DE102019007020A1 - Rotary propeller thrust flap - Google Patents

Abstract

The invention describes a drive method by means of retractable drives such as retractable or pivotable thrust flaps or linearly displaceable folding propeller units for aircraft. The method serves on the one hand to increase the efficiency of the drives in the respective flight conditions, in that the direction of flow can be optimized by pivoting. However, the method can also serve as a high-lift drive system, in particular for a short take-off, by combining the drives with conventional slats or trailing edge flaps. A vertical take-off solution is described. In addition, more compact and rotatable designs of the thrust flap are presented. The thrust direction can be changed by using the options a) the entire drive unit, b) the component to which the drive unit is attached and c) only rotating the motor head.

Description

From the disclosure documents DE 10 2016 010 216 and DE 10 2018 007 160 Thrust flaps are known that extend a number of impellers or propellers. The cover of the flaps usually consists of the upper contour surface of the SH flap, but can also be used as in DE 10 2016 010 216 22nd - 24 shown to be a rotary flap independent of the thrust flap. The common feature of the thrust flaps is that the drives can be retracted into the contour of the aircraft, especially the surfaces. Further retractable drives are known in particular from model flying as folding engines but also as retractable FES units from Torcman, reference (1), or linearly displaceable FES units from Tobcon, reference (2). A folding propeller that can be extended in the direction of flight is accommodated in a cylinder, or a motor with a folding propeller is retracted and extended by a linear slide. These units are intended for the tip of the fuselage of a model airplane. These units are also to be referred to below as drive cylinders or EFES units. Furthermore, the folding propeller DE 411631 , the inclusion of the folding or folding propeller in an entry tube DE 2854977 and a telescopic extension device for a retractable engine DE 10 2018 118 953 known.

Vertical take-off electric aircraft with many distributed drives are the well-known quadrocopters or multicopters, e.g. the Volocopter, or the in DE 10 2015 207 445 Liliumjet described with a large number of thrust impellers, the drives of which can be pivoted between vertical and horizontal direction. Other solutions for vertical take-offs with swivel drives are presented in DE 10 2014 000 640 , DE 10 2017 122 359 and DE 20 2019 000 936 described. Other solutions have actuators for both vertical thrust and horizontal thrust, DE 10 2013 109 392 or DE 10 2019 102 189. The problem with all of these solutions is that the large lifting propellers interfere with level flight. The range of the multicopter is therefore limited. The problem with the solutions with impellers is the high load on the jet surface during vertical flight. The solutions that align the two-bladed propellers of the lift engines in the direction of flight during horizontal flight also have additional resistance and, above all, elements in front of and behind the wing, which make the structure more complex and certainly do not improve the flight characteristics. It is important for vertical takeoff multicopters of all types that the center of gravity is between the lift engines. This means that the lifting drives have to be attached to booms or additional nacelles. For this reason, the Liliumjet has a duck configuration.

The first object of the invention is therefore the connection of thrust flaps or other retractable drives with high-lift systems to form high-lift drive systems.

Another application is the improvement of the direction of flow and thus an increase in efficiency even with drives installed in the middle - i.e. between the front and rear edges of the profile.

Another object of the invention is to show a solution for a high flyer while maintaining the conventional and inherently stable kite configuration.
First of all, the thrust flaps are seen as extendable drive units, which have a modular structure and are arranged on the surfaces and edges of an aircraft and can optionally be arranged such that they can be pivoted in their direction of thrust. Both the entire unit and also only the motor with propeller attached to the end of the extension device, as it were, as a head, or even just the propeller alone can be pivotable. These thrust units can also consist of a single drive element, comparable to a retractable model aircraft drive that is mounted on an aircraft in a suitable installation position. The rotary movement can take place once in such a way that the retractable drive element is fastened in a rotatable wing component, as it is DE 10 2015 207 445 for impellers, or that the retractable drive module is attached to the main wing and is rotated in the main wing. The rotary movement of the leading or trailing edge area of the wing is independent of the rotation of the retractable drive unit. Of course, pivoted drive elements and the aircraft influence each other mechanically and aerodynamically, depending on the travel position. The pivoting can be used to set the aerodynamically most favorable pivoting angle for the respective flight condition, i.e. optimal lift, lowest energy consumption but also strong sink rates for landing.
Of course, close-fitting units of retractable drives, which can accommodate as much effective drive surface as possible in a small space, are advantageous. An embodiment of the SK is therefore proposed, where in an SK box near the side edges, oppositely movable and opposing extension elements for the drive propellers are located, comparable to windshield wiper arms rotating in opposite directions.

