JP2021175661A - Aerodynamically efficient lightweight vertical take-off and landing aircraft with pivoting rotors and rotor blades to be stored - Google Patents

Abstract

To provide a vertical take-off and landing aircraft with pivoting rotors and rotor blades to be stored.SOLUTION: An aerial vehicle adapted for vertical takeoff and landing uses a set of thrust producing elements mounted on a wing and a set of rotors mounted on a tail part for takeoff and landing. The aerial vehicle is adapted to vertically takeoff while the rotors rotate and are in a state in a take-off attitude, then transit to a horizontal flight path while the rotors rotate to a typical horizontal configuration. The aerial vehicle uses different configurations of rotors and propellers mounted its wing to reduce drag in all flight modes.SELECTED DRAWING: Figure 81

Description

The present invention relates to powered flight and, more specifically, to a vertical takeoff and landing aircraft having rotating rotors and contained rotor blades.

In general, there are three types of vertical takeoff and landing (VTOL) forms: First, there is a wing type form, which has a fuselage with rotatable wings and an engine for vertical and horizontal translational flight, or has fixed wings with a vector thrust engine. Next is a helicopter type form, which has a fuselage with a rotor mounted above it, which provides lift and thrust. And it is a duct type form, which has a fuselage with a ducted rotor system, which provides translational flight as well as vertical takeoff and landing capability.

If the wings provide lift, the amount of thrust required for takeoff in a vertical takeoff scenario significantly exceeds the thrust required to maintain the same vehicle altitude during forward flight. The amount of thrust required to transition from vertical takeoff mode to horizontal, forward flight mode is also probably very high. Therefore, if there is no possibility of changing the power transmission framework in flight, there will probably be a discrepancy between the power requirements.

Improvements must be made to past systems to provide efficiency in both vertical takeoff mode and forward flight mode. A so-called vertical take-off and landing aircraft incorporates efficiency into all modes of use.

An aerial vehicle suitable for vertical takeoff and landing uses a set of thrust-producing elements mounted on the wings and a set of rotors mounted on the tail for takeoff and landing. An aerial vehicle adapted for vertical takeoff, in which the rotors rotate into a takeoff position, then transitions to a horizontal flight path, where the rotors rotate into a typical horizontal form. Aerial vehicles use different forms of rotors and propellers mounted on their wings to reduce drag in all flight modes.

It is a perspective view of the aerial vehicle in forward flight according to 1st Embodiment of this invention. It is a side view of the aerial vehicle in the forward flight form by 1st Embodiment of this invention. It is a top view of the aerial vehicle in the forward flight form by 1st Embodiment of this invention. It is a front view of the aerial vehicle in the forward flight form by 1st Embodiment of this invention. It is a perspective view of the aerial vehicle in the takeoff form according to 1st Embodiment of this invention. It is a front view of the aerial vehicle in the takeoff form according to 1st Embodiment of this invention. It is a side view of the aerial vehicle in the takeoff form according to 1st Embodiment of this invention. It is a perspective view of the aerial vehicle in the transition form by 1st Embodiment of this invention. It is a series of figures showing the transition of a wing according to 1st Embodiment of this invention. It is a perspective view of the aerial vehicle in the forward flight in the state which the wing rotary wing blade is accommodated by 1st Embodiment of this invention. It is a front view of the aerial vehicle in the forward flight mode in the state which the wing rotary wing blade is accommodated by 1st Embodiment of this invention. It is a top view of the aerial vehicle in the forward flight mode in the state which the wing rotary wing blade is accommodated by 1st Embodiment of this invention. It is a side view of the aerial vehicle in the forward flight mode in the state which the wing rotary wing blade is accommodated by 1st Embodiment of this invention. FIG. 3 is a perspective view of a rotor rotor with the front cover removed for clarity, according to some embodiments of the present invention. It is a front view of the wing rotor with the front cover removed for clarity by some embodiments of the present invention. It is a side view of the blade rotary blade in a state where the blade is deployed according to some embodiments of this invention. It is a side view of the blade rotary blade in the state which accommodates the blade by some embodiments of this invention. It is a side view of the blade rotary blade in the state which accommodates the blade by some embodiments of this invention. It is a side view of the blade rotary blade in the state which accommodates the blade by some embodiments of this invention. It is a side view of the blade rotary blade in a state where the blade is housed according to some embodiments of this invention. It is a perspective view of the tail rotor according to some embodiments of this invention. FIG. 3 is a side view of a tail rotor in a forward flight mode according to some embodiments of the present invention. FIG. 3 is a side view of a tail rotor in a takeoff mode according to some embodiments of the present invention. It is a side view of the tail rotor and its deployment mechanism in the housed form by some embodiments of this invention. It is a side view of the tail rotor moving from the contained form and the deployment mechanism thereof according to some embodiments of this invention. It is a side view of the tail rotor moving from the contained form and the deployment mechanism thereof according to some embodiments of this invention. It is a side view of the tail rotor and its deployment mechanism in the deployed form according to some embodiments of the present invention. It is a front view of the tail rotor and its deployment mechanism in the deployed form according to some embodiments of the present invention. It is a perspective view of the aerial vehicle in the takeoff form according to the 2nd Embodiment of this invention. It is a front view of the aerial vehicle in the takeoff form according to the 2nd Embodiment of this invention. It is a side view of the aerial vehicle in the takeoff form according to the 2nd Embodiment of this invention. It is a top view of the aerial vehicle in the takeoff form according to the 2nd Embodiment of this invention. It is a perspective view of the aerial vehicle in the forward flight form according to the 2nd Embodiment of this invention. It is a front view of the aerial vehicle in the forward flight mode according to the 2nd Embodiment of this invention. It is a side view of the aerial vehicle in the forward flight form by 2nd Embodiment of this invention. It is a top view of the aerial vehicle in the forward form according to the 2nd Embodiment of this invention. FIG. 5 is a side view showing nested blades according to some embodiments of the present invention. It is a side view of the rotary wing which was developed in the extended state by the rotary wing blade by some Embodiments of this invention. FIG. 5 is a side view of a rotary wing unit having two blade sets in forward flight mode according to some embodiments of the present invention. FIG. 5 is a side view of a rotor unit having two blade sets in takeoff mode according to some embodiments of the present invention. It is a front view of the electric motor according to some embodiments of this invention. FIG. 3 is a partial view of a directional clutch in an electric motor according to some embodiments of the present invention. FIG. 3 is a partial view of a directional clutch in an electric motor according to some embodiments of the present invention. FIG. 3 is a partial cross-sectional view of a directional clutch in an electric motor according to some embodiments of the present invention. It is a perspective view of the aerial vehicle in the takeoff form according to the 3rd Embodiment of this invention. It is a front view of the aerial vehicle in the takeoff form according to the 3rd Embodiment of this invention. It is a top view of the aerial vehicle in the takeoff form according to the 3rd Embodiment of this invention. It is a side view of the aerial vehicle in the takeoff form according to the 3rd Embodiment of this invention. It is a perspective view of the aerial vehicle according to 4th Embodiment of this invention. It is a front view of the aerial vehicle in the takeoff form according to 4th Embodiment of this invention. It is a top view of the aerial vehicle in the takeoff form according to the 4th Embodiment of this invention. It is a side view of the aerial vehicle in the takeoff form according to 4th Embodiment of this invention. FIG. 5 is a perspective view of an aerial vehicle in a forward flight mode according to a fourth embodiment of the present invention. It is a top view of the aerial vehicle in the forward flight form according to the 4th Embodiment of this invention. It is a front view of the aerial vehicle in the forward flight form by 4th Embodiment of this invention. It is a side view of the aerial vehicle in the forward flight form by 4th Embodiment of this invention. FIG. 3 is a perspective view of an aerial vehicle in a takeoff mode according to some embodiments of the present invention. FIG. 3 is a perspective view of an aerial vehicle in a forward flight mode according to some embodiments of the present invention. It is a figure of the blade accommodation system in the developed forward flight form by some embodiments of this invention. FIG. 3 is a perspective view of a blade containment system in a contained form according to some embodiments of the present invention. FIG. 5 is a front view of a blade containment system in a contained form according to some embodiments of the present invention. FIG. 6 is a partial view of a blade containment system in a contained form according to some embodiments of the present invention. FIG. 3 is a frontal partial view of a blade containment system in a contained forward flight embodiment according to some embodiments of the present invention. FIG. 6 is a partial view of a blade containment system in a contained form according to some embodiments of the present invention. It is an illustration of the fin mounting part according to some embodiments of this invention. FIG. 6 is a partial view of a blade containment system in a contained form according to some embodiments of the present invention. FIG. 6 is a side view of a typical housed blade according to some embodiments of the present invention. It is a side view of the integrated on-board system in the forward flight form by some embodiments of this invention. It is a side view of the integrated on-board system in the takeoff form by some embodiments of this invention. FIG. 5 is a side view of an integrated on-board system in a transitional embodiment according to some embodiments of the present invention. It is a top view of the integrated on-board system in the transitional embodiment according to some embodiments of the present invention. FIG. 5 is a perspective view of an integrated on-board system according to some embodiments of the present invention. FIG. 3 is a partial side view of an integrated mounting system with blades deployed according to some embodiments of the present invention. It is a rear perspective view of the integrated mounting system according to some embodiments of the present invention. It is a partial view of the lower surface of the rotary blade hub according to some embodiments of the present invention. It is a partial side fracture view of the accommodating mechanism part by some embodiments of this invention. It is a bottom perspective view of the rotary blade accommodating mechanism part by some embodiments of this invention. It is a front view of the propeller blade position by some embodiments of this invention. It is a side view of the propeller blade position by some embodiments of this invention. It is a side view of the aspect of the blade turning system according to some embodiments of the present invention. It is a front view of the housed propeller blade by some embodiments of this invention. It is a side view of the housed propeller blade by some embodiments of this invention. FIG. 3 is a front perspective view of a housed propeller blade according to some embodiments of the present invention. FIG. 5 is a diagram of a propeller system with different blade cornering angles according to some embodiments of the present invention. FIG. 5 is a diagram of a propeller system with different blade cornering angles according to some embodiments of the present invention. FIG. 5 is a diagram of a propeller system with different blade cornering angles according to some embodiments of the present invention. It is an illustration of a blade collision according to some embodiments of the present invention. It is an illustration of a blade collision according to some embodiments of the present invention. It is an illustration of a blade collision according to some embodiments of the present invention. It is an illustration of a blade collision according to some embodiments of the present invention. It is an illustration of a blade collision according to some embodiments of the present invention. It is an illustration of a blade collision according to some embodiments of the present invention. It is a side view of the rotor blade deployment mechanism in the housed form by some embodiments of this invention. It is a side view of the rotary blade deployment mechanism in the deployed form according to some embodiments of the present invention. FIG. 3 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight according to some embodiments of the present invention. FIG. 3 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight according to some embodiments of the present invention. FIG. 3 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight according to some embodiments of the present invention. FIG. 3 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight according to some embodiments of the present invention.

