WO2015089679A1

WO2015089679A1 - Vertical takeoff and landing aircraft (vtol)

Info

Publication number: WO2015089679A1
Application number: PCT/CH2014/000167
Authority: WO
Inventors: Raphaël CONCA-GARCIA
Original assignee: Conca-Garcia Raphaël
Priority date: 2013-12-20
Filing date: 2014-11-17
Publication date: 2015-06-25
Also published as: CH709012B1; CH709012A1

Abstract

A VTOL aircraft comprises a fuselage (10), two main wings (41, 42) which are arranged on both sides of a rear region of the fuselage (10), two propellers (53, 54), wherein in each case one propeller (53, 54) is arranged on each main wing (41, 42) so as to be rotatable about a horizontal longitudinal axis, and a rotor (70) having at least two rotor blades (71, 72), wherein the rotor (70) is arranged on a rotor carrier (60) mounted on the fuselage so as to be pivotable about a transverse axis. This structure is particularly simple and thus cost-effective to realize. It allows self-stabilization and thus easy handling with reliable flight properties. The rotor (70) can, on account of its flappability, be used to support propulsion and provides little air resistance when flying horizontally.

Description

VERTICAL AIRCRAFT (VTOL)

Technical area

The invention relates to a VTOL aircraft.

State of the art

A VTOL aircraft ("vertical take-off and landing aircraft") or hybrid aircraft is an aircraft that can take off and land vertically and without a runway, which, in contrast to helicopters, also has rigid wings, which in horizontal flight with sufficient Propulsion generate lift. VTOL aircraft are able to make a transition between vertical hovering (with the possibility of stationary hovering) and faster, and usually more economical, level flight during the flight. They are thus more economical than helicopters and more versatile than surface aircraft. The invention relates to the field of VTOL aircraft with rigid wings and rotary blades, so with one or more propellers, which are arranged rotatably about one or more axes and generally have a large diameter, ie in the form of rotors, wing screws or rotatable wings.

Such aircraft are known per se. Thus, the US 2,437,330 (A. S. Muilgardt) shows an aircraft with a fuselage and in a front region of the fuselage pivotally arranged wings. A rotor is pivotable forwards about a transverse axis, so that it perceives the role of a conventional propulsion propeller in horizontal flight, while rotating in vertical flight in the manner of a helicopter rotor about a substantially vertical axis. A tail rotor balances the torque of the main rotor like a helicopter.

The aircraft is relatively large and has a complex structure. The control is difficult. Due to the mechanical power transmission between the main and tail rotor results in a limited usable space.

WO 2005/039973 A2 (DG Baldwin) shows an aircraft with a rotor provided with a vertical unit, which is arranged via a linkage pivotally mounted on a gondola-like loading unit for receiving a load. The rotor is pivotally mounted on the linkage. Furthermore, a wing unit is attached to the linkage, which generates lift. This Fiuggerät has due to its design only a limited true horizontal flight capability. The large rotor and the wing unit separated from the loading unit lead to an unstable position in the landed state; if necessary, special ground-based equipment is necessary to achieve a stable position, which greatly restricts the flexible use of the device. A stable flight behavior is also achieved only by a arranged on the charging unit stabilization unit, which also results in a complex structure.

Presentation of the invention

The object of the invention is to provide a the technical field mentioned above belonging VTOL aircraft, which has a simple structure and a stable flight behavior.

The solution of the problem is defined by the features of claim 1. According to the invention, the VTOL aircraft comprises:

a) a hull,

b) two main wings, which are arranged on both sides at a rear area of the fuselage,

c) two propellers, each one propeller is rotatably mounted on each main wing about a horizontal longitudinal axis, and

d) a rotor having at least two rotor blades, wherein the rotor is arranged on a pivotally mounted about a transverse axis on the fuselage rotor carrier.

There may also be more than two propellers. The axis of rotation of the propeller is preferably fixed relative to the orientation of the fuselage and always parallel to the longitudinal axis of the aircraft, resulting in a particularly simple structure. The propellers can also be pivotable about an axis (in particular transversely to the main flight direction). It is central that they can assume an orientation in which their axis of rotation substantially corresponds to the mentioned horizontal longitudinal axis. The terms "horizontal", "vertical", "longitudinal axis", "transverse axis" and "vertical axis" are used here used in the following sense: The VTOL aircraft can start vertically, ie in the vertical direction (in the direction of the vertical axis), but also move from one location to another at a substantially constant altitude, ie in a horizontal direction. The longitudinal axis of the aircraft or of the fuselage corresponds in the second case to the direction of flight. The transverse axis is perpendicular to the longitudinal axis and defines together with this a horizontal plane.

The main wings are preferably attached to the side of the fuselage. As a result, the hull is accessible from above and below, which allows flexible use. The at least two propellers are preferably arranged in an end region of the main wing. This results in particularly stable flight characteristics and reduced edge vortex resistance. Because of the vertical take-off and landing, the area of the main wings can be greatly reduced, so that a span between the preferred lateral propeller positions is sufficient anyway.

The rotor can advantageously be pivoted from a substantially vertical position about the transverse axis to the rear in a substantially horizontal position. In the horizontal position, the (essentially vertical) plane spanned by the rotor blades is thus arranged behind the fuselage. The pilot's view is not affected forward in this configuration in any position of the rotor. In addition, advantageous flight characteristics, in particular at the transition between vertical and horizontal flight and vice versa result.

The main wings advantageously have a symmetrical profile (analogous to the profile of the wings of a jet fighter). Due to the VTOL capabilities and the buoyancy performance of the hull, the surface lift is sufficient, this design also results in a small silhouette with correspondingly low air resistance. The aircraft according to the invention thus enables economical operation in horizontal flight.

The angle of attack of the rotor blades is adjustable. In vertical flight, the angle of attack of the rotor blades is advantageously coupled to the position of the elevator. In this way, the height in hovering can be easily controlled or changed (Pitch Control). The inventive construction of the VTOL aircraft is particularly simple and thus cost feasible. It allows self-stabilization and thus easy handling with safe flight characteristics. Due to its foldability, the rotor can be used to assist propulsion and it offers low air resistance in horizontal flight. So it is possible to travel at high speeds with low engine power. In addition, the rotor can have a relatively large vertical distance to the fuselage in vertical flight, which results in stable flight characteristics and simplifies loading and loading.

