CA2947683A1 - Fixed wing vtol aircraft - Google Patents
Fixed wing vtol aircraft Download PDFInfo
- Publication number
- CA2947683A1 CA2947683A1 CA2947683A CA2947683A CA2947683A1 CA 2947683 A1 CA2947683 A1 CA 2947683A1 CA 2947683 A CA2947683 A CA 2947683A CA 2947683 A CA2947683 A CA 2947683A CA 2947683 A1 CA2947683 A1 CA 2947683A1
- Authority
- CA
- Canada
- Prior art keywords
- aircraft
- fuselage
- propellers
- created
- changing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/02—Tailplanes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/02—Undercarriages
- B64C25/08—Undercarriages non-fixed, e.g. jettisonable
- B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/02—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis vertical when grounded
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Toys (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The invention is a fixed wing aircraft capable of vertical take-off and landing. The invention is intended for transportation of personnel and cargo. The aircraft consists of a fuselage, a rear wing connected to the fuselage through stabilizing fins, a pair of wings at the front, two propellers and corresponding motors attached to the front wing, and two control surfaces attached to the front wing.
The aircraft orientation is maintained by cooperation between the two control surfaces and the thrust of the two propellers. The aircraft cruise with the fuselage pointing forward, but takes off and land with the fuselage pointing up. Transition is achieved entirely by rotating the whole aircraft.
The aircraft orientation is maintained by cooperation between the two control surfaces and the thrust of the two propellers. The aircraft cruise with the fuselage pointing forward, but takes off and land with the fuselage pointing up. Transition is achieved entirely by rotating the whole aircraft.
Description
1 Description
2 Title
3 Fixed Wing VTOL aircraft
4 Field of the Invention This invention lies in the field of aeronautic engineering.
6 In the last century, short distance transportation (<100km) has been mostly accomplished with an 7 automobile. For long distance transportation (>4001cm), fixed-wing aircraft are capable of higher 8 travelling speeds and can reduce travelling time significantly. Medium distance transportation (100-9 4001(m) is problematic, as the time required to commute to the airport negate the time saved by air travel. On the other hand, short distance transportation will become more and more difficult as 11 urbanization takes place. As cities grow, ground space will become more precious and limited. Since 12 automobiles and public transport can only operate close to the ground level, their speeds and 13 capacities are limited no matter how efficiently they are coordinated.
While rotorcrafts eliminate the 14 need for proximate airport, their lift generating mechanism is inefficient, consequently compromising their cruise range and speed. Therefore, an ideal aircraft would be one that is capable 16 of both fixed-wing cruising, and vertical take-off and landing (VTOL).
17 Description of Prior Art 18 There have been multiple previous inventions regarding aircrafts that are capable of both fixed-wing 19 flight and VTOL.
The VTOL aircraft described in [US 3051413 A] uses turbines, internal ducting, and nozzles 21 integrated in wing to achieve vertical flight.
22 Patent [US 20150048200 Al] describes a traditional aircraft attached to a helicopter rotor, where the 23 collective and cyclic mechanism of the rotor allows the aircraft to be controlled during vertical 24 flight.
Patent [US 5340057 A] describes another aircraft where thrust vectoring using traditional control 26 surfaces (elevator, aileron, and rudder) facilitates control of aircraft during vertical flight 27 Patent [US 20040129828 Al] describe an aircraft where a single propeller is used. The aircraft is 28 stabilized using gyroscopic effects of the propeller and engine unit.
29 The most common designs involve motors and propellers that rotate relative to the fuselage [US
7574513 Bl][US 4296896 A], tilting wings [US 3666209 A][US 5405105 A], or multiple propellers 31 in which some are redundant during cruise flight[US 8636241 B21 32 Summary of the Invention 33 A proposed solution to the problem is an aircraft that transition from vertical flight to cruise flight 34 by rotating the entire fuselage. Motors and wings are heavily loaded components of an aircraft. By 35 not using rotating motors or tilted wings, weight is reduced which is critical for vertical flight 36 performance. Furthermore, the fuselage rotation allows occupying personnel to enter the aircraft in a 37 stand up posture, then transition to resting in the prone or supine position during cruise flight. In 38 addition to being ergonomic, the prone and supine positions allow significant reduction to the 39 fuselage's frontal area compare to traditional aircraft, hence reducing drag and improving cruise 40 performance.
