CN104768848B - 垂直起飞的飞机 - Google Patents
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Abstract
本发明涉及一种垂直起飞的飞机(1),其带有机翼(3)。第一驱动单元(4)和第二驱动单元(5)可摆动地支承地布置在机翼(3)处。第一驱动单元(4)和第二驱动单元(5)与机翼(3)的机翼端部(12)间隔开地布置在机翼(3)处。第一驱动单元(4)相对于飞机(3)的纵轴线(10)的第一距离近似等于第二驱动单元(5)相对于飞机(3)的纵轴线(10)的第二距离。第一驱动单元(4)和第二驱动单元(5)可摆动到水平飞行状态和竖直飞行状态中。在水平飞行状态中,第一驱动单元(4)在机翼处布置在机翼面上部,而第二驱动单元(5)布置在机翼面下部。在竖直飞行状态中,第一驱动单元(4)和第二驱动单元(5)布置在近似水平的平面中。第一驱动单元(4)和第二驱动单元(5)相应具有摆动臂(7),其中,摆动臂(7)可摆动地支承地布置在机翼(3)处。
Description
技术领域
本发明涉及一种垂直起飞的飞机,其带有机翼,其中,第一驱动单元和第二驱动单元可摆动地支承地布置在机翼处,其中,第一驱动单元和第二驱动单元与机翼的机翼端部间隔开地布置在机翼处,其中,第一驱动单元相对于飞机的纵轴线的第一距离近似等于第二驱动单元相对于飞机的纵轴线的第二距离,并且其中,第一驱动单元和第二驱动单元可摆动到水平飞行状态和竖直飞行状态中。
背景技术
垂直起飞的飞机尤其作为无人驾驶飞机使用并且使用在军事领域中。这种飞机通常具有布置在机身的相对而置的侧部上的两个机翼,其中,两个驱动单元在机翼处相应可摆动地支承地布置在与相应的使用目的匹配的并且与机翼刚性地相连接的支承元件中。还已知这样的飞机,在其中并未设计独立的机身,并且机翼由沿着纵轴线对称设计的两个机翼半部形成,其中,两个驱动单元在机翼半部处相应可摆动地支承地布置在与相应的使用目匹配的并且与机翼半部刚性地连接的支承元件中。
支承元件例如可以是布置在机翼下方的吊舱,在其中在飞行方向上相继可摆动地支承地布置有驱动单元。为了起飞和着落或者进行悬浮飞行,将驱动单元摆动到竖直飞行状态中,其中,由驱动单元提供的驱动力基本上竖向地朝地面的方向上起作用并且以这种方式实现竖向的上升、下降和悬浮飞行状态。一旦飞机达到巡航高度,驱动单元就摆动到水平飞行状态中。在水平飞行状态中,由驱动单元提供的驱动力基本上水平地与飞行方向相反地起作用。因为在相应带有布置在吊舱中的两个驱动单元的垂直起飞的飞机中,在吊舱中的驱动单元在飞行方向上前后布置,所以在飞行方向上布置在前面的驱动单元的流流入布置在后面的驱动单元。由此垂直起飞的飞机的效率在水平飞行状态中在所提供的转子面积方面降低。
还已知的是,在机翼处设置有用于驱动单元的独立的支承元件,其中,一个独立的支承元件在机翼处刚性地布置在机翼上方,而一个独立的支承元件布置在机翼下方。以这种方式使得驱动单元的流在水平飞行状态中未相互流入,从而改善在水平飞行状态中的效率。然而,因为驱动单元布置在不同的高度上,所以驱动单元在竖直飞行中在地面附近具有不同的地面效应(Bodeneffekt),其中,由布置得更低的驱动单元提供的升力通常大于由布置得更高的驱动单元提供的升力。因此,在竖直飞行中必须对布置在不同的高度上的驱动单元的驱动功率进行持续的调整。这导致在竖直飞行中的不平稳的飞行状态。
发明内容
因此,本发明的目的在于,对已知的垂直起飞的飞机如此进一步进行改进,即,在水平飞行中得到尽可能高的效率并且在竖直飞行中实现尽可能平稳的飞行状态。
根据本发明,该目的由此实现:在水平飞行状态中,第一驱动单元在机翼处布置在机翼面上部,而第二驱动单元布置在机翼面下部,在竖直飞行状态中,第一驱动单元和第二驱动单元布置在近似水平的平面中。以这种方式在竖直飞行阶段中在地面附近实现第一驱动单元和第二驱动单元的协调一致的地面效应,从而尤其在起飞和着落阶段中实现平稳的飞行状态。在水平飞行状态中,第一驱动单元和第二驱动单元的流未互相流入,从而由此没有出现效率损失。第一驱动单元和第二驱动单元在竖直飞行状态中应当尽可能地布置在水平的平面内。然而,这种布置方式的例如可能由于制造公差造成的稍微的偏差并未或者仅仅少许地影响飞行状态。
有利地设置成,第一驱动单元和第二驱动单元相应具有摆动臂,其中,摆动臂可摆动地支承地布置在机翼处。以这种方式可如此预定驱动单元的摆动轴线,即,第一驱动单元和第二驱动单元在竖直飞行状态中基本上布置在水平的平面内,而在水平飞行状态中布置在机翼面上方和下方。适宜地,摆动臂如此布置在机翼处,即,第一驱动单元在竖直飞行状态中在水平飞行方向上位于机翼前方,而第二驱动单元位于机翼后方。在此,摆动臂可如此设计和布置在机翼处,即,第一驱动单元和第二驱动单元在水平飞行状态中基本上在竖直面内布置在机翼下方和上方。但同样可行的是:第一驱动单元和第二驱动单元在水平飞行状态中与竖直面间隔开地布置在机翼处。