Advantageously, an adjustable rudder is dispensed with. The appropriate control can be done by taking different positions of the propeller blades of the two laterally arranged propeller.

Advantageously, the aircraft comprises a fork-shaped pivot lever, which is pivotally mounted on the hull, wherein at a free end of the rotor arm is arranged. The fork shape allows an arrangement of the bearing points of the pivot lever as far outside as possible. In the middle there is space left, which can be used.

The pivot lever may be pivotally mounted on the body with a first end which is opposite the free end. The bearing can also be located in a central region of the pivot lever.

Particularly preferably, the pivot lever is mounted on two bearing points in laterally outer regions of the fuselage, so that between the bearing points a useful space is recessed, which is available independently of a pivot position of the pivot lever. The entire hull width thus remains usable - regardless of the pivoting position of the pivot lever. In contrast to known solutions, this results in an enlarged usable space, which can also be used very flexibly. Due to the central arrangement of the work space, relatively large and / or heavy objects can be safely transported.

Alternatively, the pivot lever is mounted in the center of the fuselage. In principle, embodiments are also conceivable in which the pivot lever - with appropriate dimensioning - is mounted on one side only laterally on the hull. Advantageously, the useful space is designed as a receiving space for one or more useful modules, in particular passenger and / or payload modules. The aircraft can thus be equipped as part of the production, but possibly also later, as needed with a corresponding utility module. In a remote-controlled operation, a payload module is conceivable, which essentially fills the entire usable space. Otherwise, the payload module is equipped with a cab for one (or more) pilots. The payload module may comprise a lifting device, so that objects can also be picked up, for example, in the hovering flight of the aircraft from the ground. The hull comprises fastening devices for simple and secure attachment of the module or modules and interfaces for the transmission of energy and data, in particular control and control data.

Advantageously, the hull is shaped like a frame. The bearings of a fork-shaped pivot lever are then arranged laterally on the frame, while the Nutzmodule can be used in the frame. The result is a light but stable hull structure with maximum receiving space.

Advantageously, the two bearing points are arranged in the longitudinal direction in front of the center of gravity of the aircraft in a substantially vertical pivot position of the pivot lever, wherein an axial distance between the bearings and the center of gravity is not greater than 10% of a total length of the fuselage. In general, the center of gravity is advantageously independent of the longitudinal flight position between the bearings and the main wings. This arrangement enables safe flight characteristics in horizontal and vertical flight in particular. The result is a dynamic adjustment of the weight distribution, wherein the buoyant force of the rotor is always directed substantially so that it is opposite to the weight forces of the individual elements of the aircraft. The aircraft is self-stabilizing.

In one embodiment of the invention, the bearing points can be displaceable in the longitudinal direction of the fuselage, so that the configuration of the load distribution can be adapted. This adjustment can also be done automatically, for. B. on the basis of force and / or inclination sensors. Preferably, the pivot lever on two lateral elements, which are connected to a corresponding lateral bearing point of the fuselage. With a free end of the lateral elements, a rotor bridge is connected, which carries the rotor carrier.

Preferably, the pivot lever comprises an extension portion which extends beyond the bearing point on the opposite side of the rotor carrier.

The extension section can perform various tasks. Thus, in a preferred embodiment, accumulators for feeding propeller and / or rotor drives are accommodated in the extension section. The accumulators thus form a counterweight to the rotor bridge and the elements arranged thereon, in particular the rotor. Furthermore, the extension portions in the vertical and thus generally grounded flight configuration generally protrude downwardly. The accumulators accommodated in the extension sections can thus be achieved in a simple manner and with short lines of devices arranged on the floor for charging the accumulators. Furthermore, foldable foot elements for parking the VTOL aircraft are advantageously arranged on the ground at a free end of the extension section. These foot elements can be designed as often runners in helicopters. They are swung up at the transition from the vertical to the horizontal flight configuration along with the extension sections. Furthermore, they can be folded back after take-off and at the latest at the transition to the horizontal flight configuration, so that the air resistance is minimized and a visual obstruction is prevented.

The hinged foot members or an end portion of the extension portion may comprise contact elements which cooperate with bottom-mounted mating contacts and allow recharging of the rechargeable batteries after placement of the aircraft. The contact need not necessarily be made by direct contact of conductive materials, the contact elements and the mating contacts can interact, for example, inductively.

The pivot lever and extension sections are arranged laterally of the aircraft fuselage, for example of a utility module receiving frame. Are they extending? Foot elements substantially in the longitudinal direction, the space is kept underneath the fuselage. The utility module can thus be loaded from below, with a suitable bracket on the fuselage it can - for example by means of a winch - are lowered down. The utility module can thus be placed on the ground or a device for further transport or transported through an opening in the landing of the aircraft further down.

Advantageously, the aircraft further comprises a (controllable) elevator, which is arranged in a front region of the fuselage. It can be arranged there without conflicts with the propellers or the rotor and allows a fixed arrangement of the at least two propellers. The height control is thus carried out in horizontal flight analogous to that of a conventional aircraft.

Alternatively, the elevator elsewhere, z. B. in the main wing or behind it, be arranged.

Advantageously, at least two rotor propellers are arranged on the at least two rotor blades. Various combinations are possible, for. B. two, three or four rotor blades, each with a rotor propeller, four rotor blades, with two opposing flights! each carrying a propeller, etc. A rotor wing can in principle also carry several rotor propellers.

By using a direct rotor drive can be dispensed with a torque compensation, which is equivalent to the advantages of rotary wing aircraft (Autogyro) or tip jets. The use of electric motors is ideal for driving the rotor propellers because of simplicity, reliability, the weight / performance options and robustness with respect to centrifugal force - but not mandatory.