Vertical takeoff and landing (VTOL) aircraft have always been desired, but compromises in the realization of these aircraft have limited their practicality and adoption to certain market areas. The thrust required for VTOL is significantly higher than the thrust required to maintain level flight. Vertical takeoff thrust will probably be needed even during the transition to forward flight. Once moved to forward flight, the wing of the aircraft provides lift, which replaces the function transmitted by the motor during VTOL and during transitions. The thrust-producing factors required during takeoff, but not during forward flight, are probably changed during forward flight, so that those factors give the flight system less drag.

In some embodiments, the aerial vehicle may use vane propellers powered by an electric motor to provide thrust during takeoff. The propeller / motor unit may be referred to as the rotor assembly. In some embodiments, the wings of the aerial vehicle may rotate with the leading edge facing up, so that the propeller provides vertical thrust for takeoff and landing. In some embodiments, the motor-driven propeller unit on the wing may rotate itself relative to a fixed wing, so that the propeller provides vertical thrust for takeoff and landing. The rotation of the motor-driven propeller unit may allow directional changes in thrust by rotating both the propeller and the electric motor, and thus torque drive around or through the rotary connection. Does not require putting in any gimbal or any other method.

In some embodiments, some or all of the wing-mounted motor-driven rotors are adapted to fold back to the position where the rotor blades are housed, where the blades transition to level flight. After that, they overlap in a nested manner in the recess adjacent to the nacelle body. Nested blades result in significantly lower drag on the aerial vehicle, while also significantly reduced power usage, where only a few rotors provide forward thrust. Becomes possible.

In some embodiments, an extended nacelle with two coaxial propellers is used, so that one of the propellers is used during forward flight and another propeller is used during vertical takeoff and landing. Will be done. The VTOL propeller may be fitted so that its blades are nested during forward flight. In some embodiments, the extended nacelle may be present at the tip of the wing, or at the end of the rear V-tail element, and to rotate such that the VTOL propeller provides vertical thrust during takeoff and landing. May be compatible. In some embodiments, each of the coaxial propellers has its own electric motor. In some embodiments, the coaxial propeller is driven by the same electric motor. In some embodiments, the electric motor has a directional clutch so that one propeller is driven while the motor rotates in the first direction and the other while the motor rotates in the second direction. Propeller is driven.

In some embodiments, the motor-driven rotor attached to the wing is adapted to place the mass of the motor and rotor well in front of the wing. In some embodiments, this anterior positioning allows rotation of the rotor for vertical thrust alignment, which has airflow primarily in front of the wing's leading edge, allowing the wing to rotate during VTOL operation. Reduces airflow impact due to. In some embodiments, the mass of the rotor and motor is thus positioned forward, allowing for unusual wing morphology such as forward wing. During higher G-force maneuvers, other possible drawbacks of the forward wing are partially or completely suppressed by this mass placement.

In some embodiments, the mass balance of the aerial vehicle may be modified by mass transfer, such as battery mass. In some embodiments, the battery mass may be adjusted to maintain balance when dealing with single-passenger-to-multiple passenger loads. In some embodiments, the mass balance may be adjusted by auto-responding to sensors in the aerial vehicle. In some embodiments, the battery mass may be distributed between two or more battery packs. Battery packs may be mounted to change their position during flight in response to changes in the balance of aerial vehicles. In some embodiments, the flight control system for aerial vehicles may sense differential thrust requirements during vertical takeoff and landing, and battery mass to achieve a more balanced thrust distribution across the rotor assembly. May be moved. In some embodiments, in the unlikely event of a rotor assembly failure during transition or vertical takeoff and landing, the battery mass may move, but it is the various remaining functional rotors. This is to rebalance the thrust requirements.

In the first embodiment of the present invention, as seen in FIGS. 1 to 4, it can be seen that the aerial vehicle 100 is in the first forward flight mode, which is seen immediately after the transition from the vertical takeoff mode. Will be. In another forward flight mode, the rotor blades mounted on the wing will be contained and nested, as described below. The aircraft body 101 supports the left wing 102 and the right wing 103. The motor-driven rotor unit 106 includes a propeller 107, wherein the propeller 107 may be housed in a nacelle body and nested. The rear-extending aircraft body 101 is also attached to the elevated rear stabilizer 104. The rear stabilizer has a rear motor 105 attached to itself. In some embodiments, the rear motor may also have a front hub or spinner, but these front hubs or spinners are omitted from some figures for purposes of illustration.