Both in the case of thrust flap drives and EFES units, it is found that the extension of the drive is connected to an opening in the surface of the vehicle driven by it. Both solutions for this opening and the possible cover elements that are included in the When deployed, aerodynamic effects such as increase in lift are dealt with in this invention. You can move these cover elements linearly or by a rotary movement - both outwards and inside the wing. Segmented cover elements comparable to roller doors or blinds are also conceivable. But solutions along guide rails, such as with car sunroofs, can also be used for entering the aircraft interior. In particular, on the wing nose and on the trailing edge, new solutions arise if the wing nose is moved forward like a slat with the known slat mechanics, including curved rack guides or scenes, so that the SK can be extended upwards or downwards. If the slat is extended far enough down or up, a direct extension direction forwards in the direction of flight would even be conceivable. The sliding flap can be opened at the rear edge by folding away or moving a rear edge area. After the extension, the nose or the rear edge can be moved back again. These components can also be left in a fully or partially extended position. Examples of slat constructions can be found in, for example WO 2009/080355 or DE 1962159 . One can also imagine that surface areas are moved over an SK between the front and rear edges like a drawer, so that the drawer flap box opens.

The opening for the drives can be at the front and rear edge of the profile, but also at the same time up and down, for example comparable to a clothes peg by a swivel joint, by parallelogram displacement or by linear displacement. Transferred to an SK in the interior of a wing, one can then imagine that the cover is divided and can be opened both in the direction of flight and against the direction of flight.
A feature of the SK is that it is a retractable drive. This means that you can also imagine groups of small extendable model drives in a wing, but also other assemblies of an aircraft, which are extended as a thrust flap group. A classic model folding engine or a movable model EFES unit would be the extreme of the SK small group in this way of thinking. The EFES units located in the cylinders can also be extended as drive cylinders, so to speak, like the linkage levers of the Schemp-Hirth mechanism. The drive axis of the propeller then lies in the longitudinal direction of the articulation lever, so that solutions are conceivable in which the drives are very far away from the wings.

If you allow that the classic Schempp-Hirth flap with its upper contour surface does not form the end of the valve box, then you can of course leave out the upper contour surface. But you can also find transitional forms that have certain advantages.

The cover surfaces over the sliding flaps can be moved both outwards and inwards. The displacement of the contour surfaces, which does not result in an increase in resistance and thus, under certain circumstances, changes in load, is certainly advantageous for the normal flight condition.

The slight pivoting of drives extended in the Z-direction can be used to set the optimal flow direction for the respective flight condition during flight. It is also conceivable to adjust the outflow angle of the drive unit on the ground - comparable to setting the angle of attack of rigid propeller blades. This can be used to optimally adjust the SK drive unit or the EFES unit to either climb or cruise.

