DE102019001834A1 - 2-rotor tilt rotor aircraft without swash plates - Google Patents

Abstract

Tilting rotor aircraft, characterized in that it is equipped with 2 exclusively collectively blade-adjustable, tiltable lifting rotors (1, 2), which also has a jacketed double propeller arrangement in the rear (3), which acts as a rear drive and control unit, which - in addition to the task of forward thrust to generate, additionally in the hover flight as well as in transition phases of the aircraft, provides thrust components for its movements around the pitch axis and the yaw axis.

Description

The invention relates to a 2-rotor tilt rotor aircraft, i.e. an aircraft type that can take off and land vertically and also has a wing and tiltable rotors for level flight, which enables an extremely efficient cruise flight for such an aircraft. The first inventor of this aircraft category was - in the 1940s - the German Henrich Focke with his then project called Focke-Achgelis Fa 269, which he called a convertible aircraft. In the meantime, the term tilt rotor aircraft is used for such aircraft, under which they are known today.

To date, all 2-rotor tilt rotor aircraft have one thing in common: their rotors - like the rotors of a conventional helicopter, for example - are equipped with individual blade control. This allows the air flow generated by the rapidly rotating rotor to be specifically influenced. Thus, in hover flight mode, i.e. with the rotors swiveled `` horizontally '' upwards, subtle and precise maneuvering of the aircraft close to the ground is guaranteed. Such a design requires the integration of swash plates in the rotor heads. Since these rotors also have to be swiveled back and forth for the individual operating modes - between vertical and horizontal alignment - the mechanical effort that has to be driven in the swivel drive area is immense. This of course also results in a considerable maintenance effort, which is why tilt rotor aircraft such as the US V 22 Osprey are ultimately among the most expensive aircraft ever. This also applies to derivatives of this type of aircraft, e.g. Bell's 'V-280 Valor' tilt rotor design. In this case, only the rotor is swiveled (while the motor remains stationary), but this tilting rotor must still be equipped with the complex, individual blade control. Related tilt wing projects are even more complex: With the Chance-Vought LTV XC-142A, the entire wing is tilted to adapt to the individual flight conditions - so enormous masses have to be moved in flight.
The construction principle of tilt rotor patterns that is typical today, i.e. aircraft à la V22 Osprey, ultimately represents a compromise between lift rotor and propeller. When hovering, i.e. in the lift rotor configuration, only a comparatively small rotor area is available with a small number of blades (if you place the usual helicopter rotors as a benchmark), while cruising the rotating blades quickly reach a high blade tip speed. With horizontally aligned rotors, i.e. in hover mode, the combination of a small number of blades and a small rotor area of the rotors also harbors a considerable potential risk. In particular when intercepting from a rapid descent, the rotor blades can get into their own turbulence. Under such circumstances it can come to stall conditions, i.e. a departure of the flow at the rotor blades of the rotor. A total loss of the aircraft is then inevitable. In order to prevent this danger to man and machine, there are meanwhile restrictions on flight operations for the tilting rotor type V-22 Osprey, for example (the sink rates have been limited - so severely limited that critics deny that the type is unrestrictedly suitable for military use), in order to limit the risk of falling this tilt rotor pattern meanwhile has a warning system with the help of which such a dangerous flight condition is to be avoided.
To remedy the situation by increasing the rotor diameter (lower rotor blade surface loading / reduced stall tendency) is prohibited for reasons of the multiple operational requirements to which the aircraft is subject. All that would remain is an increase in the number of blades of the rotors / propellers of the tilting rotor aircraft, but this option is practically unrealizable: Even with the three-blade rotors used today, the mechanical complexity is enormous due to the need for individual blade control, a 6-blade or 8-blade It would be a pure illusion to want to equip the rotor with such a mechanism.

The task would therefore have to be to design a tilt rotor aircraft in such a way that its tilt rotors can each have a high number of rotor blades of primarily 8 or even more blades, which can then only be controlled in the form of collective adjustability in order to avoid an unacceptably complex mechanical situation in the Rotor head area - as known from the conventional tilting rotor head systems with their individual blade control - to be avoided.

This object is achieved by a tilt rotor aircraft type according to the inventive claims 1-30.

The tilt rotors attached to the wing tips are no longer responsible for hovering the new type of tilt rotor aircraft. These now only perform the control task of exercising control of the aircraft when it rolls around its longitudinal axis. The hover control of the nodding, i.e. the movements of the aircraft over the transverse axis, as well as its yawing around the vertical axis, is carried out by a propeller device in the rear of the aircraft, which consists of 2 propellers rotating in opposite directions, whose axis of rotation runs parallel to the longitudinal axis of the aircraft and which is constantly driven. Since the two propellers are mounted in a casing, at their opposing position - that is, the front propeller blows air backwards, the rear propeller blows air forward - a pressure potential is generated between the two propeller rings. By blowing out the compressed air generated in this way - via an outlet opening in the casing, the orientation of which is freely selectable - a thrust vector can then be obtained that moves the tail of the aircraft in any desired direction. If the tail is moved to the left or right using the thrust vector, the aircraft yaws; if the tail is moved up or down using the thrust vector, the aircraft nods.

Special advantages of this general design:

It is particularly advantageous here that the two propellers of the propeller device in the rear of the aircraft also have to be controlled exclusively collectively. The 'collective blade control' technology thus dominates both with regard to the tilt rotors and the two propellers in the rear of the aircraft. Under the aspect of 'mechanical effort', the entire new type of tilt rotor aircraft can be controlled on the basis of a technology in the drive train that - in terms of complexity - corresponds to the simple level of propeller control of a Cessna.
On the dynamics side, the main shaft, which couples the two lift rotors, goes from the main shaft in the area of the center wing box (above the fuselage) via a bevel gear to an additional drive shaft that leads back into the rear of the aircraft. Analogous, for example, to the versions that are known from conventional helicopters for torque compensation.

With the classic helicopter principle, this tail shaft would easily consume up to 9% of the total propulsive power just for this task, the torque compensation at the moment of the highest stress, at takeoff. In the novel tilt rotor aircraft according to the inventive claims 1 to 30 with 2 lift rotors running in opposite directions, however, a loss due to a compensating torque compensation is advantageously no longer given.

In horizontal cruise, the propulsion power of the novel tilt rotor aircraft according to the invention is used completely and exclusively for propulsion. Both the main rotors, which are swiveled forward, make their contribution - as does the propeller device in the rear of the new type of tilting rotor aircraft. Both of their propeller rings - in this operating mode, each positively positioned but rotating in opposite directions - with their small diameter can rotate very quickly and provide high performance.

In vertical hovering flight (especially vertical take-off and landing), part of the drive energy of the new type of aircraft is consumed for operating the propeller device in the tail and its control function, but - in contrast to the classic helicopter layout - with the As a novelty, torque compensation is no longer necessary, there is only a slight loss of engine power as a tribute to this 'generation of control force'.

In addition, the recently multi-bladed lifting rotors of the invention (e.g. 8 - bladed or more) can now convert their drive power into lifting power much more effectively than with all previously known tilting rotor designs, which were only equipped with 3-bladed rotors (currently there are also project studies for which 4-bladed Rotors are provided). With conventional tilt rotor aircraft, which, as mentioned, must have an individual blade control due to the principle involved, an increase in the number of rotor blades has thus far been virtually impossible, since the usual 3 rotor blades already result in an extremely complex mechanics of the rotor head. The recently possible use e.g. of 8-blade rotors with only collectively adjustable rotor blades thus has an abundance of positive consequences. On the one hand, the number of parts in the rotor head is reduced considerably, the mechanical complexity drops massively, which then immediately results in significantly lower maintenance costs for these dynamic components - and thus considerably lower costs - than were previously common when operating an aircraft of this category - guaranteed.