As seen in the top view of FIG. 3, the wings 102, 103 are partially forward type. The aerial vehicle according to the embodiment of the present invention may partially or wholly include a forward wing, in which the mass distributed in the wingspan direction is located in front of the leading edge. The divergent aeroelastic twist commonly found in forward wing designs is substantially reduced by the presence of cantilever-supported mass in front of the wing, which produces the opposite torque. As seen in FIGS. 2 and 3, the wing rotor assembly 106 is mounted in front of the wing leading edge and, in that case, in front of the wing neutral axis.

5 to 7 show the aerial vehicle 100 in a vertical takeoff and landing mode in which the thrust of the rotor is directed upwards. The wings 102, 103 rotate around the swivel shaft 108 with respect to the body 101. In some embodiments, the wings are fixed to each other by a structure that straddles the entire vehicle body 101. As can be seen in the side view of FIG. 7, the wing rotor 107 reorients its thrust direction for vertical takeoff due to the rotation of the wing, whereas the rear rotor 105 is rear stable. By rotating with respect to the plate 104, the direction of its own thrust is reoriented. Although referred to above as the swivel axis, the wing attachment to the aerial vehicle body may use a joint suitable for maintaining the mass of the wing and rotor assembly in the forward position.

21 to 28 show the morphology of the rear rotor. The deployment of the rear rotor from the contained forward flight mode to the deployed vertical takeoff position, as well as the various positions in between, uses a deployment mechanism that rotates the rotor with respect to the rear stabilizer. It may be achieved by. FIG. 22 shows a housed forward flight mode of the rear rotor unit 105. The rear nacelle portion 115 may be firmly mounted on the rear stabilizer in some embodiments. The spinner 114 and the motor cover 113 provide an aerodynamic surface for the anterior portion of the nacelle. The propeller 111 extends through the spinner 114. In the fully deployed position, as seen in FIG. 23 and in the partial front view of FIG. 28, the motor 110, motor cover 113, spinner 114, and propeller 111 are positioned to provide vertical thrust. Is spinning up to. The combination of electric motor / propeller on the side of the integrated connection near the wing tip allows the propeller to be firmly mounted on the motor, which means that the propeller moves through various attitudes with respect to the rear nacelle portion. Even if you do, it will be maintained. In such a form, the rotational power from the motor does not need to be put into the gimbal or otherwise transmitted across the rotary connection.

24-27 show a series of positions of the motor and propeller relative to the rear nacelle and even to the rear tail structure of the aerial vehicle. Since the integrated portion of the rear rotor unit initiates its deployment, as can be seen in FIG. 25, the connecting portion first deploys the integrated portion forward, whereas around a single turning point. Then just turn. The multi-bar connection allows the use of a single actuator for this complex deployment. FIG. 26 shows a rear rotor unit, where the rear rotor rises above the top of the rear nacelle and achieves full deployment, as seen in FIG. 27. The multi-bar connection ensures that the movement of the integrated part, including the motor, propeller, and spinner, is approximately horizontal in the fully deployed position. Since the thrust direction of the rotor is vertical in the fully deployed position, the actuator that powers the deployment of the multi-bar coupling is not required to offset or cancel the thrust of the rotor.

FIG. 9 shows various positions of the wing and rear rotor, which can be seen during the transition from takeoff mode to forward flight mode or from forward flight mode to vertical takeoff and landing mode. There will be. After vertical takeoff, the rotor transitions from a form that provides vertical thrust to a position that rotates horizontally. As the forward velocity of the aerial vehicle increases, the wings begin to generate lift, and as a result, less vertical thrust is required to maintain altitude. For sufficient forward speed, lift is maintained by the wings, and the thrust required for forward flight can be provided by fewer rotors. In some embodiments, the wing is lifted high due to the vertical takeoff mode, due to the use of fittings suitable for sliding the wing swivel axis forward as the wing reaches deployment. This allows a more favorable compromise in the center of the gravitational potential between VOTL mode and forward flight mode, which positions the rotor assembly mounted on the wing further forward in the VTOL form. It is possible by letting it.

10 to 13 show forward flight modes of the aerial vehicle 100 according to some embodiments of the present invention. The propeller blades of the rotary blade 106 mounted on the blade are housed in a recess along the nacelle and are stacked in a nested manner. Many of the individual motors and rotors may be deactivated during forward flight, as forward flight requires significantly less thrust than required for vertical takeoff. To reduce drag, the blades may be folded back into the contained position. To further reduce drag, the nacelle may have recesses so that the folded blades fit snugly in the recesses, thereby resulting in very low drag during forward flight. Create a nacelle. The rear rotor 105 may be used to provide forward thrust during this forward flight mode.

FIG. 14 shows a front view of a set of housed blade sets, where the blades are housed from a fully unfolded form to a fully housed form. The blades nest in recesses along the nacelle, so that the contained blade set provides a simple effective wet area for the nacelle. FIG. 15 shows a rotor unit mounted on a wing according to some embodiments, wherein the rotor is housed from a fully deployed form to a fully housed form. Of note is a rotor assembly, which may include an electric motor, blade set, and spinner, and may itself be deployed as a whole, for example, as seen in FIG. 38. In some embodiments, the deployment of the rotor assembly utilizes a coupling such as the coupling 209 of FIG. 38, which deploys the rotor to a vertical position while simultaneously deploying the rotor. Push forward and push from the rest of the nacelle. Pushing from the rest of the nacelle body reduces the downward load on the wing from the associated rotor blow-down.

16 to 20 show a series of positions when the blade 107 of the rotary blade 106 mounted on the blade is folded into the accommodated position. FIG. 16 shows a fully deployed propeller blade 107, which will be used in vertical takeoff and landing and during the transition to horizontal and forward flight. Thus, the following figure shows a vane 107 that is folded to its contained position. As seen in FIG. 20, the vane 107 fits into the recess 116 in the nacelle, resulting in a low drag form 117.

In a typical embodiment of the first embodiment, the aerial vehicle has eight rotors and weighs 900 kg. The rotor diameter is 1.3 meters and the thrust per rotor is 1100N. The continuous revolutions per minute of the motor on average sea level is 1570 rpm, with a maximum value of 1920 rpm. The wingspan is 8.5 meters. The battery mass is 320 kg, and the mass per motor is 20 kg. The cruising speed is 320 km / h. The continuous hover shaft power per motor is 29 kW.

In a second embodiment of the invention, as seen in the vertical takeoff mode of FIGS. 29-32, the aerial vehicle 200 is a forward fixed wing with different types of rotors suitable for both vertical takeoff and landing and forward flight. 202 and 203 are used. The aircraft body 201 supports the left wing 202 and the right wing 203. Motor-driven rotor assemblies 206, 207 on the wing include propellers that are housed within the nacelle body and nestly overlap. The rear-extending aircraft body 201 is also attached to the elevated rear stabilizer 204. The rear stabilizer has rear rotor assemblies 205, 208 attached to it. The aerial vehicle 200 can be seen with two side-by-side passenger seats as well as a landing gear under the main body 201. Although two passenger seats are shown, in different embodiments of the invention, other numbers of passengers may be accommodated.

