis of rotation t, respectively. By means of clutches 130 and gears 131, not shown in detail, the torque generated by the motor generators 13 is transmitted to the road surface via the two independently controllable wheels 112. The vehicle 1 has an autonomous control that prevents tilting about the vertical axis z.

3 shows the driving operation of the vehicle 1 1-2 in a front view. With a maximum width of 2.10 m and a maximum height of 2.70 m, the vehicle 1 can participate in road traffic and take off directly from the asphalt at a suitable point and switch to flight mode.

4 shows the driving operation of the vehicle 1 1-3 in a side view. The accumulators 14 in the housing 140 form a movable ballast body within the fuselage 100 below a floor of the cabin 101 in order to counteract tilting movements of the vehicle 1 which occur when braking and accelerating.

5 shows the climb of the vehicle 1 after 1-4 in a schematic vertical section. One recognizes the rotor modules 2 with radii r2,r3 rotating in opposite directions T,T' on separate orbits U,U'. During climb, the diameter with the turning points P,P' assumes a horizontal position, so that the resulting flow c of the rotor blades A in the orbital positions I-XII of the orbits U,U' with the exception of the orbital positions III,IX for the diameter with the turning points P,P' generates a thrust e derived from the lift force d of the asymmetrical wing profile 201, with which the vehicle 1 can change from standstill to climb. At least one performance of the two is required for this 1 shown motor generators 13 of 25 kW each are required, with the two rotor modules 2 rotating at a speed of 800 revolutions per minute. For the rotary wing kinematics of the airframe 10, this means 26 load changes per second.

6 shows the straight flight of the vehicle 1 after 1-5 in a schematic vertical section. Compared to the vertical section 5 the diameter with the inflection points P,P' assumes an orbital position of the orbits U,U' marked by the numerals IV, X, where from the buoyancy force d in all orbital positions I-XII except for orbital positions IV, X for the diameter IV and X with the turning points P, P' results in a thrust e directed upwards and in the direction of travel D. The adjustment range for the diameter with the turning points P, P' is characterized by the adjustment angle 5. In level flight, the two rotor modules 2 rotate at 800 revolutions per minute around the axis of rotation t.

7 shows the reverse flight of the vehicle 1 1-6 in a schematic vertical section. Opposite the in 6 In the rotary wing kinematics shown, the diameter with the turning points P, P' is in a position identified by the numbers II and IIX, with the lift force d in all rotation positions I-XII with the exception of the turning points P, P' at diameter II and IIX being one after above and in the direction of travel D backwards thrust force e results. Here, too, the adjustment range of the diameter with the turning points P, P' is characterized by the adjustment angle δ.

8th above shows a rotor blade A constructed in two parts, above with a symmetrical wing profile 200, in the middle and below with an asymmetrical wing profile 201 with exchanged suction and print pages. The front blade segment B1 is designed as a longitudinal support 21 of the rotor blade A. In the rear half of the rotor blade A, the rear blade segment B3 is articulated with the axis of rotation v2 to the front blade segment B1. An actuator 20 arranged coaxially and concentrically to the axis of rotation v2 actuates a carriage 207 inside the rotor blade A 9 is shown in more detail.

9 12 shows an actuator 20 for blade adjustment, which is designed as a pneumatic muscle 204 which is arranged coaxially and concentrically to the axis of rotation v2 of the rear blade segment B3 and actuates the carriage 207. At least one adjustment device of this type can be arranged in each longitudinal section A1-An of the rotor blade A.

10 shows a two-part rotor blade A, at the top as a symmetrical wing profile 200, in the middle and at the bottom as an asymmetrical wing profile 201, in which the front and rear blade segments B1, B3 are rotatably articulated on a longitudinal beam 21 formed by a round hollow profile, so that the longitudinal center axis of the Longitudinal member 21 forms the axis of rotation v1 of the rotor blade A. For blade adjustment, the front and rear blade segments B1, B3 are rotated outwards or inwards by a maximum of 6 to 7 degrees around the axis of rotation v1 in relation to the orbit U in a rotary movement with opposite directions of rotation T, T'. While the symmetrical airfoil 200 is oriented tangentially to the orbit U, the twisting of the leading and trailing blade segments B1, B3 causes a positive angle of attack α of about 2 degrees relative to a tangent to the orbit U.