Figure list

• In 1 In order to better explain the orientations in the following drawings, an overview of the aircraft axes and the associated coordinates is given. 1 shows the three axes of an airplane 5 in kite configuration, the longitudinal axis 1 , the transverse axis 2 and the vertical axis 3 . In this aircraft, the wings run approximately in the direction of the transverse axis 2 . The wing axis 7th runs approximately in the direction of the transverse axis 2 . The X axis becomes the cross axis 2 , the Y axis becomes the longitudinal axis 1 and the Z axis of the vertical axis 3 assigned. In order to make the following explanations clearer, the PSK will be drawn up once more DE 10 2018 007 160 shown in a slightly modified form.
• In 2 a PSK 10a is shown from the front, in which each drive unit, consisting of a motor 70 and propellers 60 , a link lever 40 assigned. The linkage levers 40 , are through the connecting rods 180 connected. The circles 190 represent pivot points of this parallelogram displacement. The connecting rod of the SK coming from the fuselage or an actuator is not shown. The rectangle 85 represents the vertical rear wall of the flap box. Note: The drives can also be attached to a cross-beam attached between two linkage levers, as in DE 10 2018 007 160 shown.
• 3 shows a side view of an extended thrust flap 10 a in a hydrofoil 20th in which the around the axis 110 turned Linkage lever 40 are aligned in the Z direction. The lower contour surface 35 closes the flap box 80 when extended.
• 4th shows the in the flap box 80 retracted thrust flap 10e the 3 . The linkage levers 40 are now roughly aligned in the X direction. The is located on the linkage lever 40 attached engine 70 between the upper contour surface 30th and the lower contour surface 35 . Here designated 87 the front wall of the flap box 80 and 85 the rear wall of the flap box, which is roughly in the middle between the front edge of the profile 210 and trailing edge of the profile 200 is located.
• In 5 changes the position of the thrust flaps in a wing. This also results in changes to the U-shape of the flap box at the front or rear edge of the wing. 5 shows schematically from the side - that is, seen in the X direction - different U-profiles of the flap box, a) at the front 80v with a lower front wall 87 , b) in the middle 80m with about the same height front wall 87 and back wall 85 and c) rear 80h with a lower back wall 85 .
• 6th then shows these variants of the flap box 80v , 80m , 80h in a wing profile 20th .
• 7th shows the flap box 80v in the area of the front edge of the profile schematically with the upper contour surface 30e , lower contour surface 35 , Linkage lever 40 , Engine 70 and the propeller with spinner 60 . The front side 215 the upper contour surface can be angular 35e, rounded 35r or profiled 35p.
• 8th shows the possibility of the upper contour surface 30p to lock and at the same time to get an extendable profiled upper contour surface. This is done by removing the profile piece 215p into the upper contour surface 30p can be retracted so that the contour surface changes its shape 30f , and a free retraction of the entire upper contour surface 30f into the profile nose 230f and locking in the profile nose 230a is possible. 30a shows one in the wing nose 230a locked upper contour surface. This is very beneficial at high flight speeds, since high suction forces act on the retracted thrust flap. This can be done electromagnetically, for example, as with door locks. But you can also have an upper contour surface half profiled at the top and straight at the bottom 30g Imagine without an undercut, which is continuous and smooth with the profile or here the profile nose 230g completes, comparable to an airplane canopy.
• 9 shows a thrust flap in the rigid nasal area 240 of a profile with an upper contour surface 30r with rounded edges, creating the profile surface of the wing 90 in the transition between the rigid wing nose 240 and contour surface 30r is not formed completely smooth.
• 10 shows a thrust flap with a wing nose 245 which is movable approximately in the Y direction and which extends over the rear wall 85 of the SK module is sufficient and can be moved as far as indicated by the arrow 250 shown that the thrust flap can be extended and retracted. In this case the upper contour surface is located 30p below the outer contour of the movable wing nose 245. The contour surface 30p in this case no longer has the function of the surface or contour of the wing 90 to form in the retracted state of the thrust flap.
• In the 11 the same thrust flap can be seen but without the upper contour surface. In the lower area of the figure, the movable wing nose 245 and the sliding flap are individually in their flap box as a module 150s shown on the side.
• In 12th a thrust flap can be seen in the profile nose in 3 different extended positions, 151 Profile nose 245a extended and thrust flap 150a extended, 152 Profile nose 245e retracted and thrust flap 150a extended, 153 Profile nose 245e retracted and thrust flap 150e retracted.
• 13th shows a thrust flap comparable to that of 10 in the extended state. However, the wing nose is 245a not just forward in the direction of the arrow 255 shifted, but also tilted forward in a way comparable to slats for high lift. This is indicated by the arrow 260 symbolizes. The fulcrum is 265e and lies outside the wing 90 . The traversing mechanisms - often with curved rack and pinion drives - for such slats are state of the art. The thrust flaps can then be located between these movement mechanisms. In this embodiment, the inner contour surface is also favorable for high lift 35 which, when extended, form the contour 90 of the wing above the SK flap box 80 forms.
• 14th shows a thrust flap comparable 11 laterally 245e, loc and from above 247e, loc (e = retracted; a = extended). The linkage lever 40 only extends to the engine 70 . The profile nose 247e seen from above when retracted, 245e Seen from the side when retracted, requires recesses 100 in the area covering the flap box for the extended pivot lever 40 . The engine is above a recess 70 , Linkage lever 40 and propeller with spinner 60 of the SK drive viewed from above on the retracted contour surface 247e shown. The second recess is in 247e and in 247a - Profile nose extended - shown without linkage lever for clarity only. The recesses are based on the principle that the distance between two control levers must be more than a propeller diameter 100 rather shown too close to each other.