A special advantage of the new tilt rotor aircraft with exclusively collectively controlled rotors, which can now have a number of blades of, for example, 8 blades (or more), is furthermore that it can now guarantee a significant increase in safety in hover mode. The risk of rotor stall, which existed with conventional tilt rotor designs with their low number of blades, if they were intercepted while they were in a rapid descent, can be caused by the new tilt rotor aircraft - precisely because of its advantageous equipment with rotors that have a high number of blades (e.g. 8 or more) - can be almost excluded. The high number of sheets guarantees a lower surface load on each individual sheet and at the same time the now smaller sheet spacing prevents the formation of strong turbulence between the sheets. The fact that the rotor is equipped with many blades also generally enables a smaller, necessary blade pitch angle during operation than that which is required for a rotor with a small number of blades. For a tilt rotor aircraft according to the invention, this results in a significantly higher one Maneuverability than previous, well-known tilt rotor designs such as a V 22 Osprey can offer.

In particular, flight states such as a descent at a high rate of descent can now also be carried out in a targeted manner with such an aircraft type - without the risk of a rotor stalling.

Special advantages: constructive details

The propeller device in the stern is advantageously mechanically extremely simple. The two collectively controlled propellers, which are stored in a casing, are somewhat separated from each other. When the propeller is operating in opposite directions (i.e. in hover mode, when the front propeller blows backwards and the rear propeller forwards), the pressure potential necessary for hover control purposes builds up in the space between them. In order to ensure that compressed air is blown out only in the desired direction, the space between the propellers is surrounded by a movable sealing ring. This sealing ring is freely mounted on a central ball joint and can be tilted. It can therefore - depending on the tilt angle - release compressed air in any desired direction, i.e. the radial blowing out of air can take place over the entire 360 degree spectrum. The sealing ring is primarily controlled by cables, push rods or a hydraulic cylinder arrangement.
During cruise, when no control impulses from the propeller device in the stern of the invention are required, the sealing ring completely closes the exhaust opening - so that the compressed air flow, i.e. the thrust of the two propellers, which are then positively engaged, can only leave the propeller casing to the rear (or in reverse flight mode then with the blowout direction forwards) In order to be able to cover this work spectrum, the sealing ring is fitted into the radial blow-out opening between the propellers as follows: In the neutral position, the sealing ring generally dips up to half of its depth into the front segment of the propeller casing - this half is not visible at all in the neutral position. The rear, i.e. the visible half of the sealing ring completely closes the blow-out effect between the front and rear segments of the propeller casing in the neutral position. If, for example, compressed air is to be released downwards in order to achieve a control pulse that pushes the tail of the aircraft `` upwards''(and thereby lowers the nose of the aircraft = nodding pulse), the sealing ring (mounted on a central ball joint) must, as it were,' be tilted. The lower segment of the ring is then completely immersed in the front segment of the propeller casing - thus exposing a gap at the bottom through which air can 'escape'. At the top, however, there is no gap. In return for the movement, the upper segment of the sealing ring dips into the area of the rear segment of the propeller casing. However, since half of the overall depth of the sealing ring was previously stored covered in the front segment of the propeller casing, this half now appears, following the sealing ring segment that dips away at the top. Nothing changes in the upper area of the blow-out opening: When the sealing ring movement is described, it remains permanently closed. Functionally, the desired force vector then results from this situation 'air outlet below / blockage above': The tail of the aircraft rises.
The great advantage of this constructive solution for sealing or partially releasing the exhaust opening is the low complexity and number of parts. A single component - the sealing ring - makes it possible to blow out in any direction of the 360 degree spectrum. This results in great weight and maintenance advantages and ultimately massive cost advantages.

The constructive solution `` covered double propeller arrangement to generate a compressed air potential '', which can be vented in any desired direction via a movable sealing ring for hover control purposes, requires the integration of an additional technical detail: If the two propellers of the covered propeller arrangement are switched on from cruise mode (both propellers positive ) switched to hover mode (rear propeller turned negative / i.e. turned to 'reverse thrust position') the desired compressed air potential builds up between them immediately. However, this compressed air potential must be able to flow away, although the sealing ring still completely closes the exhaust opening → because at this point in time no sealing ring adjustment was made / i.e. no control vector generation was required of the system. Immediately after switching to hover mode, the system already produces a compressed air potential as a 'reactive power' that must be able to flow off → because only an uninterrupted air flow guarantees the immediate and quick response of the system - to control inputs in general. To ensure this, openings are advantageously provided in the rear jacket segment, in the immediate vicinity of the sealing ring which covers the exhaust slot, which are specifically responsible for the dissipation of this reactive power. They can therefore also be referred to as reactive power channels.

They are close to the front edge of the rear jacket segment, this is positioned completely circumferentially and is controlled radially. On the functional side, they can, for example, be coupled with the adjustment of the blades of the rear propeller ring - ie they then open synchronously with the setting of these leaves to reverse thrust / i.e. when they are turned down. If the sealing ring is now tilted, for example, in order to release compressed air downwards (to achieve a control pulse that pushes the tail of the aircraft upwards), the sealing ring dips into the rear segment of the casing and closes the reactive power ducts there. At the same time, the discharge opening opens up as a wide gap at the bottom, as the sealing ring is completely immersed in the front segment of the casing. This efficiently generates the desired control pulse.

At the same moment that the hover mode is ended and the rear propeller returns to the 'positive pitch' position, the reactive power channels close again synchronously - the double propeller casing is completely closed again and the entire thrust of both (now positive pitch again) Propeller can only eg exit to the rear - for the desired generation of thrust for the cruise flight.

Special advantages of the 2-rotor operating principle of the invention:

The restriction to only 2 lift rotors, which are designed as tilt rotors, brings massive advantages for the aircraft according to the invention. In general, few large lift rotors have a higher efficiency in hover than many small rotors. Patterns with many rotors, e.g. quad-copter (4-ring pattern) or even multicopters are known as a solution approach, for example for drones, but are basically uneconomical (especially in cruise mode). A solution with only a single rotor (helicopter principle) is - as is well known - disadvantageous. Although the large single rotor is effective in hovering flight, it is well known that it requires a swash plate and individual blade control in order to guarantee full mobility of an aircraft in this mode - and is also extremely ineffective in terms of good cruising performance.
In order to stabilize a surface in the room, at least 3 support points are known to be needed (a two-legged stool, for example, is unstable and falls over). This means that 3 lifting rotors, each with a collective blade pitch, represent a minimum for solving this task. However, as is well known, the tilting rotor flight task is not limited to the stabilization and movement of an aircraft as part of its free and slow movement in space (i.e. hovering ) but especially in the fast forward flight, which is enabled by wing and controlled with control surfaces (cruise flight). The 2 Collectively adjustable rotors that are attached to the wing can of course be easily swiveled in order to work in cruise mode - but how should you proceed with a third rotor, which would be indispensable in a tilting rotor aircraft design concept with only collectively controlled rotors (see Task hover mode)? The very special advantage of the aircraft according to the invention with its double propeller arrangement in the stern is that this third rotor - which is actually indispensable for hover stabilization - is actually rationalized away and its task of - as already described - 'propeller arrangement' in the stern. transmitted. Because this propeller arrangement actually takes on 2 tasks (cruise propulsion and hover control), the complexity and cost of the overall system are reduced considerably.

Special advantages in hover mode:

In the tilt rotor aircraft according to the invention (both in cruising flight, but also in particular) in hover mode, all air currents generated - i.e. the rotor downdraft and all control vectors emerging from the propeller arrangement in the tail - are emitted exclusively and directly in the desired effective direction. This results in an enormous agility of the aircraft when hovering, almost comparable to that of a hummingbird in the animal kingdom.
While, for example, a helicopter from its hovering downdraft (which is primarily responsible for the lift) also has to derive control impulses for rolling and pitching - and yawing via the tail rotor suffers from the primacy of torque compensation - every air jet in the aircraft according to the invention is direct and focused exclusively on his task. The rotor downdraft of the two lift rotors is of course primarily responsible for the necessary lift - but also extremely effective for a roll impulse if required - thanks to the large lever (achieved by the outer wing position) and thanks to the optimum 90 ° radiation there) to the longitudinal axis . The exit of an air jet from the propeller arrangement in the stern also always takes place at an ideal 90 ° angle (to the vertical or transverse axis). And from the fact that the leverage in generating these tax vectors is enormous here too, the aforementioned, extraordinary agility results. The tilt rotor aircraft according to the invention is thus far superior to any other known vertical take-off pattern in hover flight mode. No other tilt rotor - or tilt wing pattern, no conventional helicopter (also none with a notary design), and certainly no quadcopter with a hover control based on torque differences of the 4 rotors - can even come close!