The propellers arranged on the main wing can also be driven by one or more electric motors. An accumulator for supplying the various electric motors can be fed by a generator driven by an internal combustion engine. Other solutions, eg. As the use of a fuel cell or a hybrid drive with combustion and electric motor are also conceivable. The drives for the rotor propellers on the one hand and the propeller arranged on the main wing on the other hand can be designed in different ways.

In a preferred embodiment, a rotor independent of the boom with propellers for torque compensation is arranged on the rotor carrier. In the vertical flight configuration, the propellers are primarily used for torque compensation, but they can also make a contribution to the drive in the vertical direction with appropriate orientation. For example, the propellers may be obliquely aligned with respect to a horizontal plane.

In horizontal flight, the boom and the propeller can be oriented, for example, so that the propeller (exclusively) to drive in the horizontal direction afford.

The boom may be pivotable about an axis parallel to the axis of rotation of the rotor. The drives of the boom arranged on the propeller are advantageously controlled so that the boom is always returned to a basic position, in particular parallel to the longitudinal direction of the aircraft. In a preferred embodiment of the inventive VTOL aircraft, the at least two rotor blades each comprise a foldable rotor blade section (also referred to below as "winglet"). The rotor blades therefore comprise a base part which is rotatably arranged on the rotor carrier and the rotor blade section which can be folded radially on the base part. The folding axis is preferably substantially parallel to the main plane of the base part. The winglets allow a reduction of air resistance in horizontal flight and lead in folded position to a reduced space requirement in the rotor plane. Accordingly, the area of the winglets can be comparatively large. These can also have a strongly curved lift profile. As a result, much buoyancy is already generated at low rotor speed. Lower speeds, however, also result in lower noise emissions and enable economical operation. Finally, a VTOL aircraft with this design has excellent sliding properties (autorotation).

Advantageously, the folding rotor blade sections are arranged radially outside of attachment points of the rotor propeller. The rotor propellers are so on Base part located directly within the transition to the hinged sections. As a result, the rotor propellers result in a maximum torque acting on the respective rotor blade, but can easily fulfill their respective purpose even when the Wingiet is folded down. The folding rotor blade sections preferably have a return mechanism which moves the rotor blade sections when they fall below a predetermined centrifugal force into a position of rest oriented substantially perpendicular to a base section of the respective rotor blade. The return mechanism can be designed such that the angle of attack of the winglets is controlled exclusively by the centrifugal force and eliminates additional control and corresponding drives. The solution is correspondingly inexpensive and weight-saving.

With a rotor pitch of less than about 45 ° to the longitudinal axis, the rotor speed can be reduced so that the winglets are folded back by the return mechanism and / or the wind. The return mechanism includes, for example, suitably sized spring means which counteract the centrifugal force.

The VTOL aircraft according to the invention is advantageously brought into a horizontal flight configuration by pivoting the rotor carrier from a vertical flight configuration in which an axis of rotation of the rotor is oriented substantially vertically, in which the rotor is fixed relative to the rotor carrier and the at least two rotor blades are vertical are oriented. The rotor carrier with the rotor is folded down with advantage to the rear. The fixation of the rotor provides stable flight characteristics and the rotor can also be fixed in a position in which it is optimal for the use of the aircraft.

The use of folding winglets reduces the radial extent of the rotor in the horizontal flight configuration, which also benefits the flight characteristics and considerably reduces the space requirement and aerodynamic drag of the rotor.

Preferably, the at least two rotor propellers are designed such that they generate propulsion in the horizontal flight configuration. The rotor propellers thus act in this configuration as further propulsion propellers, which are the propellers on the main wings support. Existing folding winglets arranged radially outside the fastening points of the rotor propellers can, as mentioned, be folded back in the horizontal flight configuration so that maximum propulsion results with minimal air resistance. Advantageously, the rotor is automatically fixed in a predetermined rotational position (about the rotor axis) during pivoting of the rotor carrier from the vertical to the horizontal flight configuration when falling below a predetermined angle between a main plane of the fuselage and a rotational axis of the rotor. For example, in a two-bladed rotor, the two wings are arranged horizontally or vertically, resulting in a balanced mass distribution. The automatic fixation facilitates the operation of the aircraft and ensures that the rotor in horizontal flight does not adversely affect the flight characteristics of the aircraft.

In a preferred embodiment of the VTOL aircraft this is designed hinged. In this case, the aircraft has one or more of the following kinks: a) between the fuselage and sections of the elevator arranged laterally on the fuselage;

b) between the hull and the main wings;

c) between the rotor head and two lateral elements of the pivoting lever; and / or d) in the region of a base section of the rotor blades.

In a kink, the interconnected elements can be pivoted either about a simple pivot axis against each other or the buckling includes not only a pivot and an inclined thereto arranged rotation axis.

The main wings are in particular folded down in a substantially vertical position. The same applies to the elevator. The rotor head can be pivoted relative to the rotor bridge, or it is pivoted together with the rotor bridge relative to the lateral elements de pivot lever. This allows an erection of the rotor axis with the rotor folded back. The kink in the area of Base section of the rotor blades then makes it possible to fold the projecting rearward over the fuselage width projecting part of the rotor blades forward, so that when folded, the width of the aircraft, the trunk width not or only slightly. The winglets can be connected to the sections of the elevator in the front area.

From the following detailed description and the totality of the claims, further advantageous embodiments and feature combinations of the invention result.

BRIEF DESCRIPTION OF THE DRAWINGS The drawings used to explain the embodiment show:

Fig. 1 is an oblique view of a first embodiment of an inventive

VTOL aircraft in vertical flight configuration;

FIG. 2 is an illustration of the aircraft with various utility modules; FIG.

3A-C is a side elevation, plan view and front elevation of the aircraft in the vertical flight configuration;

4 is an oblique view of the aircraft in an intermediate position between vertical and horizontal flight configuration;

Fig. 5 is an oblique view of the aircraft in the horizontal flight configuration;

6A-C are side, front and top views of the aircraft in the horizontal flight configuration;

7 is an oblique view of the aircraft in the folded state;

Fig. 8 is an oblique view of a second embodiment of an inventive

VTOL aircraft in vertical flight configuration; Fig. 9 is an oblique view of the aircraft in a transitional position between vertical and horizontal flight configuration; and

10 is an oblique view of the aircraft in the horizontal flight configuration.