垂直起飞的飞机的飞行状态可由此进一步改善,即,第一驱动单元和第二驱动单元相对于飞机的纵轴线的机身距离小于第一驱动单元和第二驱动单元相对于伸延穿过机翼端部并且平行于纵轴线的机翼轴线的机翼端部距离。适宜地,驱动单元布置成尽可能靠近机身。最小的可行的机身距离例如由第一驱动单元或第二驱动单元的转子的转子直径限制。
适宜地,驱动单元的总负载经由合适的布置在机翼内的一个或者多个横梁传递到机身上。通过将驱动单元在机身附近布置在机翼处,可采用更轻的机翼结构,因为驱动单元的载荷仅仅必须通过机翼的小的部件传导至机身。
由于将驱动单元布置在机翼前方和后方而可加长机翼并且由此产生附加的机翼伸展。由此减小机翼在水平飞行中的诱导阻抗并改善飞行功率。
此外,通过将驱动单元布置在机身附近使机翼结构总体变得更有刚性,从而在机翼或承载横梁中产生更小的弯曲振动。由此尤其改善在竖直飞行状态中的可操控性并得到更平稳的飞行状态。
有利地,根据发明设置成:在机翼处布置有摆动装置,并且第一驱动单元和第二驱动单元与摆动装置有效连接。通过共同使用用于第一驱动单元和第二驱动单元的摆动装置可进一步降低机翼重量并且进一步改善垂直起飞的飞机的飞行状态。
为了可尽可能简单地调节垂直起飞的飞机并由此实现更平稳的飞行状态,根据本发明有利地设置成:第一驱动单元的摆动运动和第二驱动单元的摆动运动相关联。此外,通过关联摆动运动可放弃用于使驱动单元独立旋转的复杂的单独驱动器并且使用特别成本有利且轻巧的摆动装置。
在根据发明的垂直起飞的飞机的一种特别有利的设计方案中设置成,第一驱动单元和第二驱动单元形成驱动装置,并且在机翼处彼此间隔开地布置有至少两个驱动装置。为了提高冗余度可由此进行设置:在机翼处布置两个或者三个驱动装置。但还可根据需求在机翼处布置多于三个的驱动装置。
根据本发明由此实现特别成本有利的结构和特别好的飞行状态,即,第一驱动单元和第二驱动单元是螺旋桨式驱动器或者叶轮式驱动器或者喷气动力装置。适宜地,螺旋桨式驱动器刚性地来实施或者实施成带有转子叶片调节系统。
附图说明
借助在附图中示出的实施例进一步阐述垂直起飞的飞机的其他的优点和设计方案。其中:
图1显示了处于水平飞行状态下的垂直起飞的飞机的示意图,其带有沿侧向布置在飞机机身处的机翼,
图2显示了处于竖直飞行状态下的垂直起飞的飞机的示意图,其带有沿侧向布置在飞机机身处的机翼,
图3显示了处于水平飞行状态下的垂直起飞的飞机的示意图,其没有尾翼、带有布置在机身上侧处的机翼,
图4a显示了处于竖直飞行状态下的垂直起飞的飞机的示意性示出的俯视图,其中,每个机翼相应带有两个驱动装置,
图4b显示了在图4a中示出的处于水平飞行状态下的垂直起飞的飞机的示意性示出的前视图,
图5显示了摆动装置与布置在摆动装置处的驱动单元的示意图。
具体实施方式
图1和2显示了垂直起飞的飞机1的示意图,其带有相应布置在机身2的相对而置的侧部上的机翼3。在机翼3处相应可摆动地支承地布置有第一驱动单元4和第二驱动单元5。第一驱动单元4和第二驱动单元5相应具有螺旋桨6和摆动臂7。摆动臂7可摆动地布置在机翼3处,其中,关联的摆动运动由布置在机翼3处的摆动装置8触发和驱动。
第一驱动单元4和第二驱动单元5如此布置在机翼3处,即,驱动单元4和5相对于垂直起飞的飞机1的纵轴线10的机身距离9小于第一驱动单元4和第二驱动单元5相对于伸延通过机翼端部12且平行于纵轴线10的机翼轴线13的机身距离11。
在图1中,第一驱动单元4和第二驱动单元5处于水平飞行状态下,而在图2中示出了第一驱动单元4和第二驱动单元5处于竖直飞行状态下。
在图3中示意性地示出了一种垂直起飞的飞机,其没有尾翼、带有布置在机身2的上侧处的两个机翼3。
图4a显示了垂直起飞的飞机1的示意性示出的俯视图,而图4b显示了示意性示出的前视图,其带有布置在机身2的相对而置的侧部处的两个机翼3,其中,在机翼3处相应布置有两个驱动装置14。驱动装置14相应具有第一驱动单元4和第二驱动单元5,它们利用摆动臂可摆动地支承地布置在机翼3处。
在图4a中示出了垂直起飞的飞机1处在竖直飞行状态下。在图4b中示出了驱动单元4和5处在水平飞行状态下。
在图5中示意性地示出了摆动装置8,其带有通过驱动皮带15驱动的两个驱动轮16。驱动皮带15相应在驱动轮16处固定在固定点17处。驱动皮带15的位置可通过绞盘(Winde)18调节。为了装配和拆卸驱动皮带15,在驱动皮带15处设置有拉紧装置19。
在驱动轮16处布置有第一驱动单元4和第二驱动单元5。第一驱动单元4和第二驱动单元5相应具有摆动臂7和布置在摆动臂7上的螺旋桨6。
通过借助绞盘18调节传动皮带15的位置使驱动轮16相关联地转动。为了驱动绞盘18,例如可使用未示出的电动的伺服驱动器。
Claims (6)