Special advantages in cruise mode:

Based on the fact that the propeller arrangement in the stern of the aircraft according to the invention has propellers with a relatively small diameter (if the large tilt rotors on the wing are used as a benchmark), there has recently been an extremely advantageous opportunity for cruising to increase the efficiency of the aircraft to bring about this operating state. According to its inventive design, the propulsion power of the aircraft - even when cruising - is now composed of 2 sources. Both the tilt rotors on the wing and the jacketed double propeller arrangement in the rear of the aircraft contribute their share. Advantageously, the two propellers with a small diameter in the double propeller arrangement in the stern can now be assigned the main share in generating the propulsion power - while the tilt rotors on the wing only have to contribute a minority share. If the tilt rotors, which have a large diameter, rotate very quickly in cruise mode, the blade tips of the rotor blades can approach the range of the speed of sound, which results in efficiency losses. This problem does not exist in the propeller arrangement in the stern, whose propellers only have small diameters. If the main propulsion power is now provided by the small propellers, while the large rotors have to contribute less, the blade tip problem can be defused. The distribution of this drive power can be controlled by adjusting the blades of the respective propellers.

The tilt rotor aircraft according to the invention according to claims 1 to 30 is now also advantageously equipped with a hybrid drive. The electrical energy required to operate its electric motors can come from an energy generation module (combustion engine + generator) or from an electrical storage unit (battery). (Or as part of a mixed supply from both sources). The internal combustion engine used in the energy generation module can be, for example, a gas turbine or a diesel engine (e.g. OPOC), such engines then advantageously being able to work predominantly in the optimal speed range and thus (with the help of a generator) efficiently generate the electrical energy that the electric motors then use convert into propulsion power for the tilt rotor aircraft. A purely electric drive is also possible for a short time thanks to a battery that is carried along. E.g. Electric start almost silently - the noise-generating combustion engine is only activated when the starting point is due. Of course, there is also this possibility of avoiding noise during landings - in that the combustion engine is switched off before the landing site is reached and the final phase of the landing is purely electric, i.e. is completed with reduced noise.

As an enormous additional advantage, there is also the possibility of generating electrical energy during the descent, on the approach to the landing site, which acts on the rotors and storing it temporarily in the battery - this is what you have after a landing then over partially refilled, electrochemical energy storage - for the next start.
The greatest advantage of such a hybrid design, however, is the emergency safety it offers for the tilt rotor aircraft according to the invention. In the event of an internal combustion engine failure, a new type of tilt rotor aircraft equipped in this way is no longer dependent on a risky autorotation emergency landing. Such a maneuver must, for example, be carried out by a pilot of a conventional helicopter or a tilt rotor model in the event of a complete engine failure. He has to land his non-powered aircraft immediately - and in a steep descent - regardless of whether a suitable landing area can be reached or not. If, on the other hand, the combustion engine of the new type of tilt rotor aircraft actually fails, the existing battery-powered electric motors represent 'the second security' that guarantees a normal landing without any time pressure - even if a suitable landing area should be a little further away.

In the tilt rotor aircraft according to the invention with its hybrid drive system, the electric motors are advantageously attached directly to the drive shafts of the pivotable lift rotors at the end of the wing - that is, they are moved along with the tilting process. Alternatively, the electric motors can easily be installed elsewhere - they can e.g. be integrated into the connecting shaft that connects the two lifting rotors and runs in the wing. When the lifting rotors are tilted, only smaller masses are advantageously in motion, since then only the rotors and their drive shafts move - comparable to an already published concept study by the US company Bell called 'Valor'.

Combustion engines, which for reasons of transmission have to sit directly behind the tilting rotors - i.e. outside, at the wing ends - now make such a hybrid constellation superfluous. The combustion engines can now also be placed in the fuselage without any problems - or in the immediate vicinity of the fuselage - so it is more advantageous in terms of focus.

Special advantages during the transition:

The design of the aircraft according to the invention - with its only 2 collectively controlled lifting rotors plus a propeller arrangement in the tail - also makes changing between flight states, the so-called transition, child's play. The provision of control forces, generated via the propeller arrangement in the stern, is not only effective (as mentioned in each case with optimal 90 ° radiation), but the system also advantageously makes this control force available extremely quickly when a desired control pulse is called up. In general, the propeller arrangement in the stern allows air jets to be blown out in 6 directions. This system can expel air accelerated upwards or downwards, to the left and right - and of course also to the front and back. The change from one air discharge direction to another takes place in a fraction of a second - almost immediately! This applies both to all control commands that result from the movement of the sealing ring (i.e. up, down, left, right) but also to the control commands 'forwards or backwards' for which yes, in an interaction, the front and rear propellers of the Hold the propeller arrangement responsible. A control command for the collective change of this propeller pitch angle can also be executed by the system so quickly - almost extremely quickly - that it is probably beyond the normal ability of a human eye to observe.

On the basis of these enormous speeds in achieving control and propulsion forces, every change in flight direction (e.g. from forwards to backwards flight during a hovering state) but also every transition, i.e. the transition from hovering to cruising flight, represents an unproblematic change Due to the design, the aircraft responds extremely quickly - and the execution of the transitions themselves, i.e. the real execution by the aircraft (as a coreography between the two hub rotors and the propeller arrangement in the tail) can take place more quickly than with any other comparable pattern.

Special advantage: all drive and transmission components are always active in all flight conditions:

In the case of the tilt rotor aircraft according to the invention in accordance with claims 1-30, another positive aspect comes into play. All drive components that are active in hover mode also contribute to propulsion in cruise mode - which means that the new type of aircraft is highly efficient.

And since the rotors of the invention now have a very high number of blades, e.g. 8 or even more rotor blades, their diameter can easily be reduced compared to previous tilting rotor designs without having to accept any disadvantages. A reduction in the diameter in turn enables a new tilt rotor aircraft to have to tilt the rotors only a little out of the vertical in the case of a normal horizontal take-off à la airplanes (e.g. only 30 degrees upwards, while with a V22 Osprey e.g. it has to be a steep 75 degrees !) without having to fear ground contact. In this way, a high level of propulsion efficiency can be achieved from the start in the normal take-off mode as a flat-wing aircraft - that is, you can take off with a high payload.

That is the main advantage of the tilt rotor aircraft according to the invention. It can take off and land conventionally, almost without restrictions, like an ordinary flat-wing aircraft and - by providing the lift power of its wing - offers the mentioned takeoffs with a high payload. At the same time, the novelty offers the potential of a full-fledged helicopter with excellent vertical take-off and vertical landing capacity. And all of this on the basis of a simple basic design: Other aircraft that offer a transition (the transition from hovering to cruising flight or vice versa) need swash plates (V 22 Osprey), a clutch (F 35 Lightning) or have to move large masses (Tilt wing aircraft type). The tilt rotor aircraft according to the invention according to claims 1 to 30 does not need any of this - and is inexpensive to produce and operate due to its minimalist dynamic components equipment.

One can also say: With the aircraft according to the invention, there is for the first time an actually 'clean' (i.e. completely functional) and inexpensive to implement symbiosis of vertical take-off and flat-wing aircraft, which is also scalable. This new type of aircraft, which establishes its own type of aircraft, therefore has the potential to change world aviation. Because the vertical take-off and the vertical landing - so far more the privilege of a small minority of all aviation participants - could soon become a mass phenomenon. The mundane standard in the operation of a wide variety of civil, military and general aviation aircraft.