11 shows the adjusting device of the two-piece rotor blade A 10 with representation of an actuator 20 arranged concentrically and coaxially to the axis of rotation v1, which is formed by a pneumatic muscle 204. The pneumatic muscle 204, which is arranged coaxially and concentrically to the axis of rotation v1, pushes the carriage 207 back and forth on the hollow profile 205 at a frequency of 20-30 Hz, so that oppositely oriented threaded sections of the carriage 207 on the front and rear blade segment B3 are rotated about 20 times cause a rotary movement with opposite direction of rotation T,T' per second. The chord p of the asymmetrical wing profile 201 has a positive angle of attack α of 2 to 3 degrees in relation to the tangent to the orbit U.

12 shows a three-part rotor blade A with the blade segments B1-B3, at the top as a symmetrical wing profile 200, in the middle and at the bottom as an asymmetrical wing profile 201, in which a front blade segment B1 with the nose and with an axis of rotation v1 and a rear blade segment B3 is articulated with the rear edge and with the axis of rotation v2. The middle blade segment B2 is designed as a longitudinal support 21 of the rotor blade A. By rotating the front blade segment B1 and the rear blade segment B3 in opposite directions by a maximum of 7 degrees in each case, the asymmetric rotor blade A1 has a positive angle of attack α of 2.5 degrees compared to the tangent of the orbit U. The profile chord p of the symmetrical wing profile 200 is tangential to the orbit U aligned. The respective opposite direction of rotation T, T' of the front and rear blade segments B1, B2 causes a change of the suction side (-) and the pressure side (+) from the outside to the inside of the orbit U and vice versa.

13 shows a longitudinal section A1-An of the three-part rotor blade A, above with the symmetrical airfoil 200 of the transition position, which the rotor blade A temporarily has when the suction side (-), as in FIG 5-7 shown, where the diameter changes from the outside to the inside of the orbit U with the inflection points P,P'. The lift-generating asymmetric airfoil 201 of rotor blade A is shown below. The actuators 20 integrated into the rotor blade A are formed by twelve pneumatic muscles 208, with six pneumatic muscles 208 each acting on the end faces of the carriage 207. The pneumatic muscles 208 are each arranged parallel to the axes of rotation v1, v2 of the three-part rotor blade A. The carriages 207 are each linearly guided on their inner side on the hollow profiles 205, while on their outer sides they engage in threads of the front and rear blade segments B1, B3 in such a way that the linear translational movement of the carriage 207 on the hollow profiles 205 enables entry and exit Turning out of the front and the rear blade segment B1, B2 is effected in opposite directions of rotation T, T' compared to the invariant middle blade segment B3. The slight incline of the blade-side thread enables a translation of 1 to 10 for six pneumatic muscles 204 each acting on the two end faces of the carriage 207. Pivot bearings 206 on the hollow profiles 205 enable the rotary movement of the blade segments B1, B3. The hollow profiles 205, which are arranged concentrically and coaxially to the axes of rotation v1, v2, serve as media ducts for the power supply of the pneumatic muscles 204. The exhaust air from the pneumatic muscles 204 is routed in the area of the thread, so that an air bearing of the blade segments B1, B3 on the carriage 207 is made possible .