• 15th FIG. 8 shows a movable wing nose 248e comparable to that in FIG 14th in the retracted state in perspective on the left and sideways on the right. A sliding flap module is located below the profile of the wing nose 150e in the retracted state. For the sake of simplicity, it is only a link lever 40 shown without motor or possible upper or lower contour surface. The front wall of the SK box is with 87 shown, the back wall is except for the narrow strip 85 to make the linkage lever visible 40 cut out. The cutout 100 in the wing nose is in the retracted state of the link lever 40 by a shaped element attached to the pivot lever 130 closed. For closing the neckline 100 in the extended state is located on the linkage lever 40 a second shape element 140 .
• 16 differs from 15th in that the wing nose 248a is extended and the thrust flap module is not yet extended 150e is open at the top. You can also see the now open recess 100 and the form element now exposed 130 .
• 17th shows the situation of 16 but with extended linkage lever 40 of the extended thrust flap mode 150a and extended profile nose 248a. You can see the form element 140 , the recess when retracting the profile nose 100 closes.
• 18th finally shows the retracted profile nose 248e with the pivot lever extended 40 of the thrust flap module 150a perspective and from the side.
• 19th shows an SK module 150 in a wing profile 90 above with open flap box below with closed 80 . The opening 120 of the SK box 80 is made by linear displacement 255 here in the Y-direction of part of the wing contour 220 exposed. The linear displacement elements required for this are known, for example, from furniture construction. In the lower part of the drawing is the thrust flap through the form element 220 closed. It is advantageous that the air force 290 - Approximately in the Z direction - on the sliding element 220 are almost perpendicular to the Y-displacement direction. This means that there is no need to counteract the force of the air when moving 290 Work to be done, and the cover flap 220 cannot be sucked out in the Z-direction upwards.
• 20th Figure 10 shows other embodiments of linear covers over a sliding door module 150 that are moved forward 220v, which are slightly higher in the vertical direction, 220h, which are segmented, 220d, so that the flap splits into two segments 225o and 225u when moved. The advantage here is that segment 225u does not have to be displaced as far as segment 220h around the opening 120 of the flap box 80 to expose. In the lower profile 80 there is a cover surface that can be moved inwards 220i . This is shown in broken lines in the closed case, and shown in solid lines in the process case. This area 220i is over the guide rail 331 about the guide elements 325 , e.g. guide rollers, moved inside the sash.
• 21a shows a wing profile 90e with a thrust flap, its shifted cover 220 the opening 120 has released. In the flap box 80 Integrated is a braking surface 310e that can be linearly displaced in the Z direction in the retracted state with at least one guide element 320 , e.g. a small ball bearing that is roughly in the guide groove 330 a backdrop 300 is located. The braking surface 310e here becomes a guide link via the X shift - that is, in the longitudinal direction of the flap box 300 shifted in the Z direction. In the lower part of the drawing you can see the braking surface 310e in the retracted state, the guide link 300 and the guide element in the lateral section and next to it the view from the front (here Y-direction). You can see two guide elements 3201 , 320r , the guides marked in the dash-colon 330 (such as guide grooves, rails, rack guides, etc.) so that the braking surface is guided in the vicinity of the two lateral linear slides, of which only the right 360r is shown. You could also use the linear slide on the front wall 87 of the flap box 80 provide. The entire X-travel of the backdrop is with 350 marked. The travel in which the braking surface is extended and retracted is with 340 marked. The brake flap is considered only at the beginning of the displacement path 350 the SK actuated. After going through the route 340 the flap is retracted and the thrust flap with the drives is up to the end of the route 350 fully extended. This means that the link control of the brake flap and the articulation of the articulation lever can be connected to one another. Of course you can too operated separately from each other. The third sliding element of this SK unit would be the linearly sliding cover 220 . This can also be done using a backdrop 370 with the guide line 335 be controlled so that towards the end of the driveway 350 the cover 220 is closed again. Covering the necessary recesses 100 (not shown) in the mold surface 220 can according to the 14th - 18th respectively.