• Zeichnung 1 bis 4: Die Darstellung eines erfindungsgemaessen Kipprotor- Flugzeugs mit Benennung seiner Komponenten (Zeichnung 1 Draufsicht / Komplettdarstellung, Zeichnungen 2, 3 und 4: Detailansichten)
• Zeichnung 5: Darstellung des erfindungsgemaessen Fluggerates in vergroesserter Draufsicht mit einer zusaetzlichen Detailansicht (einer Seitenansicht des Antriebsstrangs der Propelleranordnung im Heck des Fluggeraetes)
• Zeichnung 6: Seitenansicht des erfindungsgemaessen Kipprotorflugzeugs
• Zeichnung 7: vergroesserte Vorderansicht des erfindungsgemaessen KipprotorFlugzeugs (nur linker Hubrotor komplett sichtbar)
• Zeichnung 8: Verkleinerte Vorderansicht (Komplettansicht) des erfindungsgemaessen Kipprotorflugzeugs mit komplett nach oben geschwenkten Hubrotoren (+ Andeutung des Propellerkreises im Reiseflugmodus)
• Zeichnung 9: Verkleinerte Vorderansicht (Komplettansicht) des erfindungsgemaessen Kipprotorflugzeugs mit lediglich um 30 ° nach oben geschwenkten Hubrotoren
• Zeichnung 10: Perspektivische Ansicht der ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotor- Flugzeugs, Situation: Reiseflug
• Zeichnung 11: Schnitt durch die ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotorflugzeugs, um die Lage der innenliegenden Komponenten im Betriebszustand Reiseflug zu verdeutlichen
• Zeichnung 12: Perspektivische Ansicht der ummantelten Doppelpropelleranorddnung im Heck des erfindungsgemaessen Kipprotor- Flugzeugs, Situation: Schwebeflug, Luftauslass nach oben / um Steuerimpuls nach unten zu erreichen
• Zeichnung 13: Schnitt durch die ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotorflugzeugs, um die Lage der innenliegenden Komponenten im Betriebszustand Schwebeflug (bei Anforderung Steuerimpuls nach unten / Luftauslass nach oben) zu verdeutlichen
• Zeichnung 14: Perspektivische Ansicht der ummantelten Doppelpropelleranorddnung im Heck des erfindungsgemaessen Kipprotor- Flugzeugs, Situation: Schwebeflug, Luftauslass in Flugrichtung links, um Steuerimpuls am Heck in Flugrichtung rechts zu generieren
• Zeichnung 15: Schnitt durch die ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotorflugzeugs, um die Lage der innenliegenden Komponenten im Betriebszustand Schwebeflug zu verdeutlichen (bei Anforderung fuer einen seitlichen Steuerimpuls / und dementsprechendem seitlichem Luftauslass)
• Zeichnung 16 bis 19: Abflugsequenz eines erfindungsgemaessen KipprotorFlugzeugs, alle Zeichnungen in perspektivischer Darstellung, (Zeichnung 16: Bodensituation, stillstehende Motoren Zeichnung 17: Senkrechtstart, nach oben geschwenkte Kipprotoren Zeichnung 18: Transition, nach vorne schwenkende Kipprotoren Zeichnung 19: Reiseflug, nach vorne geschwenkte Kipprotoren)

The invention is explained below using an exemplary embodiment with reference to the drawings 1 to 16 explained in more detail. It shows:

• drawing 1 to 4th : The representation of a tilt rotor aircraft according to the invention with the naming of its components (drawing 1 Top view / complete representation, drawings 2 , 3 and 4th : Detailed views)
• drawing 5 : Representation of the aircraft according to the invention in an enlarged top view with an additional detailed view (a side view of the drive train of the propeller arrangement in the rear of the aircraft)
• drawing 6th : Side view of the inventive tilt rotor aircraft
• drawing 7th : enlarged front view of the tilt rotor aircraft according to the invention (only left lift rotor completely visible)
• drawing 8th : Reduced front view (complete view) of the tilt rotor aircraft according to the invention with the lift rotors pivoted completely upwards (+ indication of the propeller circle in cruise mode)
• drawing 9 : Reduced front view (complete view) of the tilt rotor aircraft according to the invention with the lift rotors pivoted upwards only by 30 °
• drawing 10 : Perspective view of the jacketed double propeller arrangement in the tail of the tilt rotor aircraft according to the invention, situation: cruising flight
• drawing 11 : Section through the jacketed double propeller arrangement in the tail of the inventive tilt rotor aircraft to illustrate the position of the internal components in the cruise flight operating state
• drawing 12 : Perspective view of the jacketed double propeller arrangement in the tail of the inventive tilt rotor aircraft, situation: hovering flight, air outlet upwards / to achieve control impulse downwards
• drawing 13 : Section through the jacketed double propeller arrangement in the tail of the inventive tilt rotor aircraft to illustrate the position of the internal components in the hovering operating state (when the control pulse is down / air outlet is up)
• drawing 14th : Perspective view of the jacketed double propeller arrangement in the tail of the tilt rotor aircraft according to the invention, situation: hovering flight, air outlet in flight direction on the left in order to generate control impulses at the rear in flight direction on the right
• drawing 15th : Section through the encased double propeller arrangement in the tail of the inventive tilt rotor aircraft, in order to clarify the position of the internal components in the hovering operating state (if a lateral control pulse is requested and a corresponding lateral air outlet)
• drawing 16 to 19th : Departure sequence of a tilt rotor aircraft according to the invention, all drawings in perspective representation, (drawing 16 : Ground situation, stationary engines drawing 17th : Vertical takeoff, tilt rotors swiveled upwards 18th : Transition, forward swiveling tilt rotors drawing 19th : Cruising flight, tilt rotors tilted forward)