14 shows an electromagnetic actuator 20 as an example for a longitudinal section A1-An of the rotor blade A, at the top in the figure initial position with the symmetrical wing profile 200. The hollow profiles 205 are each arranged concentrically and coaxially to the axes of rotation v1,v2 for the front blade segment B1 and the rear blade segment B3 and serve as cable ducts for the power supply of the two electromagnetic actuators 20. In the simple shown above Execution carries an iron sleeve of the hollow profile 205 an excitation winding 208 for the induction of an iron sleeve of the carriage 207. By reversing the polarity of the electromagnetic actuator 20, the carriage 207 performs an oscillating movement with a frequency of 20-30 Hz on the hollow profile 205. The threads of the actuators 20 engaging in the threaded sections of the front and rear blade segments B1, B3 bring about a rotational movement with opposite directions of rotation T, T' on the front and rear blade segments B1, B3, which are each articulated to the middle blade segment B2 by means of pivot bearings 206 . Air bearings between the hollow profile 205 and the carriage 207 and between the carriage 207 and the blade segments B1, B3 are supplied with compressed air through the hollow profile 205. In this exemplary embodiment, the electromagnetically induced field is aligned parallel to the axes of rotation v1, v2, while the actuator 20, bottom, has a linear motor in which a large number of excitation windings 208 of the stator are each radial to the axes of rotation v1, v2 of the blade segments B1, B3 are aligned, wherein the carriage 207 arranged concentrically and coaxially to the hollow profile 205 has a multiplicity of ring-shaped permanent magnets 209 . The linear motor allows the carriage 207 to be positioned exactly, so that the adjustment angle δ for the blade segments B1, B3 can be set and varied very precisely. The adjustment device is designed to withstand considerable aerodynamically caused suction forces and centrifugal forces, with the wing segments B1, B3 being individually adjustable and lockable.

15 shows a three-part rotor blade A with the blade segments B1-B3, at the top as a symmetrical wing profile 200, in the middle and at the bottom as an asymmetrical wing profile 201, with an electromagnetic actuator 20. The longitudinal beam 21 designed as a middle blade segment B2 has at its front and rear end one pocket each for accommodating a ferromagnetic actuating lever L of the front leaf segment B1 and the rear leaf segment B3, which is actuated by switching on and off opposing excitation windings 208 of the electromagnets. The front and rear blade segments B1, B3 rotate in opposite directions T, T' by a maximum of 7 degrees compared to the turning points P, P' 5-7 chord p of the symmetrical airfoil 200 oriented tangentially to the orbit U, so that the chord p of the asymmetrical airfoil 201 has a positive angle of attack α of 2 degrees relative to a tangent to the orbit U.

16 shows a vehicle 1 in the flight phase. Two rotor modules 2 with radii r2,r3 each rotate in opposite directions T,T' about an axis of rotation t formed by the transverse axis y around a fuselage 100 formed by a sphere 103 with radius r1 with a cabin 101 for two passengers, as in the 3-7 shown. In this exemplary embodiment, the longitudinal members 21 form a bow-shaped wing chain 203 for eight longitudinal sections A1-A8 of the rotor blades A. Each of the eight longitudinal sections A1-A8 of the rotor blade A has, as shown in FIG 12-14 shown, at least one actuator 20 for blade adjustment on the axes of rotation v1, v2, so that the blade segments B1, B3 on the leading edge and trailing edge of the eight longitudinal sections A1-A8 of the rotor blade A can each be controlled individually. An elastic skin or elastic disks between the longitudinal sections A1-A8 form a closed surface of the rotor blades A. When the vehicle 1 is in flight, the suction sides (-) and the pressure sides (-) of the asymmetrical wing profiles 201 of the rotor blades A alternate at the point marked by the turning points P 'P' for both rotor modules 2 in the upper halves respectively from the insides to the outsides of the orbits U,U' and in the lower halves from the outsides to the insides to the orbits U,U'. The detailed sections of the asymmetrical wing profiles 201 above and below each show a lift position in which, as in 5 shown, the rotational speed a and the driving speed b determine the resulting inflow c of the asymmetrical airfoil 201 . A vertically upward thrust force e is derived from the lift force d caused by the asymmetrical wing profile 201, so that the approximately 1.5 tonne vehicle lifts off at approximately 800 revolutions of the rotor modules 2 per minute. The chassis 11 consists of two runners to which four pneumatic wheels 112 are articulated. The runners form the housing 140 for the accumulators 14.