Basically, the same parts are provided with the same reference numerals in the figures. Ways to carry out the invention

FIG. 1 shows an oblique image of a VTOL aircraft according to the invention in the vertical flight configuration. The aircraft 1 comprises a hull 10 with an open, substantially rectangular and horizontally oriented frame 11, in which a useful module 20 is accommodated. 1, the longitudinal axis x, the transverse axis y and the vertical axis z, wherein the longitudinal axis x and the transverse axis y span a horizontal plane xy, the vertical axis z and the transverse axis y a vertical plane yz transverse to the longitudinal axis x. The main directions of movement are vertical (z-direction) and horizontal (x-direction).

FIG. 2 shows the aircraft 1 with various useful modules 20a, 20b, 20c. The left sidewall is omitted in each case to give an insight into the respective module. Common to the modules 20a ... c is the external shape; they all comprise vertical front walls 21 a ... c and rear walls 22a ... c; the floor 23a ... c and the ceiling 24a ... 24c are arched. The modules 20 thus fit into a corresponding receptacle 1 2 of the frame 1 1. The first user module 20a is a passenger module for receiving passengers. It includes appropriate seats and possibly controls, if the aircraft 1 is not operated remotely. Depending on the desired altitude, the passenger module is designed with or without a pressurized cabin. The second user module 20b is a load module with a receiving space for loads to be transported. A pilot's seat is not provided. One with this Nutzmodu! 20b equipped aircraft 1 is intended for remote control. The third user module 20c is a load module with a lifting crane. This comprises a crane hook, which can be lowered through an opening in the bottom 23c of the utility module 20c. The aircraft 1 can thus loads of the Pick up soil. Other modules may be used as long as they fit into the receiving space 12 and do not interfere with the pivotal movement of the rotor described below.

The modules 20 each comprise interfaces for the power supply and the data exchange with the fuselage 10. Control and control data can be transmitted via electrical contacts or by radio. The modules 20 can be made interchangeable or be connected in the context of the production with the frame 1 1.

Arranged on the frame 11 are a fuselage front part 13 in front of the receiving space 12 and a fuselage rear part 14 behind the receiving space 12. When the user module 20 is inserted, a continuous roof line results. The fuselage front portion 13 and the trunk rear portion 14 take on components required for flight operation, such. B. control electronics including sensors (air velocity, air pressure, temperature, position) and communication means, an accumulator unit for feeding the electric drives, an internal combustion engine (eg., A piston engine, a turbine, fuel cells) for the direct drive and / or the Operation of a generator for charging the accumulator, the corresponding fuel tank, etc.

Arranged on the frame 1 1 is also in a front region, substantially laterally of the fuselage front part 13, an elevator 30 with two laterally on the frame 1 1 pivotable about a horizontal axis rudder elements 31, 32. In a rear area, substantially laterally of Fuselage rear parts 14, the main wings 41, 42 are arranged, which are directed with respect to the horizontal plane xy starting from the frame 1 1 obliquely upward, the included between the xy plane and the main surface of the main wing 42, 42 angle is about 10 ° , The main wings 41, 42 carry at their outer end in each case a fixedly arranged electric Propeilerantrieb 5 1, 52 arranged thereon propeller 53, 54. Alternatively, the propeller drive 51 is arranged in the fuselage rear part 14 and the drive power is mechanically (eg Waves) to the propellers. In vertical flight, the propellers 53, 54 serve primarily for lateral control and the fine adjustment of the forward or backward movement. The directions of rotation of the propeller 53, 54 are advantageously in opposite directions. The main wings 41, 42 Also advantageously comprise flaps which together form the aileron of the aircraft in a manner known per se.

On the fuselage 10 is pivotally mounted a rotor fork 60. It is hinged on both sides via a respective horizontal and transverse pivot axis slightly before the center of gravity in the vertical flight configuration on the frame 1 1 and comprises two lateral pivot lever 6 1, 62. Between the free ends is a Rotor bridge 63 attached.

The rotor bridge 63 includes a rotor bearing, in which the rotor 70 is rotatably mounted. In flight operation, the rotor bearing is fixedly arranged on the rotor bridge 63. For transporting and stowing the aircraft 1, as explained below, in connection with FIG. 7, it can be rotated by 90 ° relative to the rotor bridge. From the rotor bridge 63 electrical power and control signals to the rotor 70 are also transmitted via rotary contacts. The rotor 70 comprises two rotor blades 71, 72, which are mounted on a central rotor head 73, which forms the hub of the rotor 70. In the position shown in Figure 1, the pivot lever 6 1, 62 of the rotor fork 60 are pivoted vertically upwards, d. H. they include a right angle with the lateral longitudinal elements of the frame 1 1 a. The rotor bearing of the rotor bridge 63 has a in the same direction, ie vertically, upwardly directed axis of rotation. Accordingly, the two rotor blades 71, 72 rotate about a vertical axis and span a horizontal plane.

Starting from the rotor head 73, the rotor blades 71, 72 have an inner region 71. 1, 72. 1, which is mounted pivotably on the rotor head 73. The pivotal position (pitch) of the two rotor blades 71, 72 is in each case opposite and can be adjusted starting from the rotor bridge 63. For this purpose, suitable mechanical transmission elements or local actuators are arranged on the rotor. Placed hinged to this area is a main area 7 1 .2, 72.2. The folding axis is fixed in flight mode, a folding takes place - as explained below in connection with Figure 7 - for the transport and stowage of the aircraft 1 instead. At the outer end of the main region 71 .2, 72.2 is in each case a propeller drive 74, 75 arranged thereon with the propeller 76, 77, wherein the axes of rotation of the propeller substantially in that of the rotor blades 71, 72nd lie spanned horizontal plane and are offset by 180 ° to each other. The propeller drive 74, 75 includes an electric motor, which is accommodated in an aerodynamically optimized housing and which is in operative connection with the respective propeller 76, 77 (possibly via a transmission). The propellers 76, 77 may be variable pitch propellers. They provide the rotational energy of the rotor 70 in vertical flight and, if necessary, additional driving force in the direction of flight in horizontal flight.