As can be seen in the top view of FIG. 32, the wings 202 and 203 are forward type. The aerial vehicle according to the embodiment of the present invention may partially or wholly include a forward wing, in which the mass distributed in the wingspan direction is located in front of the leading edge. The divergent aeroelastic twist commonly found in forward wing designs is substantially reduced by the presence of cantilever-supported mass in front of the wing, which produces the opposite torque. Also seen in the top view of FIG. 32 is that the motor-driven rotor unit mounted on the wing extends with respect to its own nacelle and forward from its own nacelle, resulting in airflow in vertical takeoff mode. , It is virtually unhindered by the wings. Similarly, the propellers of the motor-driven rotor unit mounted on the rear stabilizers extend forward with respect to and from their nacelles, so that the airflow in vertical takeoff mode is increased by the rear stabilizers. Virtually unimpeded. An illustration of the connection that may be used to extend the rotor in the vertical form will be found in FIG. 38.

Another aspect of the forward wing form is that in this other aspect, the wings 202, 203 can be mounted on the body 201, slightly behind a location that may have been otherwise attached. Is. Attached to the rear, the spar connecting the wings can cross the interior of the aerial vehicle body to the rear of the passenger seat. Yet another aspect of a forward wing with an integrated rotor in VTOL mode is a forward zigzag arrangement of vertical rotors, which is a vertical flight and transition to a given wing root location. It improves longitudinal maneuvering power in flight, but this improvement is due to the lengthening of the moment arms of these rotors with respect to the center of gravity. This is especially useful if one of the rear rotors fails during VTOL mode. In addition, the more longitudinal rotor distribution provided by this form maintains comparable vertical flight in the worst case, with a single motor, or in the unlikely event of a rotor failure. It is possible to reduce the maximum torque of the motor required to do so, thereby reducing the size of the motor.

In some embodiments, a portion of the wing-mounted motor may be adapted for use in forward flight modes, while rotary wings mounted on other wings may be adapted for normal forward flight. May be adapted to be fully contained during the period. The aerial vehicle 200 may have four rotors on the right wing 203 and four rotors on the left wing 202. Three of the rotor assemblies on each wing may have rotors 206 mounted on the wing, which quickly move to deployment positions for vertical takeoff and landing and to forward flight. During the transition, it moves backwards towards the contained position, and then during the forward flight, it accommodates its own wings and fits in a nested manner. The fourth rotor assembly 207 may include a second set of blades used for forward flight, as described below. Similarly, each rear stabilizer 204 may have two rotor units mounted on it. Both of these rotors are adapted to be used during vertical takeoff and landing modes and transition modes, but one of these rotors is to be fully contained as a low drag nacelle during forward flight. Fits to.

The multimode rotor unit 207 mounted on the wing is adapted to use the first set of blades 212 for forward flight and the second set of blades 213 for VTOL and transition flight modes. The forward flight vane 212 may be coaxial with the VTOL vane 213 and may be attached to different ends of the same nacelle. If the VTOL blades are integrated with the vertical position for the VTOL flight mode, there may be two motors in the nacelle, such as one for each blade set. Similarly, the rear-mounted multimode rotor unit 210 now uses a first set of blades 211 for forward flight and a second set of blades 214 for VTOL and transition flight modes. Fits. The forward flight vane 211 may be coaxial with the VTOL vane 214 and may be attached to different ends of the same nacelle. If the VTOL blades are integrated with the vertical position for the VTOL flight mode, there may be two motors in the nacelle, such as one for each blade set.

In some embodiments, all of the blades used to provide thrust for VTOL and transition modes are housed during forward flight, and different blades provide thrust during forward flight. Used for. In some embodiments, a single motor is used to power different blade sets, depending on whether VTOL mode or forward flight mode is used. In some embodiments, the two vane sets are arranged in a coaxial configuration, so that these vanes are supported, for example, by a single nacelle.

33-36 show the aerial vehicle 200 in forward flight mode, where all of the VTOL blades are housed and nested in recesses, resulting in the nacelle exhibiting low drag. In the forward flight mode, the rotor units 206, 207 mounted on the wing can be seen with all of the VTOL blades housed. Similarly, the rotor units 205 and 208 mounted at the rear also contain their own VTOL blades. The forward flight vane set 211 of the multimode rear rotor assembly 205 and the forward flight vane set 212 of the multimode wing rotor assembly 207 are used to provide thrust during forward flight.

39 and 40 show the motor and rotor set 260, where the rotor set 260 is a first set of blades 261 for forward flight mode and a second set of blades for VTOL and transition modes. It is adapted to use 263 and is in a coaxial configuration that shares a single motor for both blade sets. In this example both blades are powered by the same electric motor. The electric motor may be fitted with a directional clutch so that when the motor rotates in the first direction, the forward flight vanes 261 are engaged and the VTOL vanes 263 are idling. During forward flight, the VTOL blades 264 may be housed and nested in recesses 264. During the VTOL mode and the transition mode, the motor may rotate in the second direction so that the VTOL vane 264 is engaged and the forward flight vane 261 is disengaged. In VTOL mode, the motor and rotor assembly may be integrated so that the rotor and motor are on the side of the positioning mechanism closer to the blade tip, both blade sets, as well as the entire motor and clutch unit. It provides vertical thrust so that the mechanical power associated with blade thrust does not have to traverse the gimbal connection.

41-44 show a motor 265 with directional clutches 266 and 267, where the directional clutches 266 and 267 power the first set of blades when the motor rotates in the first direction. And when the motor rotates in the second direction, it is adapted to power the second set of blades. In some embodiments, the VTOL vane set and the forward flight vane set may be oriented in different directions so that they both provide thrust in the same direction. However, here, when the motor rotates in the first direction, one set is engaged, and when the motor rotates in the second direction, the second set is engaged. Is the premise.

In a third embodiment of the invention, as seen in the vertical takeoff mode of FIGS. 45-48, the aerial vehicle 300 has forward wings 302 with different types of motors suitable for both vertical takeoff and landing and forward flight. , 303 are used. The aircraft body 301 supports the left wing 302 and the right wing 303. Motor-driven rotor assemblies 306, 307 on the wing include propellers that are housed within the nacelle body and may be nested. The aircraft body 301 extends rearward and is also attached to the elevated rear stabilizer 304. The rear stabilizer has rear rotor assemblies 305, 308 attached to it. The aerial vehicle 300 fits two side-by-side passenger seats as well as the landing gear under the main body 301.

Rotor units 306, 307 mounted on the wing are adapted to provide vertical thrust during takeoff and landing modes. The inner rotor unit 306 is adapted to deploy to the VTOL form using a coupling as seen in FIG. 38. The blades of the inner rotor unit 306, when in forward flight mode, are adapted so that the blades are contained in a nested recess in the nacelle recess. The rotor unit 307 at the tip of the wing adapts to rotate with respect to the wing, so that the nacelle maintains its shape whether in VTOL or forward flight mode. VTOL blades 313 are used for VTOL and transition modes, and forward flight blades 312 are used for forward flight, where VTOL blades are housed and nested. The nacelle, which maintains its shape, allows the use of a single motor to power any of the blade sets. The motor may use a directional clutch, so that the motor direction determines which of the blade sets is powered.

Similarly, the blades of the medial tail rotor unit 308 are adapted to be accommodated when in forward flight mode, where the blades are nested in the recesses of the nacelle. The rear tip rotor unit 305 adapts to rotate with respect to the wing so that the nacelle maintains its shape whether in VTOL or forward flight mode. VTOL blades 314 are used for VTOL mode and transition mode, and forward flight blades 311 are used for forward flight, where VTOL blades are housed and nested.

In a typical embodiment of the third embodiment, the aerial vehicle has 12 rotor blades and weighs 900 kg. The rotor diameter is 1.1 meters and the thrust per rotor is 736N. At average sea level, the continuous revolutions per minute of the motor is 1850 rpm, with a maximum value of 2270 rpm. The wingspan is 8.9 meters. The battery mass is 320 kg, and the mass per motor is 9 kg. The cruising speed is 320 km / h. The continuous hover shaft power per motor is 19 kW.