1.一种垂直起飞的飞机(1),其带有机翼(3),所述机翼具有远离于飞机的纵轴线的最远端部,其中,第一驱动单元(4)和第二驱动单元(5)可摆动地支承地布置在机翼(3)处,其中,第一驱动单元和第二驱动单元与同飞机的纵轴线背离的机翼的最远端部间隔开在机翼的最远端部和纵轴线之间的距离布置在机翼上,其中,第一驱动单元(4)相对于飞机(1)的纵轴线(10)的第一距离近似等于第二驱动单元(5)相对于飞机(1)的纵轴线(10)的第二距离,并且其中,第一驱动单元(4)和第二驱动单元(5)可摆动到水平飞行状态和竖直飞行状态中,其特征在于,在水平飞行状态中,第一驱动单元(4)在机翼处布置在机翼面上部,而第二驱动单元(5)布置在机翼面下部,并且第一驱动单元和第二驱动单元中的一个在纵向上布置在机翼的前方而第一驱动单元和第二驱动单元中的另一个在纵向上布置在机翼的后方,并且在竖直飞行状态中,第一驱动单元(4)和第二驱动单元(5)布置在近似水平的平面中,其中,第一驱动单元(4)和第二驱动单元(5)相应具有摆动臂(7),其中,摆动臂(7)可摆动地支承地布置在机翼(3)处。
2.根据权利要求1所述的垂直起飞的飞机(1),其特征在于,第一驱动单元(4)和第二驱动单元(5)相对于飞机(1)的纵轴线(10)的机身距离(9)小于第一驱动单元(4)和第二驱动单元(5 )相对于伸延穿过机翼端部(12)并且平行于纵轴线(10)的机翼轴线(13)的机翼端部距离(11)。
3.根据权利要求1所述的垂直起飞的飞机(1),其特征在于,在机翼(3)处布置有摆动装置(8),并且第一驱动单元(4)和第二驱动单元(5)与摆动装置(8)有效连接。
4.根据权利要求1所述的垂直起飞的飞机(1),其特征在于,第一驱动单元(4)的摆动运动和第二驱动单元(5)的摆动运动相关联。
5.根据权利要求1所述的垂直起飞的飞机(1),其特征在于,第一驱动单元(4)和第二驱动单元(5)形成驱动装置(14),并且在机翼(3)处彼此间隔开地布置有至少两个驱动装置(14)。
6.根据权利要求1所述的垂直起飞的飞机(1),其特征在于,第一驱动单元和第二驱动单元(5)是螺旋桨式驱动器(6)或者叶轮式驱动器或者喷气动力装置。
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DE102012106869.0A DE102012106869A1 (de) | 2012-07-27 | 2012-07-27 | Senkrecht startendes Flugzeug |
DE102012106869.0 | 2012-07-27 | ||
PCT/EP2013/065361 WO2014016226A1 (de) | 2012-07-27 | 2013-07-19 | Senkrecht startendes flugzeug |
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EP (1) | EP2776315B1 (zh) |
JP (1) | JP6396900B2 (zh) |
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CN (1) | CN104768848B (zh) |
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CA (1) | CA2880133A1 (zh) |
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RU (1) | RU2627261C2 (zh) |
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DE102012106869A1 (de) | 2014-01-30 |
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PL2776315T4 (pl) | 2016-12-30 |
AU2013295135A1 (en) | 2015-02-19 |
CA2880133A1 (en) | 2014-01-30 |
AU2013295135B2 (en) | 2017-05-25 |
CN104768848A (zh) | 2015-07-08 |
RU2015106747A (ru) | 2016-09-20 |
SI2776315T1 (sl) | 2017-01-31 |
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Effective date of registration: 20230830 Address after: Wittstadt, Germany Patentee after: Yikeda Co.,Ltd. Address before: Darmstadt Patentee before: Jonathan Hei Saier Jay Barrs |