41 In a preferred embodiment of the proposed aircraft, fixed wing style propellers are used. Their 42 differential thrust and thrust interaction with the control surfaces allows aircraft orientation to be 43 controlled. This set up mitigates the weight penalty and complexity of a helicopter collective and 44 cyclic pitch control mechanism. With the aid of feedback controllers, the proposed aircraft is 45 controlled by a minimum of 4 actuators (2 propellers + 2 control surfaces). The elimination of 46 traditional control surfaces (elevator, aileron, and rudder) further reduces weight and complexity of 47 the aircraft.
48 The preferred embodiment of the proposed aircraft also uses the same propellers for both lift during 49 vertical flight and thrust during cruise flight; no redundant motors or propellers are needed, hence 50 saving weight and reducing drag. The airflow generated by the propellers is exploited to counteract 51 wing tip vortices to enhance cruise flight performance.
52 List of figures 53 Figure 1 is a view of one possible embodiment of the invention in cruise configuration 54 Figure 2 is a view of one possible embodiment of the invention in VTOL
configuration 55 Figure 3 shows a personnel being transported in one possible embodiment of the invention during 56 VTOL.
57 Figure 4 shows a personnel being transported in one possible embodiment of the invention during 58 cruise flight.
59 Figure 5 is a front view of one possible embodiment of the invention with landing gears extended 60 Figure 6 is a side view of one possible embodiment of the invention with landing gears extended 60 Detail Description 61 In the following discussion, roll refers to rotation around the x-axis, pitch refers to rotation around 62 the y-axis, and yaw refers to rotation around the z-axis. These axes reside in a local reference frame 63 that is body-fixed to, and moves with the fuselage, as shown in figure 1 and figure 2.
64 In the invention illustrated, fuselage 1 is a structure that encloses its occupying personnel 2 and 65 cargo. In cruise flight, fuselage 1 lies horizontally with respect to ground as shown in figure 1.
66 During VTOL, fuselage 1 stands vertically with respect to ground as shown in figure 2. On the 67 ground, personnel 2 board or exit the fuselage in an upright position as shown in figure 3. Once the 68 aircraft has taken off, fuselage 1 rotates into cruise flight configuration through aerodynamic forces 69 and moments, and the personnel 2 rest in either prone or supine position, as shown in figure 4.
70 To the rear of fuselage 1, a pair of fins 3 is attached and connects the fuselage 1 to rear wing 4. The 71 fins 3 provide yaw damping during cruise flight, while rear wing 4 provides the majority of lift 72 during cruise flight. Towards the front, a pair of front wings 5 is attached rigidly to fuselage 1. The 73 front wings 5 house the control surfaces 6 and motors 7. Propellers 8 are attached to motors 7, and 74 together with the control surfaces 6, generates aerodynamic forces and moments that affect the 75 aircraft orientation.
76 Two landing gears 9 are attached to the rear wing 4, while another two landing gears 10 are attached 77 to the rear of the fuselage 1. Together they form a stable platform for VTOL even on inclines. The 78 center of mass of the fuselage 1 determines the maximum inclination angle at which the aircraft can 79 land and shut down without toppling. For this and some other reasons regarding dynamics of the 80 aircraft, it is desirable to have the center of mass located towards the rear of the fuselage 1.