In the area of the propellers, another folding axis, parallel to the main plane of the main area 71.2, 72.2, is arranged, via which winglets 71.3, 72.3 are mounted on the main areas 71, 2, 72.2. The winglets have a high performance profile with maximum lift. Between the winglets 71.3, 72.3 and the respective main area 71.2, 72.2, a spring-supported return mechanism is also arranged, which pivots the winglets 71.3, 72.3 in the absence of centrifugal force in a right angle to the main area 71.2, 72.2 angled and directed away from the rotor fork 60 position. Thus, FIG. 1 shows the position of the winglets 71.3, 72.3 during operation of the rotor 70 in the vertical flight configuration, so that the centrifugal force moves the winglets 71.3, 72.3 outwards into the extension of the main area 71.2, 72.2 of the rotor blades 71, 72.

Independently of the other control instructions, the winglets automatically ensure the correct rotational speed of the rotor in order to achieve sufficient vertical lift. The winglets are active only in vertical flight and in the transition up to a rotor angle of about 45 ° (measured for vertical orientation) linear decreasing. Between 0 and 45 °, the centrifugal force directly controls the angle of attack of the winglets and, in parallel, the power of the rotor drives. If the rotation is too fast, the angle of attack is increased and the power reduced - if it is too low, the angle of attack is reduced and the power increased. In the event of a power failure, the system automatically assumes a safe sink rate of approx. 3-4 m / s. With a rotor angle of more than 45 °, the winglets have little impact on performance, the rotor speed is reduced and the winglets are folded back by the driving wind.

FIGS. 3A-3C show a side view, a top view and a front view of the aircraft 1 in the vertical flight configuration. In addition to the already from the Figure 1 apparent components Figures 3A-3C in particular also clearly the landing skids, namely a central front Landekufe 81, which is arranged between the rudder elements 31, 32 of the elevator 30 on the front part of the frame 1 1, and two lateral rear landing skids 82, 83rd , which are arranged below the main wing 41, 42 in the rear region of the side parts of the frame 1 1. The landing skids 81, 82, 83 extending from the frame 1 1 obliquely backwards down and are formed transversely to the direction of flight to reduce the air resistance very narrow, while in the direction of flight have a multiple greater extent.

The lifting capacity in hover is determined by the performance of the rotor and the corresponding drives. This can be substantially increased if the forward movement for rotation occurs through the propeller arranged on the main wing. This is especially in special flight situations, eg. As the start in high altitude or unexpectedly strong downhill in the mountains, an advantage.

FIG. 4 shows an oblique view of the aircraft in an intermediate position between vertical and horizontal flight configuration. The pivoting levers 61, 62 of the rotor fork 60 with the rotor bridge 63 arranged thereon are pivoted backwards about the transversely oriented, horizontal axes of rotation. To the same extent, the orientation of the axis of rotation of the rotor 70 moves obliquely behind. The pivot levers 61, 62, the frame 1 1 and an inserted into the receiving space 12 of the frame 1 1 Nutzmodul are dimensioned so that the pivot lever can be freely pivoted to the horizontal orientation shown in Figure 5.

The resulting by the horizontal movement aerodynamic lift starts at a rotor tip angle of about 50 ° (measured between the rotor axis and the vertical position). With increasing speed in the direction of flight, the rotor fork 60 is further tilted (lowered) with the rotor 70, whereby the rotor blades 71, 72, the propellers 76, 77 and the winglets 71.3, 72.3 take a negative pitch. By this measure, the aircraft can continue driving, which further increases the inclination of the rotor 70 to the rear until the main wing 41, 42 and in addition the hull the Buoyancy for horizontal flight can take over. The transition from horizontal to vertical flight takes place in reverse order under a reduction of the horizontal speed.

FIG. 5 shows an oblique image of the aircraft in the horizontal flight configuration. Figure 6A-C shows a side view, a front view and a plan view of the aircraft in this flight configuration. The pivot levers 61, 62 are pivoted all the way back, lie on the side parts of the frame 1 1 and are fixed in this position. The rotor head 73 of the rotor 70 and thus the rotor axis of rotation are horizontal, parallel to the direction of flight, oriented. The rotor 70 is fixed in this flight configuration in a position in which the rotor blades 71, 72 are vertically oriented, so starting from the rotor head 73 extend vertically upwards or downwards. The inner regions 71.1, 72.1 and thus the entire rotor blades 71, 72 are pivoted relative to the rotor head 73 so that the main surface of the rotor blades 71, 72 are also parallel to the direction of flight. The air resistance of the rotor 70 is thus minimized. The winglets 71.3, 72.3 are pivoted 90 ° backwards relative to the respective main area 71.2, 72.2, ie lie behind the respective main area 71.2, 72.2. This results in a further reduction of air resistance and the space required in the vertical direction is reduced.

The axes of rotation of the propellers 76, 77 arranged on the rotor blades 71, 72 likewise run parallel in the direction of flight and the two propellers 76, 77 can contribute additional thrust in the forward direction, so that the aircraft 1 has four effective drives in this flight configuration. In horizontal flight, the elevator 30 serves for height control and forms a secondary wing.

For the normal cruising speed, the electric drives are operated in the range of their nominal power. For short-term phases at maximum speed, operation takes place in the area of the maximum power.

FIG. 7 shows an oblique image of the aircraft in the folded-in state. In this, the aircraft occupies a minimal space and can be so easily and inexpensively transport and store. The aircraft can be, for example, on a move roadworthy trailer or park in a standard parking area. The payload can be moved as needed on roads, z. B. for the fine distribution, without the corresponding utility module would have to be removed from the aircraft. Alternatively, the aircraft according to the invention can also be used in container logistics, where the useful modules serve as containers and are taken out of the fuselage together with the cargo to be transported further and by other means of transport (eg by road, rail or waterway). be transported further.