• Zeichnung 5: Draufsicht auf das erfindungsgemaessen Kipprotor-Flugzeuge in vergroessertem Masstab (weshalb die Abbildung nicht komplett ist, sondern lediglich einen Ausschnitt des Fluggerates darstellt) Hier laesst sich insbesondere die Lage der Transmissions-Komponenten gut erkennen. Dominant ins Auge sticht die Verbindungswelle zwischen den beiden Hubrotoren. Von ihr zweigt deutlich sichtbar - per Kegelradgetriebe die Heckwelle ab, die fuer den Antrieb der Doppelpropelleranordnung im Heck des Fluggeraetes zustaendig ist. Die Detailansicht im rechten, unteren Seitenbereich zeigt einen Ausschnitt des hinteren Rumpfes in Seitenansicht. Mithilfe dieser Darstellung wird die naheliegendste technische Ausfuehrung zur Ansteuerung der Doppelpropeller-Anordnung im Heck.des Fluggeraetes visualisiert. Basis dieser Auslegung ist eine 3-Wellen-Loesung, wobei deren aeussere Hohlwelle die Uebertragung der Antriebsleistung fuer die beiden Propeller gewaehrleistet , die mittlere Hohlwelle den vorder en Verstellpropeller ansteuert und die innere Welle fuer die Ansteuerung des hinteren Verstellpropellers zustaendig ist. Die Lage der beiden - in der Darstellung gezeigten - Aktuatoren (zylinder foermige Stellglieder) ist dabei naheliegend fuer die Ansteuerung der innenliegenden Wellen einer derartigen 3- Wellen-Loesung.
• Zeichnung 6: Diese Seitenansicht des erfindungsgemaessen Kipprotorflugzeugs zeigt dessen Konfiguration fuer einen anstehenden Senkrechtstart:
  • - Nach oben geschwenkte Hubrotoren
  • - komplett nach unten geklappte Landeklappen und Querruder
  • - geoeffnete Blindleistungskanaele der Propelleranordnung im Heck des Fluggeraetes
• Zeichnung 7: Vorderansicht des erfindungsgemaessen Kipprotor-Flugzeuges in vergroessertem Masstab (weshalb die Abbildung nicht komplett ist, sondern lediglich einen Ausschnitt darstellt) Gezeigt wird eine Konstellation, bei der die Hubrotoren fuer einen Senkrechtstart nach oben geschwenkt sind - die Landeklappen und Querruder jedoch noch nicht abgeklappt sind. Deutlich zu erkennen ist insbesondere die Lage der Triebwerksluft-Einlaesse der Verbrennungsmotoren, die die mechanische Energie bereitgestellen, mit deren Hilfe dann Generatoren die elektrische Energie zum Antrieb der Elektromotoren erzeugen. Auch die Lage der Fahrweks-Komponenten ist gut zu erkennen.
• Zeichnung 8: Vorderansicht des erfindungsgemaessen Kipprotor-Flugzeuges als Komplettansicht, mit nach oben geschwenkten Rotoren und nach unten abgeklappten Landeklappen sowie Querrudern, sprich der Konstellation vor einem Senkrechtstart. Zusaetzlich ist in dieser Darstellung auch noch die Lage der beiden Propellerkreise eingezeichnet, wie sie beim Fluggeraet im Falle von komplett nach vorne geschwenkten Rotoren vorliegen - sprich, der Konstellation, wie sie typischerweise beim Reiseflug anzutreffen ist. Es ist sichtbar, dass die Propeller in dieser 0° -Position am Boden, also bei ausgefahrenem Fahrwerk diesen zwar nicht beruehren, aber tatsaechlich nur minimale Bodenfreiheit besteht. Fuer die Durchfuehrung eines konventionellen Horizontal-Starts mit dieser 0° - Rotoren-Stellung ‚reicht es folglich nicht‘, die Bodenfreiheit ist zu gering - und damit waere die Gefahr einer Bodenberuehrung durch die schnell drehenden Rotorblaetter zu gross.
• Zeichnung 9: Vorderansicht des erfindungsgemaessen Kipprotor-Flugzeuges als Komplettansicht, mit um 30° nach oben geschwenkten Rotoren (bei nicht komplett ausgefahrenen Landeklappen und Querrudern) - einer Konstellation, die rotorseitig ausreichende Bodenfreiheit der schnell drehenden Blaetter gewaehrt und deshalb einen konventionellen Horizontalstart selbst auf sehr kurzen Start-und Landebahnen moeglich macht. (Kurzstart). Trotz der geringeren Wirksamkeit der Rotoren bei der Aufgabe, eine Horizontalbeschleunigung des Fluggeraetes auf der Startbahn fuer einen Horizontalstart bereitzustellen (in der hier visualisier - ten Form gut nachvollziehbar anhand der reduzierten, elyptischen Propellerkreisflaechen / siehe im Vergleich dazu die groesseren Propellerkreisflaechen der Vollkreise in Zeichnung 8) bleibt dennoch ausreichend Vortrieb verfuegbar, um mit dem erfindungsgemaessen Flugzeug auch in dieser Art und Weise zu starten.
• Zeichnung 10: Perspektivische Ansicht der ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotor- Flugzeugs, Situation: Reiseflug Sowohl der vordere als auch der hintere Propeller der Propelleranordnung im Heck sind positiv angestellt. Gleichzeitig ist der radiale Auslassschlitz durch den Dichtring komplett verschlossen, ebenso die Blindleistungskanaele (diese sind hier in dieser Prinzip-Zeichnung - der Uebersichtlichkeit halber - nicht visualisiert) Die von vorne in die ummantelte Propelleranordnung eintretende Luft wird in dieser Konstellation von beiden Propellern beschleunigt und ausschliesslich nach hinten ausgestossen. Daraus resultiert maximaler Schub fuer den effizienten Reiseflug.
• Zeichnung 11: Schnitt durch die ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotorflugzeugs, um die Lage der innenliegenden Komponenten im Betriebszustand Reiseflug zu verdeutlichen. Der Dichtring verschliesst den radialen Auslassschlitz komplett, Austritt der - von beiden positiv angestellten Propellern - beschleunigten Luft nur nach hinten moeglich.
• Zeichnung 12: Perspektivische Ansicht der ummantelten Doppelpropelleranorddnung im Heck des erfindungsgemaessen Kipprotor- Flugzeugs, Situation: Schwebeflug, Luftauslass nach oben / um Steuerimpuls nach unten zu erreichen. Der vordere, positiv angestellte Propeller zieht Luft von vorne in die Propelleranornung hinein und beschleunigt sie nach hinten. Der hintere, negativ angestellte Propeller zieht Luft von hinten in die Propelleranordnung hinein und beschleunigt sie nach vorne. Dadurch baut sich zwischen den Propellern ein Druck-Potential auf, das aufgrund der Stellung des Dichtringes nur nach oben entweichen kann. Diese also nach oben entweichende Luft fuehrt zu einem gegensinnig auftretenden Kraftvektor der nach unten wirkt (symbolisiert durch den dreieckigen Pfeil hinter der Propelleranordnung. Das sich im Schwebeflug befindliche Fluggeraet hebt dadurch die Nase / ‚nickt‘. Auch in dieser Darstellung sind die die Blindleistungskanaele (analog wie schon zuvor bei Zeichnung 10) - der Uebersichtlichkeit wegen nicht visualisiert).
• Zeichnung 13: Schnitt durch die ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotorflugzeugs, um die Lage der innenliegenden Komponenten im Betriebszustand Schwebeflug mit gekipptem Dichtring (der Luftauslass lediglich nach oben gewaehrt) zu verdeutlichen. Der Dichtring, gelagert auf seinem zentralen Kugelgelenk, ist nach vorne gekippt, so dass er den radialen Auslassschlitz nach unten komplett verschliesst und nach oben im Maximum freigibt. Durch den Luftauslass ausschliesslich nach oben wird der gewuenschte Steuerimpuls erreicht (Heck senkt sich, Nase des sich im Schwebeflug befindlichen Fluggeraetes hebt sich).
• Zeichnung 14: Perspektivische Ansicht der ummantelten Doppelpropelleranorddnung im Heck des erfindungsgemaessen Kipprotor- Flugzeugs, Situation: Schwebeflug, Luftauslass in Flugrichtung links, um einen Steuerimpuls am Heck in Flugrichtung rechts zu generieren Der vordere, positiv angestellte Propeller zieht Luft von vorne in die Propelleranornung hinein und beschleunigt sie nach hinten. Der hintere, negativ angestellte Propeller zieht Luft von hinten in die Propelleranordnung hinein und beschleunigt sie nach vorne. Dadurch baut sich zwischen den Propellern ein Druck-Potential auf, das aufgrund der Stellung des Dichtringes nur nach links (in Flugrichtung gesehen) entweichen kann. Diese nach links entweichende Luft fuehrt zu einem gegensinnig auftretenden Kraftvektor der nach rechts wirkt, also das Heck des Fluggeraetes nach rechts drueckt (symbolisiert durch den dreieckigen Pfeil hinter der Propelleranordnung). Das sich im Schwebeflug befindliche Fluggeraet bewegt im Gegenzug dann gleichzeitig seine Nase nach links / ‚giert‘. Auch in dieser Darstellung sind die die Blindleistungskanaele (analog wie schon zuvor bei Zeichnung 10) - der Uebersichtlichkeit wegen nicht visualisiert).
• Zeichnung 15: Schnitt durch die ummantelten Doppelpropelleranordnung im Heck des erfindungsgemaessen Kipprotorflugzeugs, um die Lage der innenliegenden Komponenten im Betriebszustand Schwebeflug, mit zur Seite geschwenktem Dichtring (seitlicher Luftauslass, Steuerimpuls um die Hochachse angefordert) zu verdeutlichen Der Dichtring, gelagert auf seinem zentralen Kugelgelenk, ist in der Propelleranordnung nach rechts geschwenkt, gibt deshalb den radialen Auslassschlitz auf der linken Seite in maximaler Weise frei. Durch diesen daraus resultierenden Luftaustritt am Heck des Fluggeraetes in Flugrichtung nach links, wird das Heck dann nach rechts gedrueckt. Dadurch ergibt sich dann der gewuenschte Steuerimpuls (Nase des sich im Schwebeflug befindlichen Fluggeraetes giert nach links). Auch in dieser Darstellung sind die die Blindleistungskanaele (analog wie schon zuvor bei Zeichnung 10) - der Uebersichtlichkeit wegen nicht visualisiert).
• Zeichnung 16: Perspektivische Darstellung eines erfindungsgemaessen Kipprotorfluggeraetes kurz vor einem Senkrechtstart. Die Rotoren sind bereits nach oben geschwenkt, aber noch nicht in Rotation versetzt.
• Zeichnung 17: Perspektivische Darstellung eines erfindungsgemaessen Kipprotorfluggeraetes im Moment des Abhebens, Modus Senkrechtstart. Der Auftrieb wird nahezu komplett mithilfe des Abwindes der Hubrotoren generiert. Siehe grosse, nach unten gerichtete Pfeile. Die Propelleranordnung im Heck des Fluggeraetes steuert lediglich Steuerimpulse zur Schwebeflugkontrolle des Fluggeraetes bei. Hier momentan einen Steuerimpuls mit nach unten gerichtetem-Kraftvektor, um das Fluggeraet in dieser Flugphase in Vorlage zu bringen. Siehe kleiner, nach unten gerichteter Pfeil der vom Heck ausgehend abwaerts gerichtet ist.
• Zeichnung 18: Perspektivische Darstellung eines erfindungsgemaessen Kipprotorfluggeraetes im Moment der Transition, also nach vorne schwenkenden Kipprotoren, um in den horizontalen Reiseflugmodus ueberzugehen. Der Auftrieb wird noch immer weitestgehend allein durch die Hubrotoren erzeugt. Siehe die parallel zum Rotorabwind verlaufenden/leicht schraeg nach unten gerichteten Pfeile. Diese Pfeile lassen sich - unter den Gesichtspunkten des mechanisch-Kraftflusses - in 2 Kraft-Vektoren aufteilen. Waehrend der groessere Vektor (-Pfeil), der senkrecht nach unten zeigt, die Auftriebskomponente repraesentiert, laesst sich - vom Hubrotorabwind ausgehend - auch schon ein geringfuegiger Vektor-Betrag nach hinten, in horizontaler Richtung ausmachen. D.h. die Hubrotoren erzeugen auch bereits eine, wenn auch noch unwesentliche, Vortriebs-Komponente. Die Propelleranordnung im Heck des erfindungsgemaessen Fluggeraetes ist zudem bereits vom Schwebeflugmodus in den Reiseflugmodus uebergegangen und stellt somit schon vollen Schub nach vorne (also ausschliesslich) in horizontaler Richtung bereit. Siehe dicker Vektorpfeil nach hinten.
• Zeichnung 19: Perspektivische Darstellung eines erfindungsgemaessen Kipprotorfluggeraetes im Reiseflugmodus, also mit komplett nach vorne geschwenkten Kipprotoren Der Auftrieb wird nun komplett von der aerodynamisch wirksamen Fluegelflaeche erzielt. Siehe dicker Pfeil senkrecht nach oben. Um diese Auftriebskomponente dauerhaft bereitstellen zu koennen, muss das Fluggeraet mithilfe seiner Motorleistung staendig nach vorne getrieben werden. Die Umsetzung dieser Motorleistung in den erforderlichen Vortrieb fuer den Reiseflug bewerkstelligen beim erfindungsgemaessen Fluggeraet dabei alle vorhandenen Propeller gleichzeitig und unablaessig ueber den gesamten Flugbereich, sprich sowohl die grossen, nach vorne geschwenkten Kipprotoren - als auch die beiden Propeller, die sich in der Propelleranordnung im Heck befinden, und die dazu beide positiv angestellt sind. In der Zeichnung erkenntlich gemacht ist dieser zusammenwirkende Schub-Betrag durch die 3 nach hinten gerichteten-Pfeile. (2 ausgehend von den gekippten Hubrotoren, einer resultierend aus der Propelleranordnung im Heck). Der Pfeil, der aus der Propelleranordnung im Heck austritt ist deutlich groesser als die Pfeile, die von den gekippten Hubrotoren ausgehen. Dies soll den idealen Betriebszustand des erfindungsgemaessen Kipprotorflugzeugs im Reiseflugmodus symbolisieren. Also vorteilhafterweise ein grosser Schub-Beitrag aus der Propelleranordnung im Heck und ein eher bescheidener Beitrag fuer den die beiden gekippten Hubrotoren verantwortlich zeichnen. Aus betriebsoekonomischer Sicht ist es einfach so, dass die Blattspitzen der schnelldrehenden Blaetter der nach vorne gekippten, grossen, Hubrotoren bei hoher Motordrehzahl in die naehe der Schallgeschwindigkeit kommen, weshalb der Betrieb dieser Propeller dann unwirtschaftlicher wird. Fuer die kleinen Propeller, die innerhalb der Propelleranordnung im Heck des Fluggeraetes arbeiten, besteht diese Gefahr nicht. Steuern laesst sich der Schubbeitrag der jeweiligen Propeller des Systems ueber deren Anstellung