49 to 52 show a fourth embodiment of the aerial vehicle 400 in takeoff mode. A box design can be seen for the rotor assembly deployed in the vertical takeoff mode.

53 to 56 show a fourth embodiment of the aerial vehicle 400 in forward flight mode. As can be seen from the figure, the rotor assembly rotates into a forward flight mode. Some of the blades of the rotor assembly are housed to reduce drag in this forward flight mode.

In some embodiments, the aerial vehicle according to an embodiment of the invention takes off from the ground by vertical thrust from a rotor assembly deployed in vertical form. As the aerial vehicle gains altitude, the rotor assembly may begin to tilt forward to begin forward acceleration. As the aerial vehicle gains forward velocity, the airflow above the wing results in lift, so that the rotor is no longer needed to maintain altitude using vertical thrust. Once the aerial vehicle reaches sufficient forward speed, some or all of the blades used to provide vertical thrust during takeoff may be accommodated along the nacelle. The rotor assembly supported by the nacelle may have recesses so that the vanes may be nested within the nacelle, thereby increasing the drag of the disengaged rotor assembly. To reduce.

FIG. 57 shows the aerial vehicle 1100 in a vertical takeoff and landing mode in which the thrust of the rotor is directed upwards. By using the integrated connection, the propeller 1107 is rotating with respect to the nacelle body 1106. In this vertical takeoff and landing mode, the aerial vehicle 1100 can utilize six propellers that provide thrust in the vertical direction. Propeller 1107 is adapted to raise vehicle 1100. After the initial vertical takeoff, the vehicle transitions to forward level flight. The transition is facilitated by integrating the propeller from the vertical thrust form to the vertical position, thereby transitioning to the horizontal thrust form. FIG. 59 shows a motor-driven rotor unit in a powered forward flight mode.

As the aerial vehicle 1100 moves forward and into a level flight mode, the wings 1102 and 1103 begin to provide lift. Once traveling in a horizontal position, due to the speed, propelling the aerial vehicle 1100 forward requires significantly less thrust than was required as vertical thrust during takeoff. FIG. 58 shows a forward flight mode of the aerial vehicle 1100, where the blades 108 of the propeller 107 are housed in a recess 1110 on the nacelle body 1106. A low drag profile will probably be achieved with the wings contained during forward flight. In some embodiments, some of the main propellers 1107 may be used for forward flight. In some embodiments, the entire main propeller 1107 may be accommodated and an alternative forward flight propeller 1111 may be used in forward flight.

In a typical embodiment of the first embodiment, the aerial vehicle has six rotors and weighs 900 kg. The rotor diameter is 2.1 meters, in which case the thrust per rotor is 1500 N in stationary flight. The continuous revolutions per minute of the motor on average sea level is 1030 rpm, with a maximum value of 1500 rpm. The wingspan is 7.5 meters. The battery mass is 360 kg, and the mass per motor is 9 kg. The cruising speed is 320 km / h. The continuous hover shaft power per motor is 25 kW under standard average sea level conditions.

59 and 60 show the unfolded and housed forms of the main propeller 1107 of the motor-driven rotor unit 1140, respectively. In the deployed form, the propeller blades 108 of the propeller 1107 are deployed to a position substantially perpendicular to the rotation axis of the motor-driven rotor unit 1140. The actual blade angle may vary as a function of motor speed per minute and other factors, as discussed below. The spinner 1109 presents a leading surface for the motor-driven rotor unit 1140.

In the housed form, the blades 1108 are present in the recess 1110 in the nacelle body 1106. As seen in the front view of FIG. 61, in the contained form, the outer surface of the anterior portion of the nacelle comprises the surface of the blades 1108 of the propeller 1107. The outer surface of the nacelle in the form in which the blades are housed is a complex of the surfaces of the five blades. The blades and nacelle will probably be designed in concert, so that the aerodynamic requirements of the nacelle and the propeller will be compatible with each other and will be a complementary design. The recess 1110, in the contained form, may be fitted to the blade 1108 to provide an exact match.

62 and 63 show perspective views and front views of the motor-driven rotor blades, respectively, with the spinner removed, which the observer imagines a design according to some aspects of the invention. To help. The main hub 1122 is seen as a mounting point for each of the five propeller blades 1108. The main hub 1122 provides main supports for the propeller blades, each of which is swivelably connected to the main hub. The main hub 1122 also provides drive torque to the blades 1108 of the propeller 1107. As further discussed below, the main hub 1122 is coupled via a rotary bearing or bearing assembly to an overhang near the tip of the rotor deployment mechanism.

FIG. 64 shows a perspective view of a motor-driven rotor unit with additional portions removed for clarity. The propeller blades 1108 are shown only as partial blades 1142, which allows the fin mount 1121 to be observed. The fin mounting portion 1121 is joined within the inner portion (not visible in this figure) of the propeller blades. In some embodiments, the propeller blades are formed from a number of preformed components, which are then joined together with fin mounts attached within the propeller blades. The fin mounting portion 1121 may be made of metal and may be constructed so as to be compatible with the main hub 1122 by using, for example, a hinge pin 1123. In some embodiments, as seen in FIG. 64A, the fin mount 1121 may be a plurality of independent components. These components may be installed during the assembly of the propeller blades 1108, so that the finished components are adapted to mount the main hub 1122 using hinge pins. The accommodating tab 1143 is attached to the fin mounting portion 1121 so that the vanes can be moved into the recess and with respect to the nacelle body to form an accommodating form. In some embodiments, the propeller blades 1108 may be of composite material. The propeller blades 1108 may be assembled from parts, so that the blades are hollow shells assembled from individual prefabricated parts. The unfolding spring 1141 allows the propeller blades to achieve an unfolded form even in the absence of centrifugal force. The deploy spring allows full deployment of the propeller blades, even when the rotor is not spinning. To achieve full containment, the accommodation tab 1143 on the propeller blades 1108 of the propeller 1107 is pressed by the accommodation mechanism, but the pressing continues until the blades fit snugly within the recess 1110 of the nacelle body.

FIG. 65 shows another perspective view of the motor-driven rotor unit with additional parts removed for clarity. The main hub 1122 is seen in a state of supporting the fin mounting portion 1121. The fin mount 1121 is adapted to swivel with respect to the main hub 1122 by using the hinge pin 1123. In some recesses, partial blades 1142 are seen, and in other recesses 1110, blades are not seen, but this is solely for visual clarity. Due to the graphical effect, additional parts have been removed so that the rotor deployment mechanism, motors, and other components come into view.

FIG. 66 shows a side view of a portion of the rotor according to some embodiments of the present invention. It can be seen that the propeller blade 1108 is in the housed position. The propeller blade 1108 is hinged with respect to the main hub 1122 by the hinge pin 1123. The main hub can be seen mounted within the bearing assembly 125. The bearing assembly 1125 is mounted on an overhang 1124 near the tip of the rotor deployment mechanism. In some embodiments, the main hub 1122 is mounted on the inner bearing race or bearing race of the bearing assembly 1125, and the outer bearing race of the bearing assembly 1125 is in the overhang 1124 near the tip of the rotary blade deployment mechanism. It will be installed.

FIG. 67 is a side view of a portion of a rotary wing deployment mechanism of a deployable motor-driven rotor blade assembly in a forward flight mode according to some embodiments of the present invention. Main mounting points 1127 and 1128 are structural mounting points for the rotor deployment mechanism 1143 and, in a broader sense, structural mounting points for aerial vehicles for motor-driven rotor units. Is. The drive motor 1126 is suitable for driving the rotor main hub 1122 and, in a broader sense, is suitable for driving the propeller of the rotor unit. In this forward flight mode, the rotor thrust vector is oriented forward and horizontal with respect to the aerial vehicle.