• 21b shows the profile 90a of FIG 21 a with extended resistance surface 310a. In the lower area of the drawing is the position of the resistance surface 310a with respect to the backdrop 300 shown. The resistance surface 310a is extended to the maximum extent that the guide elements 3201 , 320r at the highest points 330h the guide line 330 are located.
• 22nd shows a wing profile 20th with a sliding flap that goes through the surface element 220 , 200d can be covered by either being shifted linearly indicated by the arrow 255 or by adding the item 220d around the fulcrum 265k is rotated, represented by arrow 260 . In contrast to linear displacement, placing the surface perpendicular creates the surface 220d a high additional resistance. Below that are two more wing profiles 20th with more or less smaller rotatable cover surfaces 220e , 220f shown. The surface 220e , 220f is then nothing more than a smoothing element that revolves around the pivot point 265k moves to the upper contour surface 30th hugs and forms a flat profile surface when retracted. When extended, the elements nestle 220e , 220f to the lower contour surface 35 and then also form a flat profile surface. The advantage is that the upper contour surface 30th can then be profiled as required; and when the elements are retracted 220e, f the surface of the profile 20th is smooth.
• 23 shows a flap module with its flap box 80 and with two support arms 40 from the front in the ZX plane, from above in the XY plane and from the side (only one boom 40 with motor 70 ) in the ZY plane. The propeller turning circle surfaces are shown from the front with 160 marked, in the side view with 165 . The extended SK module 10a is shown with solid lines. The SK module 10e in the retracted state is shown with dashed lines. The support arms are rotated 40 about axes 1101, 110r.
• 24 shows the possibility from the same SK box 80 a larger propeller with about twice the radius via the pivot lever 40 fold out by its axis of rotation 110l on the side edge 140 of the flap box 80 lies. This allows the propeller effective surface 160g , 165g compared to the flap of the 24 can be enlarged up to twice.
• 25th shows a flap box 130 with axes of rotation 110l, 110r of the support arms 401, 40r on both lateral edges 1401, 140r. The two support arms 401, 40r are offset next to one another in the flap box 130 in the retracted state. This condition is also indicated here by dashed lines. The support arms 401, 40r move in opposite directions. The closer the motors 701, 70r to the center line 170 down, the larger the propeller radii can be. The motors meet in the area of the center line 170 , in the side cut as a detail 175 shown in the YZ plane, then it can make sense to use motors 701, 70r To be arranged one above the other and slightly offset or even next to each other. One advantage of this arrangement is that, with the same flap box length Lk, there is a significantly more effective propeller surface 160g can unfold compared to the area 160 in 23 .
• 26th shows a retracted thrust flap 10e that in the hydrofoil 20th in front of a trailing edge flap 50 is attached. The movement of the trailing edge flap about the axis of rotation 195m can be used to open the thrust flap upwards by the front approach 55 the trailing edge flap is turned to the right.
• 27 shows the opening of the thrust flap 10e by moving the approach away 55 by turning the trailing edge flap 50 around the axis 195m . It is located on the axis 275 also a movable sealing surface 270 . This trailing edge flap 50 increased in the extended state by the approach 55 the resistance considerably.
• In 28 is the extended thrust flap 10a shown, their flap box 80 through the retracted area 55 is covered. In the area 55 must have cutouts comparable to the ones with 100 in 14th - 1 8 are shown recesses.
• In 29 becomes a trailing edge flap 50 shown their approach 55 through those around the fulcrum 285 rotatable flap 280 was replaced. In this case, the extension of the thrust flap can be done without increasing the resistance due to the approach 55 respectively. However, the flap box can also be closed solely by the inner contour surface 35 take place, which is also shown here, so that the area 280 could be omitted. The area between the flap box 80 the SK and the trailing edge flap could then be designed as a rigid contour. In any case, the extension of the flap is effective 50 buoyancy increasing. The combination of the flap 50 with the thrust flap drive accelerating the flow 10a thus also represents a device for high lift.
• In 30th is a retracted thrust flap module 10e in a circular flap box, i.e. in an open tubular profile 82 , shown. The SK module is located around the pivot point 195k rotatable trailing edge flap 50 . The moving contour surface or cover surface 380 is with the wing 20th movably connected, for example linear or rotatable. With 40e is in 30th - 33 the retracted linkage lever is shown.