In the drawing 1 - as well as the details of the drawings 2 to 4th a new kind of tilting protector is shown, which is equipped with tiltable lift rotors ( 1 , 2 ) without swash plates and also with a jacketed double propeller arrangement in the stern ( 3 ) is equipped, which acts as a rear-wheel drive and control unit. This includes - aligned on an axis - a front propeller ( 4th ) and a rear propeller ( 5 ) each equipped with adjustable blades. If both direct their thrust against each other, a pressure potential can be built up in the space between them, which can only be achieved via a radial outlet slot ( 6th ) can flow away. It is framed by the front jacket segment ( 7th ) and from the rear jacket segment ( 8th ). A movable sealing ring ( 9 ) directs the generated compressed air in the desired direction. Its mobility is based on its bearing in the ball joint ( 10 ), the force is applied by actuators ( 11 ), which are stored in the casing.
Reactive power channels ( 12 ) ensure in hover mode - when no control force has yet been requested - the dissipation of the generated pressure potential. In cruise mode they are surrounded by a radially displaceable, ring-shaped perforated diaphragm ( 13 ) covered. The wing ( 14th ) carries the electric motors at its ends ( 15th / 16 ) of the lifting rotor drive, which - flanged directly to this - are tilted according to the respective flight condition. Alternatively, they can also - then be mounted stationary - directly in the connecting shaft ( 17th ) are integrated, the tilting process according to the flight condition is then only carried out by the lifting rotors alone. The tail shaft also participates in the electric drive of the aircraft ( 18th ), it is driven by a bevel gear ( 19th ), but it can also contain one or more other electric motors ( 20th ) be integrated. The double propeller arrangement in the stern is connected ( 3 ) to the stern shaft ( 18th ) via a spur gear ( 21st ) which among other things also contributes to the rotation speed of the front propeller ( 4th ) and the rear propeller ( 5 ) to increase. While the front propeller ( 4th ) is driven directly on its axle, the rear one gets Propeller ( 5 ) its driving power via an interposed planetary gear ( 22nd ). At least one energy generation module ( 23 ) responsible, which consists of at least one internal combustion engine ( 24 ) and also at least one generator ( 25th ) consists. A storage unit ( 26th ) the generator ( 25th ) temporarily store generated electrical energy. Particularly variably controllable landing flaps ( 27 ) and ailerons ( 28 ) can be used in hover to minimize drag of the wing ( 14th ) can be folded down completely in the rotor downdraft.