In contrast to the horizontal flight configuration, as shown in Figure 6, the rotor bearing is pivoted relative to the rotor bridge 63 by 90 ° upwards, so that the rotor head 73 facing upward. The rotor blades 71, 72 also have their main surfaces vertically upward, with the main parts 71.2, 72.2 are folded over the inner portions 71.1, 72.1 by 90 ° to the front. The winglets 71.3, 72.3 are located in the extension of the main parts 71 .2, 72.2 and extend like these laterally along the trunk 10 forward and thus enclose the utility module 20 a. The rotor 70 arranged on the propeller 76, 77 are oriented parallel to the side part of the frame 1 1. The main wings 41, 42 are folded upwards vertically, as are the rudder elements 31, 32 of the elevator 30. The propellers arranged on the main wings 41, 42 are fixed in a vertical direction. In vertical flight, the control conventionally takes place vertically along the vertical axis via the pitch adjustment of the rotor blades 71, 72. The height is controlled by the forward and Back movement of the stick, whereby when pulling the nose of the aircraft turns around the transverse axis upwards, respectively, a positive pitch increases the buoyancy and pulls the aircraft along the elevation axis upwards. Pressing the stick reverses the movement.

The control of the direction takes place in horizontal flight conventionally aerodynamically along the longitudinal axis via ailerons in or on the main wings 41, 42 in conventional combination with a rotation about the transverse axis via the elements 31, 32 of the elevator (pulling on the stick), which by the opposite adjustment the propeller 53, 54 and supported by a rotation about the vertical axis, in vertical flight, the direction control is exclusively by the opposite adjustment of the propeller 53, 54 on the left or right shift of the stick, wherein in horizontal flight a left shift rotation about the longitudinal axis in the direction of flight in Counterclockwise, in vertical flight, a rotation to the left about the vertical axis causes. The control in the opposite direction is analog.

The control of the forward or backward movement is carried out in vertical flight by the synchronous adjustment of the position of the blades of the propeller 53, 54, triggered by the operation of a pistol grip on the stick in the forward or reverse direction (or a gas / brake pedal analogous to vehicles or Via a variable pitch propeller lever).

The trim of all controls is done electrically as part of a conventional servo control for autopilots (height, direction, speed). The horizontal forward motion is controlled by a "Power & Speed" lever, which includes four positions, namely "Park" (lock), "Roll / Start / Land" (unlock), "Gear up" and "Fly". In particular, the position of the propeller blades of the propellers arranged on the main wings is influenced. On the same lever, the power control of the rotor drives is also provided, which provides only four stages, namely recuperation, idle, normal and maximum power and emergency situations "kick fill power", which requests the maximum power of all systems or optional only vertically or horizontally. The actual power to be provided depends on the required torque and thus u. a. regulated fully automatically depending on the position of the propeller or rotor blades.

The actual control of the drives (including an internal combustion engine for driving a generator for powering the accumulator) takes place fully automatically as a function of the required drive power and the state of charge of the accumulator.

All drive systems are double but not redundant; They are designed in such a way that the remaining drives can ensure safe and controlled lowering and landing even at maximum load even if half of the systems fail (hot spare, fail-save). Exemplary technical specifications of the aircraft shown are recorded in the following table:

Weight drive system complete 100 kg maximum total motor power approx. 140 kW

Span 4,991 m

(Horizontal Flight)

Span (vertical flight) 8,980 m

Length (horizontal flight) 5,079 m

Length (vertical flight) 3,329 m

Altitude (horizontal flight) 4,500 m

Altitude (vertical flight) 3,179 m (without chassis)

Wing area (horizontal flight) Main wing 2.14 m ²

Hull wing 9.14 m ² elevator 0.4 m ²

Total: 1 1.68 m ²

Propeller surface (vertical flight) 4,759 m ²

Extension (horizontal flight) 7.4

Extension (vertical flight) 17.0

Center of gravity (horizontal flight) measured from the front 50% of

Total length (horizontal flight)

Center of gravity (vertical flight) measured from the front 52 - 60% of

Total length (vertical flight)

Curb weight 222 kg (without payload module) maximum take-off weight 472.5 kg Tank volume 20 1

Cruising speed 300 km / h maximum speed 370 km / h maximum speed 420 km / h best speed 45 km / h maximum climb rate 14 m / s maximum altitude 6000 m

Fuel consumption 18 l / h

The total length designates the entire length of the fuselage in the corresponding flight configuration, including the rotor hub in the horizontal flight configuration.

FIGS. 8-10 show a second embodiment of a VTOL aircraft according to the invention. FIG. 8 shows an oblique view of the aircraft in the vertical flight configuration, FIG. 9 shows an oblique view of the aircraft in a transitional position between vertical and horizontal flight configurations, and FIG. 10 shows an oblique view of the aircraft in the horizontal flight configuration.

The aircraft 100 comprises a fuselage 1 10 having an open, substantially rectangular and horizontally oriented frame 1 1, in which a utility module 120 is accommodated. The longitudinal axis x, the transverse axis y and the vertical axis z can be seen in FIG. 8, wherein the longitudinal axis x and the transverse axis y span a horizontal plane xy, the vertical axis z and the transverse axis y a vertical plane yz transverse to the longitudinal axis x. The main directions of movement are vertical (z-direction) and horizontal (x-direction).

Arranged on the frame 1 1 1 in front of the receiving space with the Nutzmodul 120 a fuselage front part 1 1 3 and behind the receiving space a fuselage rear part 1 14. When inserted Nutzmodul 120 results in a continuous roofline. The hull- Front part 1 13 and the fuselage rear part 1 14 take on the components needed for flight operations, such. B. control electronics including sensors (air velocity, air pressure, temperature, position) and communication means, an accumulator unit for feeding the electric drives, an internal combustion engine (eg., A piston engine, a turbine, fuel cells) for the direct drive and / or the Operation of a generator for charging the accumulator, the corresponding fuel tank, etc.