17 shows the vehicle 1 after 16 while driving, the two rotor modules 2 being locked in a position provided for driving. Motor generators 13 are provided at both ends of the rotation axis t, respectively. The vehicle 1 is driven by drive motors which are integrated into the rims of the four wheels 112 and into the skids. The steering takes place via joints of the chassis 11 that are not shown in more detail.

18 shows a variant of the vehicle 10-11 , in which the rotor modules 2 each have bow-shaped longitudinal beams 21 with two straight longitudinal sections A1, A2 of the rotor blades A, which are individually adjustable.

19 shows a vehicle 1 in the flight phase. Two rotor modules 2 with radii r2, r3 each rotate in opposite directions T, T' about an axis of rotation t, which is formed by the transverse axis y of vehicle 1, around a fuselage 100 with a cabin 101 for two passengers, as in FIGS 3-7 shown. The fuselage 100 is formed as a rotating body 102 tapered toward left and right hubs 111 . A total of six arcuate rotor blades A are connected directly to the hub 111 and form a parabolic blade chain 203 which is divided into twenty longitudinal sections A1-A20. The longitudinal sections A1-A20 of the two-part rotor blades A are straight and each, as in 8-9 shown, equipped with an actuator 20 arranged concentrically and coaxially to the axes of rotation v1, v2 for adjusting the rear blade segment B3. A left and a right motor generator 13 drives both the airframe 10 and the landing gear 11, a clutch 130 and a gearbox 131 also being arranged on the transverse axis y. The battery cells 14 for the motor generators 13 form, as in 4 shown, a movable ballast body within the hull 100 and below a floor of the cabin 101.

20 shows the vehicle 19 while driving, the two rotor modules 2 being locked in a position provided for driving. Motor generators 13 are provided at both ends of the axis of rotation t formed by the transverse axis y. By means of a clutch 130 and a gear 131, the torque generated by the motor generators 13 is transmitted via the two wheels 112, which are controlled independently of one another, to a roadway (not shown in detail). The vehicle 1 has an autonomous control that prevents tilting about the vertical axis z.

21 shows a vehicle 1 with a particularly advantageous rotary wing kinematics in the flight phase. Two rotor modules 2 with radii r2, r3 each rotate in opposite directions T, T' about an axis of rotation t, which is formed by the vertical axis z, around a fuselage 100 with a cabin 101 for two passengers, as in FIGS 3-7 shown. The fuselage 100 is designed as a rotating body 102 and has a hub 111 for the counter-rotating rotor modules 2 at its upper and lower apex. The longitudinal beams 21 of the rotor blades A are bow-shaped and are divided into three longitudinal sections A1-A3 according to the height h. While the longitudinal sections A2, A3, as shown on the upper and lower edge of the blade, generate lift d with the asymmetrical wing profile 201, the central longitudinal sections A2 of the rotor blades A produce a thrust e that can be aligned in the direction of travel. In order to maintain a certain standing position during flight operations, the rotary wing kinematics for the rotor blades A in the middle longitudinal sections A2 can be switched to standby mode, for which the symmetrical wing profile is used, so that the thrust forces e in both halves of the orbits U, U' are mutual eliminate and in crosswinds, turbulence and other external forces, thrust forces e are activated as targeted counteracting forces, which enable the vehicle 1 to maintain the respective flight position exactly.

22 shows the vehicle 1 after 21 when driving, the two rotor modules 2 being locked at the rear of the vehicle 1 in a position provided for driving. Four pneumatic wheels 112 with motor generators (not shown) that are integrated into the rims and runners of the chassis 11 are provided for driving the vehicle 1 . The vehicle 1 is entered from the side via the runners designed as steps.