• drawing 5 : Top view of the tilt rotor aircraft according to the invention on an enlarged scale (which is why the figure is not complete, but only shows a section of the aircraft) Here, in particular, the position of the transmission components can be clearly seen. The connecting shaft between the two lifting rotors is particularly eye-catching. The stern shaft, which is responsible for driving the double propeller arrangement in the rear of the aircraft, branches off from it clearly visible - via a bevel gear. The detailed view in the lower right side area shows a section of the rear fuselage in side view. With the help of this representation, the most obvious technical design for controlling the double propeller arrangement in the rear of the aircraft is visualized. The basis of this design is a 3-shaft solution, the outer hollow shaft ensuring the transmission of the drive power for the two propellers, the middle hollow shaft controlling the front variable pitch propeller and the inner shaft controlling the rear variable pitch propeller. The position of the two actuators (cylinder-shaped actuators) - shown in the illustration - is obvious for the control of the internal waves of such a 3-wave solution.
• drawing 6th : This side view of the tilt rotor aircraft according to the invention shows its configuration for an upcoming vertical takeoff:
  • - Lifting rotors swiveled up
  • - Flaps and ailerons fully folded down
  • - Open reactive power channels of the propeller arrangement in the rear of the aircraft
• drawing 7th : Front view of the tilt rotor aircraft according to the invention on a larger scale (which is why the figure is not complete, but only shows a section) A configuration is shown in which the lift rotors are swiveled upwards for a vertical take-off - the landing flaps and ailerons, however, have not yet been folded down . In particular, the position of the engine air inlets of the internal combustion engines, which provide the mechanical energy with the help of which generators then generate the electrical energy for driving the electric motors, can be clearly seen. The location of the chassis components is also easy to see.
• drawing 8th : Front view of the tilt rotor aircraft according to the invention as a complete view, with rotors pivoted upwards and flaps folded down, as well as ailerons, i.e. the constellation before a vertical take-off. In addition, the position of the two propeller circles is also drawn in this illustration, as it is in the case of the aircraft in the case of rotors that are completely swiveled forward - in other words, the constellation that is typically encountered during cruising. It can be seen that the propellers in this 0 ° position on the ground, i.e. with the landing gear extended, do not touch the ground, but that there is actually only minimal ground clearance. For the implementation of a conventional horizontal take-off with this 0 ° rotor position 'it is therefore not enough', the ground clearance is too low - and the risk of ground contact by the rapidly rotating rotor blades would be too great.
• drawing 9 : Front view of the tilt rotor aircraft according to the invention as a complete view, with the rotors pivoted upwards by 30 ° (with the landing flaps and ailerons not fully extended) - a constellation that grants sufficient ground clearance for the rapidly rotating blades on the rotor side and therefore a conventional horizontal take-off even on very short take-offs -and runways possible. (Short start). Despite the lower effectiveness of the rotors in the task of providing a horizontal acceleration of the aircraft on the runway for a horizontal take-off (in the form visualized here, this is easy to understand based on the reduced, elliptical propeller circle areas / see in comparison the larger propeller circle areas of the full circles in the drawing 8th ) Nevertheless, sufficient propulsion remains available to take off in this way with the aircraft according to the invention.
• drawing 10 : Perspective view of the jacketed double propeller arrangement in the tail of the tilt rotor aircraft according to the invention, situation: cruising flight Both the front and the rear propellers of the propeller arrangement in the stern are positively adjusted. At the same time, the radial outlet slot is completely closed by the sealing ring, as are the reactive power channels (these are not visualized here in this principle drawing - for the sake of clarity). The air entering the sheathed propeller arrangement from the front is accelerated in this constellation by both propellers and exclusively ejected to the rear. This results in maximum thrust for efficient cruise flight.
• drawing 11 : Section through the jacketed double propeller arrangement in the tail of the inventive tilt rotor aircraft to illustrate the position of the internal components in the cruise flight operating state. The sealing ring completely closes the radial outlet slot, the exit of the air accelerated by both positive propellers is only possible to the rear.
• drawing 12 : Perspective view of the jacketed double propeller arrangement in the tail of the inventive tilt rotor aircraft, situation: hovering flight, air outlet upwards / to achieve control impulse downwards. The front, positively adjusted propeller draws air from the front into the propeller assembly and accelerates it backwards. The rear, negative pitched propeller draws air into the propeller assembly from behind and accelerates it forward. As a result, a pressure potential builds up between the propellers which, due to the position of the sealing ring, can only escape upwards. This air escaping upwards leads to an opposing force vector that acts downwards (symbolized by the triangular arrow behind the propeller arrangement. The hovering aircraft lifts its nose / 'nods'. In this illustration too, the reactive power channels ( analogous to the previous drawing 10 ) - not visualized for the sake of clarity).
• drawing 13 : Section through the jacketed double propeller arrangement in the tail of the inventive tilt rotor aircraft, to illustrate the position of the internal components in the hover operating state with the sealing ring tilted (the air outlet only allowed upwards). The sealing ring, mounted on its central ball joint, is tilted forwards, so that it completely closes the radial outlet slot towards the bottom and releases it to the maximum at the top. The desired control impulse is achieved through the air outlet exclusively upwards (tail sinks, nose of the aircraft in hover rises).
• drawing 14th : Perspective view of the encased double propeller arrangement in the tail of the inventive tilt rotor aircraft, situation: hovering flight, air outlet in flight direction left to generate a control impulse at the tail in flight direction right The front, positive propeller pulls air from the front into the propeller arrangement and accelerates it backwards. The rear, negative pitched propeller draws air into the propeller assembly from behind and accelerates it forward. As a result, a pressure potential builds up between the propellers, which due to the position of the sealing ring can only escape to the left (viewed in the direction of flight). This air escaping to the left leads to an opposing force vector which acts to the right, i.e. pushes the rear of the aircraft to the right (symbolized by the triangular arrow behind the propeller arrangement). In return, the aircraft that is hovering then simultaneously moves its nose to the left / 'yaws'. In this illustration, too, are the reactive power channels (analogous to the previous drawing 10 ) - not visualized for the sake of clarity).
• drawing 15th : Section through the sheathed double propeller arrangement in the tail of the inventive tilt rotor aircraft to illustrate the position of the internal components in the hover operating state, with the sealing ring pivoted to the side (lateral air outlet, control pulse around the vertical axis requested) The sealing ring, mounted on its central ball joint, is shown in swiveled to the right of the propeller arrangement, therefore, exposes the radial outlet slot on the left-hand side in a maximal manner. The resulting air outlet at the rear of the aircraft to the left in the flight direction then pushes the rear to the right. This then results in the desired control impulse (the nose of the hovering aircraft yaws to the left). In this illustration, too, are the reactive power channels (analogous to the previous drawing 10 ) - not visualized for the sake of clarity).
• drawing 16 : Perspective representation of a tilt rotor aircraft according to the invention shortly before a vertical take-off. The rotors have already been swiveled up, but not yet set in rotation.
• drawing 17th : Perspective representation of a tilt rotor aircraft according to the invention at the moment of take-off, vertical take-off mode. The lift is generated almost entirely with the help of the downwash of the lift rotors. See large arrows pointing downwards. The propeller arrangement in the rear of the aircraft only contributes control impulses to the hover control of the aircraft. Here is currently a control pulse with a downward force vector to bring the aircraft into position in this flight phase. See the small arrow pointing downwards from the stern and pointing downwards.
• drawing 18th : Perspective representation of a tilt rotor aircraft according to the invention at the moment of the transition, that is tilt rotors pivoting forward in order to switch to the horizontal cruise mode. The lift is still largely generated solely by the lift rotors. See the arrows running parallel to the rotor downdraft / slightly diagonal downwards. These arrows can - from the point of view of the mechanical force flow - be divided into 2 force vectors. While the larger vector (-arrow), which points vertically downwards, represents the lift component, a slight vector amount to the rear, in the horizontal direction, can be made out - starting from the lift rotor downdraft. That is to say, the lifting rotors also already generate a propulsion component, albeit an insignificant one. The propeller arrangement in the stern of the aircraft according to the invention has also already switched from the hover mode to the cruise mode and thus already provides full thrust forwards (ie exclusively) in the horizontal direction. See thick vector arrow to the back.
• drawing 19th : Perspective representation of a tilt rotor aircraft according to the invention in cruise mode, that is, with tilt rotors pivoted completely forwards. The lift is now completely achieved by the aerodynamically effective wing area. See the thick arrow pointing straight up. In order to be able to provide this buoyancy component permanently, the aircraft must be constantly propelled forward with the help of its engine power. In the aircraft according to the invention, the implementation of this engine power into the necessary propulsion for cruising is accomplished by all existing propellers simultaneously and continuously over the entire flight range, i.e. both the large, forward-swiveled tilt rotors - as well as the two propellers, which are located in the propeller arrangement in the stern and both of them are positively employed. This interacting thrust amount is made recognizable in the drawing by the 3 arrows pointing backwards. (2 based on the tilted lift rotors, one resulting from the propeller arrangement in the stern). The arrow that emerges from the propeller arrangement in the stern is significantly larger than the arrows that come from the tilted lift rotors. This is intended to symbolize the ideal operating state of the tilt rotor aircraft according to the invention in cruise mode. So advantageously a large contribution to thrust from the propeller arrangement in the stern and a rather modest contribution for which the two tilted lift rotors are responsible. From an operational economic point of view, it is simply the case that the blade tips of the rapidly rotating blades of the large, forward-tilted, lift rotors come close to the speed of sound at high engine speeds, which is why the operation of these propellers becomes less economical. For the small propellers that work within the propeller arrangement in the rear of the aircraft, this danger does not exist. The thrust contribution of the respective propellers of the system can be controlled via their adjustment