FIG. 68 shows the rotor deployment mechanism 1143 in the deployed vertical takeoff mode. The rotor deployment mechanism rotates and displaces the rotor. Due to deployment, the rotor hub is pushed forward and away from the main mounting points 1127 and 1128, plus pushed upwards perpendicular to the main mounting point. In this vertical takeoff mode, the rotor axis is vertical. In some embodiments, by using a rotor deployment mechanism as described herein, the nacelle may be viewed as being split during rotor deployment, resulting in a rear portion of the nacelle. Stays with the wings in a fixed positional relationship. Rotor deployment could then occur from the nacelle along the wing or along the rear horizontal stabilizer elements. The rotor deployment mechanism may be mounted at a position other than the end of the blade or other horizontal element.

The overhang receiver 1124 near the wing tip is attached to the deployment connection at overhang receiver attachment points 1134 and 1135. The overhang receiving arms 1129, 1130, and 1131 are connected via turning points 1132 and 1133. By using the multi-arm joint, the rotor will probably be moved to the preferred position in both the deployed and contained forms. 69-72 show a rotor with the joint in a partially unfolded form, which is either during the transition from vertical thrust to horizontal thrust, or in this partially unfolded form. Seen during the transition from horizontal thrust to vertical thrust.

The electric motor / propeller combination located closer to the wing tip of the integrated connection allows the propeller to be firmly mounted on the motor, which means that the propeller is relative to the rear nacelle portion. , Maintained even when moved through various postures.
In such a form, the rotational power from the motor does not need to be put into the gimbal or otherwise transmitted across the rotary connection.

FIG. 73 shows a deployment drive system for deployment mechanisms according to some embodiments of the present invention. The drive unit 1151 may be coupled to an aerial vehicle within the wing in the area adjacent to the mounting point for the main mounting points 1127 and 1128. The drive screw 1150 may be driven such that the unfolded connection is driven from the contained form to the unfolded form and from the unfolded form to the contained form.

FIG. 74 is a partial view of the lower surface of the main rotor hub 1122 mounted in the overhang 1124 near the wing tip of the rotor deployment mechanism according to some embodiments of the present invention. The accommodating rod 1153 adapts to drive the accommodating lever 1152 against the accommodating tab 1143. The accommodating tab 1143 then drives the propeller blades to nesting positions on the nacelle body. The unfolding spring 1141 is adapted to deploy the propeller blade 108 from the housed position to the unfolded position. FIG. 75 is a partial side fracture view of the accommodating rod 1153 coupled to the plurality of accommodating levers 1152. The containment rod 1153 may be driven by a linear actuator to engage the containment tab 1143 in order to deploy the propeller blades from the contained, nested form. When fully deployed, the propeller blades will not be present on the containment lever. FIG. 76 is a bottom perspective view of the accommodating rod 1153 and its coupling, wherein the coupling is to the accommodating lever 1152 and finally to the fin mounting portion 1121 of the propeller blade 1108. Position indicators may be used to properly align the propellers with respect to the recesses in the nacelle.

In a typical embodiment of a method for flying an aerial vehicle, which has an integrated electrical propulsion system and fully housed blades, the aerial vehicle may be on the ground. The aerial vehicle may have multiple wings and a motor-driven rotor unit mounted on the tail. The motor-driven rotor unit begins with propeller blades, which are housed such that the housed propeller blades cover all or most of the effective wetting area of the portion of the nacelle that forms a portion. The nacelle may have recesses that are adapted to accept the contained blades.

The contained blades may be held in the contained position with the assistance of the containment mechanism. In preparation for vertical takeoff, the contained blades may be deployed to their deployed form. The blades may utilize unfolding springs, which assist in unfolding the blades upon releasing the accommodating lever. The containment lever may be adapted to swivel the propeller blades from the deployed form to the contained form.

Once the propeller blades are in the deployed position, the entire motor-driven rotor assembly may itself be deployed from the forward flight position to the vertical takeoff and landing position by using the integrated rotor deployment mechanism. The deployment mechanism may be adapted to position the propeller in front of the wing and above the wing, or may be adapted to be positioned in other ways away from other aerial vehicle structures. With the propellers now deployed and the motor-driven rotors now integrated into the vertical takeoff mode, the aerial vehicle can begin vertical takeoff. The rotor spins up, and the vehicle rises from the ground.

After takeoff, the aerial vehicle will begin the transition to forward flight, which is done by integrating the rotor from the vertical thrust direction to a position that includes the horizontal thrust element. As the aerial vehicle begins to move forward at speed, the wings generate lift and therefore will require less thrust from the rotors. As the rotors are further integrated towards forward flight, horizontal thrust form, the aerial vehicle gains greater speed.

Once the aerial vehicle is in normal forward flight, the propellers used during takeoff will no longer be needed. The thrust requirements for forward flight will probably be significantly smaller than the thrust requirements required during vertical takeoff and landing. Forward flight will probably be maintained by only a subset of the propellers used for takeoff, or by different propellers other than the propellers used during takeoff. Unused propellers may house their propeller blades in recesses on the nacelle that support the propellers. The housed propeller blades may form the outer surface of a portion of the nacelle.

In some embodiments of the invention, as seen in FIGS. 77 and 78, the propeller blades 501 may be attached to the central hub 522 so that the blades are retracted and housed from the unfolded position. When turning towards a vertical position, the blades rotate in the opposite direction of their normal rotation direction 512. Showing the geometry with the plurality of figures shown in FIGS. 77 and 78, these figures show the same relative blade positions. At the first positions 501a, 502a, the blades are conical in front of the central hub 522. For this frontmost conical position 502a, as seen in FIG. 78, the blades are also rotating at the frontmost position 501a, as seen in FIG. 77. As the vanes move slightly rearward 502b with respect to the most anterior position 501a, the vanes also lag to position 501b, which is slightly behind the central hub in angle.

As the blades move further backwards with respect to the anterior conical position through more positions 502c, 502d, the blades pass through a series of angularly delayed positions 501c, 501d and simultaneously backwards. I'm moving.

Perhaps in the advantage of this system, such as a bird-like object colliding with its wings during flight, the system operates in a combined manner to reduce impact. When a collision with the blade occurs from the front, the blade is pushed backward. The inertia of the impact object exerts a force on the blades through the inertia, but its angular direction is opposite to the undisturbed spiral direction of motion. By coupling the system, the impact causes the blade to swivel in the opposite direction to the more forward conical position, so the coupling delays the blade along its spin direction, but the way in this case. Is that the blades roughly move in the direction of motion of the impact object, thus softening the impact on the blades. Not only will the strain be reduced, but the shock quake load will also be reduced.

The cornering angle is achieved as a result of the balance between the aerodynamic moment and the moment of inertia generated by the blades. The blades may be delayed relative to the rotation axis by angling the blade rotation axis with respect to the plane perpendicular to the propeller rotation axis, because the blades are pushed backwards with respect to the cornering angle. be. The swivel assembly 523 may have two holes 524 and 525. The axis of the first hole 524 closest to the vane 501 will probably be pushed forward along the spin axis with respect to the axis of the second hole 525. This zigzag arrangement of holes 524 and 525 along the direction parallel to the axis of rotation of the propeller and its central hub 522 allows for angular delay of the blades, because the blades are rearward from the front cornering angle. Because it is pushed. As discussed above, when the blade swivel axis is angled, the combined system allows the impacted blade to slow down and flutter backwards during the impact, which allows the blade to flutter backwards. Dramatically reduces the impact load on the hub, and support structure.