81 In a preferred embodiment of the design, during both VTOL and cruise configuration, yaw moment 82 is generated by differentiating the thrust of the propellers 8. Thrust differentiation can either be 83 achieved by changing the pitch of the propellers 8, or by changing the speed of the propellers 8. Roll 84 moment is generated by actuating the control surfaces 6 in opposite directions, or by accelerating 85 propellers 8 independently. Pitch moment is generated by actuating the control surfaces 6 in the 86 same direction. The cooperation of the four inputs is performed by control systems using feedback 87 from sensor units, in order to achieve the desirable aircraft orientation at any given time.
88 In a preferred embodiment of the design, during VTOL and hovering, under no wind conditions, 89 actuation of the control surfaces 6 directs the combined propeller thrust through the aircraft's center 90 of mass to prevent unwanted pitching. When subjected to wind disturbances, the control surfaces 6 91 creates pitch moment and pitch the aircraft towards the wind such that propellers 8 are pointing into 92 the wind, in order to maintain the aircraft's position relative to ground.
93 In a preferred embodiment of the design, during cruise flight, the personnel's 2 prone or supine 94 resting position allows the fuselage 1 frontal area to be reduced.
Further drag reduction is achieved 95 by using the airflow generated by the propellers 8 to counteract development of wing tip vortices on 96 both the front wing 5 and rear wing 4.
97 Potential Application 98 This invention is intended for autonomous transportation of personnel and cargo, in, out, and 99 between urban areas.
6 In the last century, short distance transportation (<100km) has been mostly accomplished with an 7 automobile. For long distance transportation (>4001cm), fixed-wing aircraft are capable of higher 8 travelling speeds and can reduce travelling time significantly. Medium distance transportation (100-9 4001(m) is problematic, as the time required to commute to the airport negate the time saved by air travel. On the other hand, short distance transportation will become more and more difficult as 11 urbanization takes place. As cities grow, ground space will become more precious and limited. Since 12 automobiles and public transport can only operate close to the ground level, their speeds and 13 capacities are limited no matter how efficiently they are coordinated.
While rotorcrafts eliminate the 14 need for proximate airport, their lift generating mechanism is inefficient, consequently compromising their cruise range and speed. Therefore, an ideal aircraft would be one that is capable 16 of both fixed-wing cruising, and vertical take-off and landing (VTOL).
17 Description of Prior Art 18 There have been multiple previous inventions regarding aircrafts that are capable of both fixed-wing 19 flight and VTOL.
The VTOL aircraft described in [US 3051413 A] uses turbines, internal ducting, and nozzles 21 integrated in wing to achieve vertical flight.
22 Patent [US 20150048200 Al] describes a traditional aircraft attached to a helicopter rotor, where the 23 collective and cyclic mechanism of the rotor allows the aircraft to be controlled during vertical 24 flight.
Patent [US 5340057 A] describes another aircraft where thrust vectoring using traditional control 26 surfaces (elevator, aileron, and rudder) facilitates control of aircraft during vertical flight 27 Patent [US 20040129828 Al] describe an aircraft where a single propeller is used. The aircraft is 28 stabilized using gyroscopic effects of the propeller and engine unit.
29 The most common designs involve motors and propellers that rotate relative to the fuselage [US
7574513 Bl][US 4296896 A], tilting wings [US 3666209 A][US 5405105 A], or multiple propellers 31 in which some are redundant during cruise flight[US 8636241 B21 32 Summary of the Invention 33 A proposed solution to the problem is an aircraft that transition from vertical flight to cruise flight 34 by rotating the entire fuselage. Motors and wings are heavily loaded components of an aircraft. By 35 not using rotating motors or tilted wings, weight is reduced which is critical for vertical flight 36 performance. Furthermore, the fuselage rotation allows occupying personnel to enter the aircraft in a 37 stand up posture, then transition to resting in the prone or supine position during cruise flight. In 38 addition to being ergonomic, the prone and supine positions allow significant reduction to the 39 fuselage's frontal area compare to traditional aircraft, hence reducing drag and improving cruise 40 performance.