Claims (30)

Tilt rotor aircraft, characterized in that it is equipped with 2 exclusively collectively blade-adjustable, tiltable hub rotors (1, 2), which also has a jacketed double propeller arrangement in the rear (3), which acts as a rear drive and control unit, which - in addition to the task of forward thrust to generate, additionally in the hover flight as well as in transition phases of the aircraft, provides thrust components for its movements around the pitch axis and the yaw axis. Tilt rotor aircraft after Claim 1 , characterized in that in the sheathed double propeller arrangement in the stern (3) with positive blade pitch of the front propeller (4) and with negative blade pitch of the rear propeller (5) a usable compressed air potential can be built up in the propeller gap. Tilt rotor aircraft after Claim 1 or 2 , characterized in that the compressed air potential generated by the two propellers (4, 5) in the sheathed double propeller arrangement in the stern (3) can escape via a radial outlet slot (6) and thereby - depending on the direction in which this escaping air is channeled - generates a thrust vector. Tilt rotor aircraft after Claim 3 , characterized in that the outlet slot (6) divides the jacketed double propeller arrangement in the stern (3) into a front jacket segment (7) and a rear jacket segment (8). Tilt rotor aircraft according to claims 3 and 4, characterized in that the radial outlet slot (6) is covered by a movable sealing ring (9) which is mounted centrally on a ball joint (10). Tilt rotor aircraft after Claim 5 , characterized in that the movable sealing ring (9) can also be mounted without joints, in such a way that it sits between the front jacket segment (7) and the rear jacket segment (8), like an eyeball in its cavity. Tilt rotor aircraft according to claims 3 to 6, characterized in that the movable sealing ring (9) can be moved so that in the deflected state it has the capacity to allow the compressed air potential to escape through the radial outlet slot (6) in any direction 360 degree spectrum. Tilt rotor aircraft after Claim 7 , because I mean that the sealing ring (9) completely closes the outlet slot (6) in the neutral position, for which only half of its overall depth is required, while the other half of the sealing ring (9) remains immersed in the front shell segment (7) and is therefore not visible from the outside. Tilt rotor aircraft according to claims 3 to 8, characterized in that the movement of the sealing ring (9) is brought about via cables, push rods, hydraulic cylinders or similar actuators (11). Tilt rotor aircraft after Claim 9 , characterized in that the actuators (11) are mounted in the front casing segment (7). Tilt rotor aircraft according to claims 3 to 10, characterized in that the rear jacket segment (8) has openings, so-called reactive power channels (12), in the immediate vicinity of the outlet slot (6). Tilt rotor aircraft after Claim 11 , characterized in that the reactive power channels (12) are only open in hover mode. Tilt rotor aircraft according to claims 11 and 12, characterized in that the reactive power ducts (12), when they are open, split on their inside by the deflection of the sealing ring (9), i.e. its immersion in the rear jacket segment (8) can be covered. Tilt rotor aircraft according to claims 11 to 13, characterized in that the process of opening the reactive power channels (12) is synchronized with the adjustment of the rear propeller (5), in such a way that a command for its negative employment, i.e. the setting of the thrust reversal, also automatically initiates the opening of the reactive power channels (12). Tilt rotor aircraft according to claims 11 to 14, characterized in that the reactive power ducts (12) are covered in cruise mode on the outside of the rear shell segment (8). Tilt rotor aircraft after Claim 15 , characterized in that the cover of the reactive power channels (12) in cruise mode is in the form of a radially displaceable, ring-shaped perforated diaphragm (13). Tilt rotor aircraft according to claims 1 to 16, characterized in that it has a hybrid drive, the drive of the two tiltable lift rotors (1, 2), which are attached to the ends of the wing (14), via electric motors (15, 16), which are swiveled, is accomplished. Tilt rotor aircraft after Claim 17 , characterized in that the electric motors (15, 16) also transmit their power via the connecting shaft (17) to a stern shaft (18), an interposed bevel gear (19) providing the transmission. Tilt rotor aircraft according to claims 17 and 18, characterized in that the electric motors (15, 16) which are responsible for driving the tiltable lift rotors (1,2) are integrated into the connecting shaft (17) which is in the wing (14 ) runs. Tilt rotor aircraft after Claim 17 to 19th , characterized by the fact that in addition to the two electric motors (15, 16) that drive the tiltable lifting rotors (1, 2) one - or more - electric motor (s) (20) as an additional drive in the tail shaft (18) is / are integrated. Tilt rotor aircraft after Claim 20 , characterized in that the double propeller arrangement in the stern (3) is connected to the stern shaft (18) by means of a spur gear (21), which thus generates a higher speed for the front propeller (4) and the rear propeller (5) than the one that the tail shaft (18) delivers to the spur gear (21). Tilt rotor aircraft after Claim 17 to 21st , characterized in that the front propeller (4) of the double propeller arrangement in the stern (3) is supplied with drive power directly from the spur gear (21), while the rear propeller (5) receives its drive power only indirectly, namely via an interposed planetary gear (22) . Tilt rotor aircraft according to claims 1 to 22, characterized in that it has at least one energy generation module (23) which contains at least one internal combustion engine (24) and at least one generator (25) for providing electrical energy. Tilt rotor aircraft after Claim 23 , characterized in that the internal combustion engine (24) of the energy generation module (23) is designed in the form of a single (or also of several) OPOC motor / motors. Tilt rotor aircraft after Claim 23 , characterized in that the internal combustion engine (24) of the power generation module (23) is designed in the form of one or more gas turbines. Tilt rotor aircraft according to claims 23 to 25, characterized in that it is equipped with a storage unit (26) for storing electrical energy. Tilt rotor aircraft according to claims 23 to 26, characterized in that the electrical energy that can be provided by the energy generation module (23) or by the storage unit (26) is supplied by the electric motors (15, 16, 20) as a mechanically effective force in the network Connection and stern shaft (17, 18) is fed in, can be called up individually by the tiltable lift rotors (1, 2) and the twin propeller arrangement in the stern (3) depending on the operating requirements - depending on their respective blade pitch. Tilt rotor aircraft after Claim 27 , characterized in that the double propeller arrangement in the stern (3) generates the main part of the propulsion power during cruise, while the lifting rotors (1,2) tilted in the direction of flight only supply a minority portion of propulsion power with blades in a slightly inclined position. Tilt rotor aircraft according to claims 1 to 28, characterized in that the landing flaps (27) and ailerons (28) of the wing (14) can be folded down completely into the vertical in the hover mode, around the area that is in the propeller downdraft , to reduce. Tilting rotor aircraft according to claims 1 to 29, characterized in that the tiltable lifting rotors (1, 2) are in an encased design, as tiltable impellers.

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