23 shows schematically the rotation of a rotor blade A in the in 21 described longitudinal sections A1, A3 of the rotor blade A, above in the overview and below in detailed sections of the asymmetrical wing profile 201 for the left and right half of the orbit U. During climb, the sum of the lift forces d is the same in both halves of the orbit U, so that in the longitudinal sections A1, A3 of the rotor blade A no adjustment of the blade segments B1, B3 is required.

24 shows schematically the rotation of the rotor blade A in the longitudinal section A2 of the vehicle 1 21 above in an overview and below in detailed sections of the rotor blade 20. When the vehicle 1 is flying straight ahead, the resulting flow c is composed of the rotational speed a and the driving speed b, so that with regard to the direction of travel D in the left and right half of the orbit U on the rotor blades A different buoyancy forces d result. The lift forces d caused in both halves of the orbit U are compensated by a corresponding blade adjustment of the front and rear blade segments B1, B3 in relation to the middle, invariant blade segment B2, so that the vehicle assumes a stable flight attitude. In the longitudinal section A2 of the rotor blade, as in 24 shown, a blade adjustment provided, in which, according to claim 1 of the invention, the thrust e can be aligned in the direction of travel d, with the adjustment angle δ being 360 degrees in this exemplary embodiment, so that the vehicle 1 can be steered effortlessly in any direction of travel D. This is particularly advantageous for a precise landing approach and also for maintaining a specific flight position, for example in cross winds.

25 shows the straight flight of the vehicle 1 after 21-24 in a schematic horizontal section. The rotor modules 2 with the radii r2, r3 rotating in opposite directions of rotation T, T' on separate orbits U, U' are shown in the horizontal section of the longitudinal section A2 of the rotor blades A. The diameter with the turning points P, P′ can assume any desired circumferential position I-XII in the longitudinal section A2, so that the adjustment angle 5 is 360 degrees in this case. While the rotor blades A provide the necessary lift force d in the longitudinal sections A1, A3, the longitudinal section A2 serves to generate a thrust force e, which can be steered in any direction within a radius of 360 degrees. In stationary flight, when there is no wind, the rotating blade kinematics in the longitudinal sections A2 of the rotor blades A are switched off, so that the thrust forces e caused by the asymmetrical blade profiles 201 cancel each other out. The vehicle 1 can be controlled very well by means of the rotary wing kinematics and can, for example, maintain a flight position very precisely, which is of particular advantage for takeoff and landing. Unspecified swivel chairs inside the cabin 101 allow the pilot and a passenger to steer their line of sight in the respective direction of travel D. For the flight operation of the vehicle 1, a performance of the two in 20 , 21 shown motor generators 13 of at least 25 kW are required, the two rotor modules 2 rotate at a speed of 800 revolutions per minute. For the rotary vane kinematics, this means about 26 load changes per second.

26 above and below shows a vehicle 1 in the flight phase. In contrast to the in 1 In the exemplary embodiment shown, the airframe 10 and the landing gear 11 form a complete functional unit, with the two wheels 112 each being designed as wheel propellers 113 . When the vehicle 1 is in flight, the wheel propellers 113 rotate in opposite directions of rotation T, T′ about the axis of rotation t. When driving the vehicle 1, the unspecified armchairs, e.g. for a pilot and an attendant, as in 3 shown, aligned in the direction of travel D, with the two rotor modules 2 also rotating in opposite directions T, T' about the y-axis. During flight operations, on the other hand, the rotatable seats enable the passengers to look in the direction of flight, with both the two wheel propellers 113 and the two rotor modules 2 each rotating in opposite directions T, T' around the longitudinal axis of the vehicle 1 formed by the x-axis. While the two rotor modules 2 provide the lift force d required for flight, the two wheel propellers 113 generate the thrust e in the direction of travel D. It is particularly advantageous that the travel speed b has no negative influence on the lift force d generated by the rotor modules 2. Changing the seating position is over 25 below, which shows the vehicle 1 in a front view.