41 In a preferred embodiment of the proposed aircraft, fixed wing style propellers are used. Their 42 differential thrust and thrust interaction with the control surfaces allows aircraft orientation to be 43 controlled. This set up mitigates the weight penalty and complexity of a helicopter collective and 44 cyclic pitch control mechanism. With the aid of feedback controllers, the proposed aircraft is 45 controlled by a minimum of 4 actuators (2 propellers + 2 control surfaces). The elimination of 46 traditional control surfaces (elevator, aileron, and rudder) further reduces weight and complexity of 47 the aircraft.
48 The preferred embodiment of the proposed aircraft also uses the same propellers for both lift during 49 vertical flight and thrust during cruise flight; no redundant motors or propellers are needed, hence 50 saving weight and reducing drag. The airflow generated by the propellers is exploited to counteract 51 wing tip vortices to enhance cruise flight performance.
52 List of figures 53 Figure 1 is a view of one possible embodiment of the invention in cruise configuration 54 Figure 2 is a view of one possible embodiment of the invention in VTOL
configuration 55 Figure 3 shows a personnel being transported in one possible embodiment of the invention during 56 VTOL.
57 Figure 4 shows a personnel being transported in one possible embodiment of the invention during 58 cruise flight.
59 Figure 5 is a front view of one possible embodiment of the invention with landing gears extended 60 Figure 6 is a side view of one possible embodiment of the invention with landing gears extended 60 Detail Description 61 In the following discussion, roll refers to rotation around the x-axis, pitch refers to rotation around 62 the y-axis, and yaw refers to rotation around the z-axis. These axes reside in a local reference frame 63 that is body-fixed to, and moves with the fuselage, as shown in figure 1 and figure 2.
64 In the invention illustrated, fuselage 1 is a structure that encloses its occupying personnel 2 and 65 cargo. In cruise flight, fuselage 1 lies horizontally with respect to ground as shown in figure 1.
66 During VTOL, fuselage 1 stands vertically with respect to ground as shown in figure 2. On the 67 ground, personnel 2 board or exit the fuselage in an upright position as shown in figure 3. Once the 68 aircraft has taken off, fuselage 1 rotates into cruise flight configuration through aerodynamic forces 69 and moments, and the personnel 2 rest in either prone or supine position, as shown in figure 4.
70 To the rear of fuselage 1, a pair of fins 3 is attached and connects the fuselage 1 to rear wing 4. The 71 fins 3 provide yaw damping during cruise flight, while rear wing 4 provides the majority of lift 72 during cruise flight. Towards the front, a pair of front wings 5 is attached rigidly to fuselage 1. The 73 front wings 5 house the control surfaces 6 and motors 7. Propellers 8 are attached to motors 7, and 74 together with the control surfaces 6, generates aerodynamic forces and moments that affect the 75 aircraft orientation.
76 Two landing gears 9 are attached to the rear wing 4, while another two landing gears 10 are attached 77 to the rear of the fuselage 1. Together they form a stable platform for VTOL even on inclines. The 78 center of mass of the fuselage 1 determines the maximum inclination angle at which the aircraft can 79 land and shut down without toppling. For this and some other reasons regarding dynamics of the 80 aircraft, it is desirable to have the center of mass located towards the rear of the fuselage 1.
81 In a preferred embodiment of the design, during both VTOL and cruise configuration, yaw moment 82 is generated by differentiating the thrust of the propellers 8. Thrust differentiation can either be 83 achieved by changing the pitch of the propellers 8, or by changing the speed of the propellers 8. Roll 84 moment is generated by actuating the control surfaces 6 in opposite directions, or by accelerating 85 propellers 8 independently. Pitch moment is generated by actuating the control surfaces 6 in the 86 same direction. The cooperation of the four inputs is performed by control systems using feedback 87 from sensor units, in order to achieve the desirable aircraft orientation at any given time.