In some embodiments, the blades 501 are somewhat or significant to help achieve a well-nested, well-stacked set of contained blades, which also has a good figure of merit. In addition, it is a forward type. Also, the swivel assembly 523 may be tilted at a different angle for better compatibility in nesting propeller blade sets. 80, 81, and 82 show a front view, a side view, and a perspective view of the propeller 508 in a form in which the blade 501 is housed. The outer surface of the housed blade 501 forms a substantially continuous surface. It is possible to maintain a very low drag containment system when accommodating on the outer surface of the nacelle with matching recesses.

84A-84F show a series of spinning tops of the rotating propeller 508 that are collided by the mass 516. These figures show that there is a connection, where both front and side views of the impact affecting the system are shown at the same temporal moment. In these figures, the propeller is rotating clockwise 515 with the propeller blades being extremely forward. By the second half of the timing in the time sequence of FIG. 84D, the rotational delay of the impacted blades can be seen. In addition, the downward deviation of the blades can be seen in the side view. The time sequence of FIG. 84E allows the rotational delay of the impacted blades to be seen more clearly. In addition, the downward deviation of the blades can be seen more clearly in the side view. This sequence shows the clear advantage of this connected system.

83A-83C show top and side views of a motor-driven rotor assembly according to some embodiments of the present invention. FIG. 83A shows a motor-driven rotor assembly, where the propellers are conical somewhat rearward. FIG. 83B shows a form in which the propeller blades are substantially perpendicular to the axis of rotation. FIG. 83C shows a form in which the propeller blades are conical in the front.

As mentioned above, the cornering angle is achieved as a result of the balance between the aerodynamic moment and the moment of inertia on its propeller blades around the hinge axis. FIG. 83C shows the cornering angle, where the cornering angle will probably be seen during normal flight, whether forward flight or vertical takeoff and landing. The blade 532 has a conical shape at an angle of 530 with respect to the surface 531 perpendicular to the spin axis of the propeller. Should there be an increase in the rotational speed of the propeller blades (the increase may be desired or required during flight or takeoff and landing), the resulting increased centrifugal force on the blades will initially be The blades are flattened against the front cornering angle of 530. The resulting position is probably as seen in Figure 83B. The blade 533 is now found in the plane having a normal 531 to the spin axis. However, depending on flight parameters and circumstances, the result may be any angle that is closer to vertical than the original forward cornering angle of 530.

In some embodiments, with respect to angling the blade swivel shaft as discussed above, the blade pitch will increase as the blade swivels from a more forward cornering angle to a flat cornering angle. This change in pitch results in a function of the system's geometry with respect to the angled swivel pin system.

The system will have the advantage that a very fast response in thrust can be achieved by using an electric motor as part of a motor driven rotor assembly. Electric motors can, for example, transmit changes in torque to an internal combustion engine or jet engine very quickly. Applying increased torque to the propeller hub will result in the initial delayed motion of the blades due to its own inertia. And this delayed motion will result in a change in the pitch of the blades. Therefore, the blade pitch increases while the motor is accelerating. The system uses an electric motor that responds quickly, and also uses a propeller blade system that increases the pitch angle with the delayed motion of the propeller blades, thereby in a flight system never seen before. It enables responsiveness.

FIG. 85 is a side view of a portion of a rotary wing deployment mechanism of a deployable motor-driven rotor blade assembly in a forward flight mode according to some embodiments of the present invention. The main mounting points 541 and 542 are structural attachment points for the rotor deployment mechanism 540 and, in a broader sense, structural attachment points to the aerial vehicle for the motor-driven rotor unit. The drive motor 543 is adapted to drive the rotor main hub 522 and, in a broader sense, to drive the propeller of the rotor unit. In this forward flight mode, the rotor thrust vector is oriented forward and horizontal with respect to the aerial vehicle.

FIG. 86 shows a rotor deployment mechanism 540 in a deployed, vertical takeoff mode. The rotor deployment mechanism has rotors that rotate and displace. Due to deployment, the rotor hub 522 is pushed forward and away from the main mounting points 541 and 542, and in addition, pushed forward perpendicular to the main mounting point. In this vertical takeoff mode, the rotor axis is vertical. In some embodiments, by using a rotor deployment mechanism as described herein, the nacelle may be viewed as being split during rotor deployment, resulting in a rear portion of the nacelle. Stays with the wings in a fixed positional relationship. Rotor deployment could then occur from the nacelle along the wing or along the rear horizontal stabilizer elements. The rotor deployment mechanism may be mounted at a position other than the end of the blade or other horizontal element.

The overhang receiver 544 near the wing tip is attached to the deployment connection at overhang receiver attachment points 134, 135. The overhang receiving arm is connected via a turning point.
By using the multi-arm connection, the propeller may be moved to a preferred position in both the deployed and housed forms.

The electric motor / propeller combination on the side closer to the wing tip of the integrated connection allows the propeller to be firmly mounted on the motor, which means that the propeller is relative to the rear nacelle portion. And is maintained even when moved through various postures. In such a form, the rotational power from the motor does not need to be put into the gimbal or otherwise transmitted across the rotary connection. Deployment relates to the entire motor-driven rotor in some embodiments.

87A-87D show the aerial vehicle 600 during the transition from takeoff to forward flight, according to some embodiments of the present invention. In this exemplary embodiment, the aerial vehicle 600 has a body 601, wings 602, 603, and a tail structure 604. The motor-driven rotor assembly 605 along the center of the wing length and the motor-driven rotor assembly 605 attached to the tail structure have an integrated mechanism adapted to deploy the rotor assembly. This allows vertical thrust for takeoff and landing, as seen in FIG. 87A. The rotary blade assembly 606 at the tip of the blade is similarly adapted to swivel with respect to the vertical thrust direction.

After takeoff, the rotor assemblies 605, 606 are adapted to transition towards a forward flight mode, but here, as seen in FIG. 87B, the thrust is from the vertical direction through the movement of the rotor assembly. Move toward the horizontal direction. In the transition to forward flight, the rotor assemblies 605, 606 are completely transitioned to the horizontal thrust position, as seen in FIG. 87C.

The lift provided by the wings 602, 603 supports the aerial vehicle 600, so that the vehicle requires less thrust to maintain level flight. In order to save power and reduce drag, the blades 605 of the rotor assembly 605 mounted in the center of the wingspan and the rotor assembly 605 mounted on the rear stabilizer nest the blades relative to the nacelle. It may be stacked in a shape. A forward flight mode with reduced drag is shown in FIG. 87D.

Nested blades according to some embodiments of the present invention provide a very large reduction in drag. For example, in the exemplary case, an arrow-shaped blade on an unused motor-driven propeller assembly would result in a drag of 128N. A simple fold of the wings results in a drag of 105N. Further, in the state of being stacked in a nested manner, the drag force is reduced to 10N. This value is a very favorable comparison for bare nacelles with a drag of 7N.

In some embodiments, the rotor assembly 605 mounted on the wingspan center and the rotor assembly 605 mounted on the rear stabilizer are swivelably attached to the rotor hub. The blades 612 of these rotor assemblies may be forward type and may be mounted by using an angled pin mechanism as described above. These blades may be housed in recesses in the nacelle. The rotary blade assembly 606 mounted on the blade tip may have blades 613 which are variable pitch blades. These blades may power the vehicle during forward flight.