reference list

1

vehicle

t

axis of rotation

x

longitudinal axis

y

transverse axis

e.g

vertical axis

U,U'

orbit

P,P'

turning points

(-),(+)

suction side, pressure side

I-XII

circulation positions

D

driving direction

T,T'

direction of rotation

L

lever

10

airframe

100

hull

101

cabin

102

body of revolution

103

Bullet

11

landing gear

110

chassis

111

hub

112

wheel

113

wheel propeller

12

rotary wing kinematics

13

engine generator

130

coupling

131

transmission

13

engine generator

14

battery pack

140

Housing

2

rotor module

A

rotor blade

A1-An

longitudinal section

B1-B3

leaf segment

20

actuator

200

Symmetrical wing profile

201

Asymmetrical wing profile

202

hair joint

203

wing chain

204

pneumatic muscle

205

hollow profile

206

pivot bearing

207

Sleds

208

excitation winding

209

permanent magnet

21

side members

δ

adjustment angle

a

Positive angle of attack

a

rotational speed

b

driving speed

c

Resulting flow

i.e

buoyancy

e

thrust, reverse thrust

f

Tangential driving force

g, h

length, height

p

chord

q

profile thickness

r1-r3

radius

v1,v2

axis of rotation

Claims (11)

Airplane and road traffic vehicle (1) with a longitudinal, a transverse and a vertical axis (x,y,z) for an airframe (10) and for a chassis (11) and with rotary wing kinematics for two over a length ( g) or rotor modules (2) extending over a height (h), rotating in opposite directions (T,T') on separate orbits (U,U') with radii (r2,r3) for at least two rotor blades (A) each an axis of rotation (t) formed by one of the axes (x,y,z), which is formed by the longitudinal, transverse or vertical axis (x,y,z) of the vehicle (1) in order to rotate a fuselage (100 ), wherein the body (100) is designed either as a body of revolution (102) about one of the axes (x,y,z) and a sphere (103) with the radius (r1), an ellipsoid, an ovoid or a free-form one body of revolution (102), or in which the fuselage (100) has a streamlined body shaped according to aerodynamic and functional aspects, with a cabin (101) for two passengers te, rotate and are driven by two motor generators (13) arranged concentrically and coaxially to the axis of rotation (t), which rotor blades (A) have an inherently rigid longitudinal beam (21) with longitudinal sections (A1-An) for accommodating a plurality of actuators (20) and have a variable, asymmetrical wing profile (201) with a profile chord (p) extending between a nose and a trailing edge, characterized in that the rotor blade (A) rotates in one revolution of the rotor module (2) by means of the actuators ( 20) is adjustable in such a way that in at least one longitudinal section (A1-An) of the length (g) or the height (h) of the rotor module (2), the suction side (-) and the pressure side (+) of the asymmetrical wing profile (201) an adjustable diameter with turning points (P,P') twice changing the orientation from the outside to the inside of the respective orbit (U,U') and the variable, asymmetrical airfoil (201) at the turning points (P,P') in one transfer ng position temporarily has a symmetrical airfoil (200) aligned with its chord (p) tangential to the orbit (U,U'), the position of the diameter with the turning points (P,P') transverse to the direction of travel (D) of the vehicle (1) can be adjusted in such a way that in both halves of the respective orbit (U,U') of the two rotor modules (2) from the lift force (d) aerodynamically generated by the asymmetric wing profile (201) in the direction of travel (D) of the vehicle ( 1) acting shear force (e) can be derived. Airworthy and roadworthy vehicle (1) according to claim 1 , in which the rotor blade (A) of the rotor module (2) is divided in two and has a front blade segment (B1) designed as a longitudinal support (21) of the rotor blade (A), to which front blade segment (B1) a rear blade segment ( B3) is articulated with the axis of rotation (v2), wherein the symmetrical wing profile (200) at the diameter with the turning points (P, P') by turning the rear blade segment (B3) in or out, in each case with opposite directions of rotation (T, T' ) has an asymmetrical wing profile (201) by up to 6 degrees in the windward and leeward rotation, in which the profile chord (p) in both halves of the orbits (U,U') divided by the diameter with the