88 In a preferred embodiment of the design, during VTOL and hovering, under no wind conditions, 89 actuation of the control surfaces 6 directs the combined propeller thrust through the aircraft's center 90 of mass to prevent unwanted pitching. When subjected to wind disturbances, the control surfaces 6 91 creates pitch moment and pitch the aircraft towards the wind such that propellers 8 are pointing into 92 the wind, in order to maintain the aircraft's position relative to ground.
93 In a preferred embodiment of the design, during cruise flight, the personnel's 2 prone or supine 94 resting position allows the fuselage 1 frontal area to be reduced.
Further drag reduction is achieved 95 by using the airflow generated by the propellers 8 to counteract development of wing tip vortices on 96 both the front wing 5 and rear wing 4.
97 Potential Application 98 This invention is intended for autonomous transportation of personnel and cargo, in, out, and 99 between urban areas.
Claims (7)
1. An aircraft capable of fixed wing cruising and vertical take-off and landing while carrying personnel and cargo, consisting of:
a. a fuselage b. at least a pair of lift generating devices fixedly attached on each side of the fuselage, and towards the front of the fuselage with respect to the direction of travel during cruise flight c. one or more connecting members fixedly attached to the fuselage, and towards the rear of the fuselage with respect to the direction of travel during cruise flight d. one or more lift generating devices fixedly attached to the connecting members e. at least a pair of propellers, and corresponding motors fixedly attached to each of the front lift generating devices f. at least a pair of articulating control surfaces attached to the front lift generating devices
a. a fuselage b. at least a pair of lift generating devices fixedly attached on each side of the fuselage, and towards the front of the fuselage with respect to the direction of travel during cruise flight c. one or more connecting members fixedly attached to the fuselage, and towards the rear of the fuselage with respect to the direction of travel during cruise flight d. one or more lift generating devices fixedly attached to the connecting members e. at least a pair of propellers, and corresponding motors fixedly attached to each of the front lift generating devices f. at least a pair of articulating control surfaces attached to the front lift generating devices
2. The aircraft defined in claim 1, wherein:
a. The fuselage fully encloses its carrying personnel and cargo b. The fuselage allows personnel to enter and exit in the stand-up position prior to vertical take-off, and after vertical landing.
c. The fuselage allows personnel to rest in prone or supine position during cruise flight d. The fuselage presents a minimal frontal area and resulted drag due to the personnel's resting position
a. The fuselage fully encloses its carrying personnel and cargo b. The fuselage allows personnel to enter and exit in the stand-up position prior to vertical take-off, and after vertical landing.
c. The fuselage allows personnel to rest in prone or supine position during cruise flight d. The fuselage presents a minimal frontal area and resulted drag due to the personnel's resting position
3. The aircraft defined in claim 1, wherein its orientation during flight is affected by:
a. Pitch moment created by moving the two control surfaces together to interact with incident airflow, as well as the propeller's thrusts b. Roll moment created by moving the two control surfaces in opposite directions to interact with incident airflow and propeller's thrust, and by changing the angular momentum of the motor propeller units.
c. Yaw moment created by differentiating the thrust of the propellers through changing propeller speeds and propeller pitch.
a. Pitch moment created by moving the two control surfaces together to interact with incident airflow, as well as the propeller's thrusts b. Roll moment created by moving the two control surfaces in opposite directions to interact with incident airflow and propeller's thrust, and by changing the angular momentum of the motor propeller units.
c. Yaw moment created by differentiating the thrust of the propellers through changing propeller speeds and propeller pitch.