Arranged on the frame 1 1 1 is also in a front region, substantially laterally of the fuselage front part 1 13, an elevator 130 with two laterally on the frame 1 1 1 pivotable about a horizontal axis rudder elements 1 31, 1 32. In a rear area , substantially laterally of the fuselage rear part 1 14, the main wings 141, 142 are arranged, which are directed obliquely upwards relative to the horizontal plane xy starting from the frame 1 1, which is enclosed between the plane xy and the main surface of the main wings 142, 142 Angle is about 10 °. The main wings 141, 142 carry at their outer end in each case a fixedly arranged electric propeller drive 1 5 1, 1 52 with arranged thereon propeller 1 53, 1 54. Alternatively, the Propefierantrfeb in the hull Hintertei / 1 14 is arranged and the drive power is mechanically ( eg via waves) to the propellers. In vertical flight serve the propellers 153, 1 54 primarily for side control and the fine adjustment of the forward or backward movement. The directions of rotation of the propellers 1 53, 1 54 are advantageously in opposite directions. The main wings 141, 142 also advantageously include flaps that together form the aileron of the aircraft in a manner known per se.

On the hull 1 10 pivotally mounted is a rotor fork Ι όΟ. It is hinged on both sides via a horizontal and transversely oriented pivot axis slightly before the center of gravity in the vertical flight configuration on the frame 1 1 1 and includes two lateral pivot lever 161, 162. The pivot lever 1 61, 162 comprise a lower part 161 .1, 162.1, which extends from the region of the pivot axis to the lower end, and an upper part 16 1.2, 162.2, between whose free ends a rotor bridge 163 is attached. The lower part 161 .1, 1 62.1 comprises a housing in which accumulators for feeding the propeller and rotor drives are accommodated. He acts as a counterweight to the rotor bridge with arranged components. At the lower end of the pivot levers 161, 162 pivotable about horizontal axes runner elements 164 are arranged. In the vertical flight configuration shown in FIG. 8, they are fully extended and extend, starting from the pivoting levers 161, 162, in the horizontal direction and parallel to the longitudinal axis of the aircraft 100, backwards or forwards. They carry the aircraft 100 when it rests on the ground. The underside of the aircraft 100 is thus freely accessible.

The rotor bridge 163 comprises a rotor bearing on which, starting from the rotor bridge 163 connecting the pivoting levers 161, 162, firstly a cantilevered arm 190 is pivotably arranged about an axis oriented perpendicular to the connecting axis of the pivoting levers 161, 162. The boom 190 comprises symmetrically to the axis of two base parts 191, 192, which are formed flat, wherein the main surfaces are parallel to the pivot axis. For example, in the vertical flight configuration illustrated in FIG. 8, both the pivot axis and the major surfaces are vertically oriented, the base portions 191, 192 generally extend longitudinally of the aircraft 100, but may be pivoted about the pivot axis from that base position. At the end of each base part 191, 192 is ever a propeller drive 195, 196 arranged with a propeller 193, 194. The propeller drives 195, 196 with the propellers 193, 1 4 are pivotable about a longitudinal axis of the base parts 191, 192. In the vertical flight configuration according to FIG. 8, the axes of rotation of the propellers 193, 194 point obliquely upward, on opposite sides of the aircraft 100.

The propeller drive 195, 196 includes an electric motor, which is accommodated in an aerodynamically optimized housing and which is in operative connection with the respective propeller 193, 194 (possibly via a gearbox). The propellers 193, 194 may be variable pitch propellers. Subsequent to the boom 190, the rotor 170 is rotatably mounted. In flight operation, the rotor bearing with arm 190 and rotor 170 is fixed to the rotor bridge 163. For transporting and stowing the aircraft 100, it can be rotated by 90 ° relative to the rotor bridge-analogously to the first embodiment. The rotor bridge 163 also transmits electrical power and control signals to the rotor bearing. The transmission can be done by conventional cable connections, since these only a relative Rotation angle between rotor bridge and rotor bearing (or boom 190) must endure of about 160 °. The rotor 170 comprises two rotor blades 171, 172, which are mounted on a central rotor head 173, which forms the hub of the rotor 170. In the position shown in Figure 8, the pivot lever 161, 162 of the rotor fork 160 are pivoted vertically upwards, ie they include a right angle with the lateral longitudinal elements of the frame 1 1 1 a. The rotor bearing of the rotor bridge 163 has a in the same direction, that is vertical, upward rotational axis. Accordingly, the two rotor blades 171, 172 rotate about a vertical axis and span a horizontal plane. The rotor blades 171, 172 are pivotally mounted on the rotor head 173 in a conventional manner. The pivot position (pitch) of the two rotor blades 171, 172 is in each case opposite and can be adjusted starting from the rotor bridge 163. For this purpose, suitable mechanical transmission elements or local actuators are arranged on the rotor. The rotor blades 171, 172 are also foldable on the rotor head about folding axes parallel to the rotor axis of rotation. The folding axes are fixed during vertical flight, a folding takes place at the transition to the horizontal flight and - as explained above for the first embodiment in connection with the figure 7 - for the transport and stowage of the aircraft 100 instead.

The propellers 193, 194 arranged on the arm 1 90 compensate for the torque of the rotor 170 and, due to their respective orientation, supply additional driving force in the direction of flight in horizontal flight and in vertical direction in vertical flight. The propellers 193, 194 are controlled so that the boom 190 is always substantially in the longitudinal direction of the aircraft 100.

Starting from the vertical flight configuration shown in FIG. 8, the transitional position between the vertical and horizontal flight configuration shown in FIG. 9 is reached by the pivoting levers 161, 162 of the rotor fork 160 with the rotor bridge 163 arranged therebehind the transversely oriented, horizontal rotational axes to the rear be pivoted. To the same extent, the orientation of the axis of rotation of the rotor 170 moves obliquely behind. At the same time, the two propellers 193, 194 arranged on the arm 190 successively become more and more pivoted forward orientation, so that they contribute to the horizontal propulsion. Coupled to the inclination of the pivot lever 161, 162 also the runner elements 164 are folded back. The pivot levers 16 1, 162, the frame 1 1 1 and an inserted into the receiving space of the frame 1 1 1 Nutzmodul 120 are dimensioned so that the pivot lever 161, 162 can be freely pivoted to the horizontal orientation shown in Figure 10.