turning points (P,P') ) has a positive angle of attack (α) of 3.5 degrees relative to a tangent to the orbits (U,U'). Vehicle (1) suitable for air travel and road traffic according to one of the preceding claims, in which the rotor blade (A) is constructed in three parts and is attached to a central longitudinal beam (21). formed blade segment (B2), a front blade segment (B1) rotatable about the axis of rotation (v1) with the nose and a rear blade segment (B3) rotatable about the axis of rotation (v2) are articulated with the trailing edge, the symmetrical wing profile (200) on the diameter with the turning points (P,P') by simultaneously rotating the front and rear blade segments (B1,B3) in or out in opposite directions (T,T') by up to 6 degrees in the windward and leeward rotation has an asymmetrical airfoil (201) which corresponds to a Clark YM-15 profile and whose chord (p) is inclined at a positive angle of incidence (α) of 2 degrees with respect to a tangent to the orbits (U,U'). Vehicle (1) suitable for air traffic and road traffic according to one of the preceding claims, in which the longitudinal member (21) is connected at both ends to a hub (111) of the airframe (10) and the landing gear (11) and is bow-shaped or arc-shaped and each has a plurality of inherently straight longitudinal sections (A1-An) each for receiving at least one actuator (20), wherein the individual longitudinal sections (A1-An) have a polygonal wing chain (203) each with differently inclined axes of rotation (v1, v2) for the rotatable blade segments (B1, B3) of the rotor blades (1), so that the rotary blade kinematics in each individual longitudinal section (A1-An) of the polygonal blade chain (203) allow the front and rear blade segments (B1, B3) allows and hairline joints (202) between the leaf segments (B1-B3) and elastic washers between the individual straight longitudinal sections (A1-An) of the leaf chain (203), or an elastis che shell of the rotor blade (1) allow the laminar flow around the asymmetric wing profile (201). Vehicle (1) suitable for air and road traffic according to one of the preceding claims, in which the actuators (20), including the energy storage and servomotors, are completely integrated into internal pockets of the longitudinal member (21) of the two- or three-part rotor blades (A) and the actuators (20) of the three-part rotor blade (A) actuate cylindrical slides (207), which are linearly guided on their inner sides on hollow profiles (205) arranged coaxially and concentrically to the axes of rotation (v1, v2) and on their outer sides in threaded sections of the front and of the rear blade segment (B1,B3) and the actuators (20) rotate the front and rear blade segments (B1,B2) in and out with an electromagnetically, hydraulically, pneumatically or mechanically driven linear translational movement of the carriage (207) with respect to the from the longitudinal member (21) cause formed invariant middle sheet segment (B2), with a low rise ung of the blade-side thread sections enables a translation of 1 to 10 for the force of the actuators (20), which can be designed as pneumatic muscles (208) or as linear motors. Vehicle (1) suitable for air and road traffic according to one of the preceding claims, in which the actuators (20) are designed as linear motors and the hollow profile (205) in the relevant longitudinal section (A1-An) of the longitudinal member (21) has a plurality with respect to the axes of rotation (v1,v2) of radially arranged excitation windings (208) which, together with permanent magnets (209) of the carriage (207), form the three-phase linear motor which is designed for precise control of the blade segments (B1,B3) and the adjustment angle (δ). , or that the actuator (20) has a switchable electromagnet with an excitation winding (208) and either actuates adjusting levers (L) arranged transversely to the axes of rotation (v1, v2), or that a coaxial and concentric to the axes of rotation (v1, v2 ) Arranged excitation winding (208) of the hollow profile (205) for the induction of an iron sleeve of the carriage (207) is provided, with a between the two ends of the longitudinal beam (21) for the power supply cornering media channel formed by the hollow profile (205) is provided and in the case of a two-part rotor blade (A) the carriages (207) are