4. The aircraft defined in claim 1, wherein:
a. During level cruise flight:
i. Longitudinal acceleration relative to ground is created by changing the combined thrust magnitude ii. Lateral acceleration relative to ground is created by changing the direction of the aerodynamic lift vector after rolling said aircraft through the means described in claim 3 iii. Vertical acceleration relative to ground is created by changing the direction of the aerodynamic lift vector after pitching said aircraft through the means described in claim 3 b. During vertical take-off and landing i. Longitudinal acceleration relative to ground is created by changing the direction of the combined thrust vector after pitching said aircraft through the means described in claim 3 ii. Lateral acceleration relative to ground is created by changing the direction of the combined thrusts vector after yawing said aircraft through the means described in claim 3 iii. Vertical acceleration relative to ground is created by changing the magnitude of the combined thrust vector
a. During level cruise flight:
i. Longitudinal acceleration relative to ground is created by changing the combined thrust magnitude ii. Lateral acceleration relative to ground is created by changing the direction of the aerodynamic lift vector after rolling said aircraft through the means described in claim 3 iii. Vertical acceleration relative to ground is created by changing the direction of the aerodynamic lift vector after pitching said aircraft through the means described in claim 3 b. During vertical take-off and landing i. Longitudinal acceleration relative to ground is created by changing the direction of the combined thrust vector after pitching said aircraft through the means described in claim 3 ii. Lateral acceleration relative to ground is created by changing the direction of the combined thrusts vector after yawing said aircraft through the means described in claim 3 iii. Vertical acceleration relative to ground is created by changing the magnitude of the combined thrust vector
5. The aircraft defined in claim 1, wherein:
a. Transition from vertical take-off to level cruise flight is achieved by rotating the entire fuselage using the pitch, roll, and yaw moment defined in claim 3.
b. Transition from level cruise flight to vertical landing is achieved by rotating the entire fuselage using the pitch, roll, and yaw moment defined in claim 3.
c. Stability of said aircraft during vertical take-off and landing is maintained with augmented controllers through feedback from sensor units d. Stability of said aircraft during level cruise flight is maintained by control systems using feedback from sensor units
a. Transition from vertical take-off to level cruise flight is achieved by rotating the entire fuselage using the pitch, roll, and yaw moment defined in claim 3.
b. Transition from level cruise flight to vertical landing is achieved by rotating the entire fuselage using the pitch, roll, and yaw moment defined in claim 3.
c. Stability of said aircraft during vertical take-off and landing is maintained with augmented controllers through feedback from sensor units d. Stability of said aircraft during level cruise flight is maintained by control systems using feedback from sensor units
6. The aircraft defined in claim 1, wherein:
a. The propellers are counter rotating b. The propellers have variable-pitch capability c. The propellers generate vortices in the air flow that counteracts wing tip vortices of The front and rear lift generating devices to reduce lift-induced-drag during cruise flight d. The direction of the propellers thrust vector is controlled by the control surfaces
a. The propellers are counter rotating b. The propellers have variable-pitch capability c. The propellers generate vortices in the air flow that counteracts wing tip vortices of The front and rear lift generating devices to reduce lift-induced-drag during cruise flight d. The direction of the propellers thrust vector is controlled by the control surfaces
7. The aircraft defined in claim 1, wherein:
a. The rear connecting members provide yaw damping and aid with yaw stability during cruise flight b. The rear connecting members act as structural support to the rear lift generating devices c. The fuselage and the rear lift generating devices support and mount the retractable landing gears for vertical take-off and landing
a. The rear connecting members provide yaw damping and aid with yaw stability during cruise flight b. The rear connecting members act as structural support to the rear lift generating devices c. The fuselage and the rear lift generating devices support and mount the retractable landing gears for vertical take-off and landing
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2947683A CA2947683A1 (en) | 2016-11-03 | 2016-11-03 | Fixed wing vtol aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2947683A CA2947683A1 (en) | 2016-11-03 | 2016-11-03 | Fixed wing vtol aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2947683A1 true CA2947683A1 (en) | 2018-05-03 |
Family
ID=62068329
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2947683A Abandoned CA2947683A1 (en) | 2016-11-03 | 2016-11-03 | Fixed wing vtol aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2947683A1 (en) |
-
2016
- 2016-11-03 CA CA2947683A patent/CA2947683A1/en not_active Abandoned
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |
Effective date: 20191105 |