The resulting by the horizontal movement aerodynamic lift starts at a rotor tip angle of about 50 ° (measured between the rotor axis and the vertical position). With increasing speed in the direction of flight, the rotor fork 160 with the rotor 170 is further inclined (lowered), whereby the rotor blades 171, 172 take a negative pitch. As a result of this measure, the aircraft can continue to travel, which further reinforces the inclination of the rotor 170 to the rear until the main wings 141, 142 and, in addition, the fuselage can take over the lift for the horizontal flight. The transition from horizontal to vertical flight takes place in reverse order under a reduction of the horizontal speed.

In the horizontal flight configuration shown in FIG. 10, the pivoting levers 161, 162 are pivoted completely backwards, lie on the side parts of the frame 11 and are fixed in this position. The rotor head 173 of the rotor 170 and thus the rotor axis of rotation are oriented horizontally, parallel to the direction of flight. The rotor blades 171, 172 are folded back and thus offer a very low air resistance. The runner elements are folded back completely into the lower (or now front) part of the swivel levers.

The axes of rotation of the propellers 193, 14 arranged on the arm 190 also run parallel in the direction of flight and the two propellers 193, 194 can contribute additional thrust in the forward direction, so that the aircraft 100 has four effective drives in this flight configuration. In horizontal flight, the elevator 130 serves for height control and forms a secondary wing. The invention is not limited to the illustrated embodiment. In particular, constructive details of the individual components can be designed differently. In particular, the Nutzmodule may have a different shape, in particular, the aerodynamic geometry of Modulunter- or -oberseite is not mandatory - so cuboidal container can be included, which survive below and / or above the fuselage front and rear. Central here is primarily that the pivoting movement of the rotor is not limited.

Also, the controls can be provided in other ways, instead of a lever, for example, a stick, a control horn or a steering wheel can be provided. The aircraft according to the invention can be designed with smaller and, in particular, larger dimensions, the corresponding payload also correspondingly also being smaller or larger. As already mentioned, there is also a great deal of freedom in terms of the drive technologies within the inventive concept.

In summary, it should be noted that a VTOL aircraft is provided by the invention, which has a simple structure and a stable flight behavior.

Claims

Patent claims

VTOL aircraft comprising a) a fuselage, b) two main wings, which are arranged on both sides of a rear area of the fuselage, c) two propellers, with one propeller on each main wing being arranged to be rotatable about a horizontal longitudinal axis, d) a rotor at least two rotor blades, the rotor being arranged on a rotor carrier which is pivotably mounted on the fuselage about a transverse axis.

VTOL aircraft according to claim 1, characterized in that the rotor is pivotable between a substantially vertical position about the transverse axis backwards into a substantially horizontal position.

VTOL aircraft according to claim 1 or 2, characterized by a fork-shaped pivot lever which is pivotally mounted on the fuselage, the rotor carrier being arranged at a free end of the pivot lever.

VTOL aircraft according to claim 3, characterized in that the pivot lever is mounted at its first end at two bearing points in laterally outer areas of the fuselage, so that a usable space is left between the bearing points, which is available regardless of a pivot position of the pivot lever.

VTOL aircraft according to claim 4, characterized in that the useful space is designed as a receiving space for one or more utility modules, in particular passenger and/or payload modules.

VTOL aircraft according to claim 4 or 5, characterized in that the two bearing points are arranged in the longitudinal direction in front of the center of gravity of the aircraft in a substantially vertical pivot position of the pivot lever, wherein an axial distance between the bearing points and the center of gravity is in particular not greater than 10% of the total length of the fuselage.

7. VTOL aircraft according to one of claims 3 to 6, characterized in that the pivot lever has a rotor bridge which connects two side elements of the pivot lever and carries the rotor carrier.

8. VTOL aircraft according to one of claims 3 to 7, characterized in that the pivot lever comprises an extension section which extends on an opposite side of the rotor carrier beyond a bearing point on the fuselage.

9. VTOL aircraft according to claim 8, characterized in that accumulators for feeding propeller and / or rotor drives are accommodated in the extension section.

10. VTOL aircraft according to claim 8 or 9, characterized in that foldable foot elements for parking the VTOL aircraft on the ground are arranged at a free end of the extension section.

1 1 . VTOL aircraft according to one of claims 1 to 10, characterized by an elevator which is arranged in a front area of the fuselage.

12. VTOL aircraft according to one of claims 1 to 1 1, characterized in that at least two rotor propellers are arranged on the at least two rotor blades.

13. VTOL aircraft according to one of claims 1 to 1 1, characterized in that a boom independent of the rotor with propellers for torque compensation is arranged on the rotor carrier.

14. VTOL aircraft according to one of claims 1 to 13, characterized in that the at least two rotor blades each comprise a foldable rotor blade section.

15. VTOL aircraft according to claims 13 and 14, characterized in that the foldable rotor wing sections are arranged radially outside of fastening points of the rotor propellers.

16. VTOL aircraft according to claim 14 or 15, characterized in that the foldable rotor wing sections have a return mechanism which moves the rotor wing sections into a rest position oriented essentially perpendicular to a base section of the respective rotor wing when the centrifugal force falls below a predetermined level.

17. VTOL aircraft according to one of claims 1 to 16, characterized in that it can be brought by pivoting the rotor carrier from a vertical flight configuration in which an axis of rotation of the rotor is oriented essentially vertically into a horizontal flight configuration in which the rotor is fixed relative to the rotor carrier and the at least two rotor blades are oriented vertically.

18. VTOL aircraft according to claims 17 and 12, characterized in that the at least two rotor propellers are designed such that they generate propulsion in the horizontal flight configuration.

19. VTOL aircraft according to claim 17 or 18, characterized in that when pivoting the rotor carrier from the vertical to the horizontal flight configuration when falling below a predetermined angle between a main plane of the fuselage and an axis of rotation of the rotor, the rotor is automatically fixed in a predetermined rotational position .

20. VTOL aircraft according to one of claims 1 to 19, characterized in that it is designed to be foldable, the aircraft having one or more of the following kinks: a) between the fuselage and sections of the elevator arranged laterally on the fuselage; b) between the fuselage and the main wings; between the rotor head and two side elements of the pivot lever; and or

in the area of a base section of the rotor blades.