arranged in pockets of the front blade segment (B1) designed as a longitudinal support (21) and the rear blade segment (B3 ) is rotated around the axis of rotation (v2). Vehicle (1) suitable for air traffic and road traffic according to one of the preceding claims, in which the rotary wing kinematics in a longitudinal section (A1-An) of the longitudinal member (21) have a freely selectable position of the diameter (P- P') allows the suction sides (-) of the asymmetrical airfoil (201) to be controlled individually and a pilot or remote control to control the electromechanical, electromagnetic, electropneumatic or electrohydraulic drive of the actuators (20). Vehicle (1) suitable for air and road traffic according to one of the preceding claims, in which the vertical axis (z) is designed as the axis of rotation (t) and bow-shaped longitudinal members (21) are divided in height (h) into an upper, a middle and a lower Longitudinal section (A1-A3) are divided, with the diameters being aligned with the turning points (P,P') in the upper and lower longitudinal sections (A1,A3) along the direction of travel (D), so that the rotary vane kinematics of the rotor modules (2) Angle of attack (α) of the asymmetric airfoils (201) controls such that the lift forces (d) in the left and in the right halves of the orbits (U,U') are the same size, with the diameters with the turning points (P,P') in the central longitudinal section (A2) being freely orientable within a radius of 360 degrees transverse to the direction of travel (D). , so that the suction sides (-) of the asymmetrical wing profiles (201) generate a thrust force (e) directed in the respective direction of travel (D) in both halves of the orbits (U,U'). Airworthy and roadworthy vehicle (1) according to one of the preceding claims, in which the motor generators (13) each have a stator and a rotor for an induction machine or for a permanently excited synchronous machine and optionally the airframe (10) or the landing gear (11) drive, the chassis (11) being formed either by two wheels (112) rotating about the axis of rotation (t) of the rotor modules (2) or by a separate chassis (110) with four pneumatic wheels (112) and the motor generators (13) when driving the vehicle (1) when braking (1) and when flying the vehicle (1) when descending, switch from engine operation to generator operation, so that the accumulators (14) are charged, and in the event of failure of the engine generators (13) in flight operation releasable clutch (130) allows a freewheeling position of the transmission (131), so that the ability of the vehicle (1) to fly is maintained by autorotation of the rotor modules (2) and the Power supply to the rotary wing kinematics by the accumulators (14) is maintained and, in an emergency, parachutes prevent the vehicle (1) from falling. Vehicle (1) suitable for air and road traffic according to one of the preceding claims, which is designed as an air taxi, in which the fuselage (100) has a cabin (101) for two passengers, which is aligned to the left and right of the direction of travel (D). Longitudinal axis (x) on armchairs, with accumulators (14) in a housing (140) under an intermediate floor of the cabin (101) being used as a movable ballast for trimming the vehicle (1) during flight and driving, or at the runners of the chassis (10) form the housing (140) for the accumulators (14). Vehicle (1) suitable for air traffic and road traffic according to one of the preceding claims, in which the rotor modules (2) rotate about the longitudinal axis (x) during flight operation and the wheels (112) rotate about the transverse axis (y) during flight operation and in which the vehicle ( 1) the torque generated by the motor generators (13) is transmitted by means of clutches (130) and gears (131) to the wheel propellers (113) rotating in opposite directions (T, T') and to the two rotor modules (2), so that the wheel propellers (113) generate the thrust (e) in the direction of travel (D) and the rotor modules (2) generate the lift force (d), with the wheel propellers (113) forming the chassis (11) of the vehicle (1) and the chairs when the vehicle is in motion rotated 90 degrees for the passengers, so that the passengers sit in the cabin (101) in the direction of travel (D).

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