The blade 613 mounted on the tip of the blade may rotate in the opposite manner to the inner blade along the blade. In addition, the propeller mounted on the tip of the wing may rotate to oppose the tip vortex of the wing. The rotor mounted on the wing tip will rotate so that the wing is on the outside of the wing and downwards (610, 611). Therefore, the left wing tip propeller and the right wing tip propeller will rotate in different directions.

As will be apparent from the above description, the description given herein may constitute a wide variety of embodiments, and for those skilled in the art, additional advantages and modifications will readily arise. Let's do it. The present invention, in its broader aspects, is therefore not limited to the specific details and exemplary examples illustrated and described. Thus, deviations from such details may be made, provided that they do not deviate from the spirit and scope of the applicant's general invention.

Claims (11)

A method of flying an aerial vehicle suitable for vertical takeoff and level flight.
The aerial vehicle comprises a main vehicle body, a right wing, one or more right wing rotary wing assemblies, a right wing tip rotary wing assembly, a left wing, one or more left wing rotary wing assemblies, and a left wing tip rotary wing assembly.
The right wing is coupled to the right side of the main vehicle body and has a forward wing.
The one or more right wing rotary wing assemblies are attached to the right wing with a propeller and a motor, and project along the central portion of the wing length in front of the leading edge of the right wing, and the one or more. The center of gravity of each of the right wing rotary wing assemblies is in front of the leading edge of the right wing when in forward flight mode.
The right wing tip rotor assembly comprises a propeller and a motor and is attached to the outer tip of the right wing.
The left wing is coupled to the left side of the main vehicle body and has a forward wing.
The one or more left wing rotary wing assemblies are attached to the left wing with a propeller and a motor, and project along the central portion of the wing length in front of the leading edge of the left wing, and the one or more. The center of gravity of each of the left wing rotary wing assemblies is in front of the leading edge of the left wing when in forward flight mode.
The left wing tip rotor assembly comprises a propeller and a motor and is attached to the outer tip of the left wing.
The one or more right wing rotor assemblies are attached to the right wing using a deployment mechanism adapted to deploy the one or more right wing rotor assemblies from a forward facing horizontal flight mode to a vertical takeoff mode. Be,
The one or more left wing rotor assemblies are attached to the left wing using a deployment mechanism adapted to deploy the one or more left wing rotor assemblies from a forward facing horizontal flight mode to a vertical takeoff mode. Be,
The right wing tip rotor assembly is attached to the right wing tip using a deployment mechanism adapted to deploy the right wing tip rotor assembly from a forward facing horizontal flight mode to a vertical takeoff mode.
The left wing tip rotor assembly is attached to the left wing tip using a deployment mechanism adapted to deploy the left wing tip rotor assembly from a forward facing horizontal flight mode to a vertical takeoff mode.
A step of vertically taking off the aerial vehicle from the ground by making the aerial vehicle take a vertical thrust form.
By integrating each rotor assembly from the vertical takeoff direction to a position that includes a horizontal thrust element, the aerial vehicle is displaced from the vertical takeoff mode, the aerial vehicle begins to move forward with speed, and at each said wing. Steps to generate lift and
With the step of further integrating each of the rotor assemblies into a level flight mode, the aerial vehicle gains more speed.
A method characterized by including. In the method of flying an aerial vehicle according to claim 1, further, the motor of each of the one or more right wing rotary wing assemblies is an electric motor, and the motor of the right wing tip rotary wing assembly is an electric motor. A method, wherein each of the motors of the one or more left wing rotary wing assemblies is an electric motor, and the motor of the left wing tip rotary wing assembly is an electric motor. The method of flying an aerial vehicle according to claim 1, further comprising a step of accommodating one or more blades of the propeller to make the aerial vehicle a forward flight mode with reduced drag. How to. The method of flying an aerial vehicle according to claim 2 further comprises a step of accommodating one or more blades of the propeller to make the aerial vehicle a forward flight mode with reduced drag. How to. In the method of flying an aerial vehicle according to claim 1, the aerial vehicle is further provided with one or more right rear rotor assemblies and one or more left rear rotor assemblies.
Each of the one or more right wing rotor assemblies is adapted to deploy each of the one or more right wing rotor assemblies from a forward-facing horizontal flight mode to a vertical takeoff mode along the right side of the vehicle body. It is attached to the rear part of the vehicle body and has a propeller and an electric motor by using the unfolding mechanism.
Each of the one or more left wing rotor assemblies is adapted to deploy each of the one or more left wing rotor assemblies from a forward-facing horizontal flight mode to a vertical takeoff mode along the left side of the vehicle body. Attached to the rear of the vehicle body and equipped with a propeller and an electric motor, using the unfolding mechanism.
A method characterized by that. In the method of flying an aerial vehicle according to claim 2, the aerial vehicle is further provided with one or more right rear rotor assemblies and one or more left rear rotor assemblies.
Each of the one or more right wing rotor assemblies is adapted to deploy each of the one or more right wing rotor assemblies from a forward-facing horizontal flight mode to a vertical takeoff mode along the right side of the vehicle body. It is attached to the rear part of the vehicle body and has a propeller and an electric motor by using the unfolding mechanism.
Each of the one or more left wing rotor assemblies is adapted to deploy each of the one or more left wing rotor assemblies from a forward-facing horizontal flight mode to a vertical takeoff mode along the left side of the vehicle body. Attached to the rear of the vehicle body and equipped with a propeller and an electric motor, using the unfolding mechanism.
A method characterized by that. In the method of flying an aerial vehicle according to claim 4, the aerial vehicle is further provided with one or more right rear rotor assemblies and one or more left rear rotor assemblies.
Each of the one or more right wing rotor assemblies is adapted to deploy each of the one or more right wing rotor assemblies from a forward-facing horizontal flight mode to a vertical takeoff mode along the right side of the vehicle body. It is attached to the rear part of the vehicle body and has a propeller and an electric motor by using the unfolding mechanism.
Each of the one or more left wing rotor assemblies is adapted to deploy each of the one or more left wing rotor assemblies from a forward-facing horizontal flight mode to a vertical takeoff mode along the left side of the vehicle body. Attached to the rear of the vehicle body and equipped with a propeller and an electric motor, using the unfolding mechanism.
A method characterized by that. In addition, in the method of flying an aerial vehicle according to claim 1.
The right wing tip rotor assembly is attached to the right wing tip using a deployment mechanism that swivels the right wing tip rotor assembly from a forward-facing horizontal flight mode to a vertical takeoff mode.
The left wing tip rotor assembly is attached to the left wing tip using a deployment mechanism that swivels the left wing tip rotor assembly from a forward-facing horizontal flight mode to a vertical takeoff mode.
A method characterized by that. In addition, in the method of flying an aerial vehicle according to claim 4.
The right wing tip rotor assembly is attached to the right wing tip using a deployment mechanism that swivels the right wing tip rotor assembly from a forward-facing horizontal flight mode to a vertical takeoff mode.
The left wing tip rotor assembly is attached to the left wing tip using a deployment mechanism that swivels the left wing tip rotor assembly from a forward-facing horizontal flight mode to a vertical takeoff mode.
A method characterized by that. In addition, in the method of flying an aerial vehicle according to claim 1.
The spin axis of the one or more right wing rotary wing assemblies is in front of the leading edge of the wing at the vertical takeoff position, and the spin axis of the one or more left wing rotary wing assemblies is at the vertical takeoff position of the leading edge of the wing. A method characterized by being in front. In addition, in the method of flying an aerial vehicle according to claim 2.
Further in the aerial vehicle
The spin axis of the one or more right wing rotary wing assemblies is in front of the leading edge of the wing at the vertical takeoff position, and the spin axis of the one or more left wing rotary wing assemblies is at the vertical takeoff position of the leading edge of the wing. A method characterized by being in front.

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