• In 31 becomes the trailing edge flap 50 moved down. This opens the thrust flap 120 exposed and you could use the thrust flap 10e move out. If you are in the contour area 380 Provides recesses for the extended linkage lever, cf. 14th . - 18th , you have the option of the extended thrust flap both for starting with the rear edge flap extended 50 as well as for cruising with a straight trailing edge flap 50 to use.
• In 32 becomes the cover surface over the sliding flap 10e as a rigid approach 385 on the wing 20th shown. The thrust flap can then have an upper contour surface 390 which is located on the trailing edge flap and which can be moved using the methods discussed here. But you can also do without a contour surface 390 get along and the linkage levers 40 the boot flap in the extended state when straightening the rear edge flap 50 in recesses of the rigid approach 385 proceed. The shaped elements for closing the recesses can then be as in 14th - 18th shown on the linkage levers.
• 33 shows that one can reverse to 32 the thrust flap 10e but also without cover 385 and only with the movable cover located on the trailing edge flap 390 can perform.
• 34 shows two in pitch circle profiles 82 located rotatable SK modules 400m and 400k . There is an SK module 400m rotatable about the central axis 405m, while 400k is rotatable about an axis of rotation 405k on the circular contour. Above the opening 120 Both SK modules do not show any upper contour surfaces or covers. In a way, this type of rotatable SK module was also used in 30-33 represented by the module as an element of the trailing edge flap 50 about the outside of the SK profile 82 lying pivot point 195k is rotated.
• In the 35 is in the wing 20th One of the installation options for the SK module, which can be rotated around the axis of rotation 405m 400m shown. In 35 can the thrust flap according to the procedure on the wing 20th fortified upper contour surface 380 be moved approximately vertically upwards. The direction of the drive would be horizontal in this case. The rear edge flap rotatable about the axis of rotation 195 50 is not deflected. You can use the SK modules 400 also referred to as rotary thrust flaps, DSK. If one specifies that only propellers are used, then such DSK could also be referred to as rotary propeller thrust flaps, DPSK.
• 36 is the rotary thrust flap 400m compared to 35 Turned approx. 90 ° clockwise around the axis 405m, the opening 120 so under the contour surface 380 been turned away. The trailing edge flap was also rotated about 90 ° around pivot point 195. The opening 120 the rotary thrust flap 400m is exposed so that the thrust flap can be extended in the horizontal Y-direction. The drive direction would then be vertical. The 35 and 36 show a possibility by means of the rotary thrust flap to enable a transition between vertical and horizontal drive direction, which is also connected with the possibility of retracting the drive device. In this way, not only short take-off planes or, more precisely, steep take-off planes can be realized. Aligning all drives in the vertical direction can enable a vertical start, especially if the load on the beam surface is kept as low as possible.
• 37 shows an airfoil 20th its nasal area 245e and trailing edge area 50 around the pivot points 265k and 195k are movable. The DSK modules 400v and 400h can extend downwards or upwards. In the contour of the wing 20th are above the openings of the DSK modules 400v , 440 h no movable cover elements shown. However, it is possible to provide such cover elements as shown in the previous figures.
• 38 shows the rotation around point 265k opened profile nose 245a and that by rotating the trailing edge flap 50 trailing edge opened at point 195. The openings of the DSK 400v and 400h are thus exposed.
• 39 shows the horizontally extended DSK 410v, 410h and the propeller circles 165 in side view. The direction of the drive rays 430 is directed vertically downwards. You can tell the profile 20th is in vertical flight configuration.
• 40 shows the DSK 420v and 420h rotated by approx. 90 ° and now vertically extended. The direction of the drive rays 430 is now horizontal. The arms of the DSK are now located in recesses in the wing or an inner contour surface (not shown) that can be displaced with the thrust flap forms the wing contour. The profile nose 245 and the rear edge 50 were back to the starting position of 37 proceed. You can also say that the profile 20th is in level flight configuration.
• 41 shows the equilibrium of moments 460 of the moments generated by the propeller jets with respect to the center of gravity 430 around the transverse axis, or a parallel to the transverse axis through the center of gravity 430 . The moments consist of the lever arm 440v, 440h from the engine to the center of gravity 430 each multiplied by the component 450v, 450h that is perpendicular to the lever. For stationary flight, the moments must be in equilibrium. The moment imbalance can be viewed like an elevator control around the transverse axis ( 2 in 1 ) exploit. A flying wing aircraft that consists of only one wing 20th as in 41 is shown, can then also via a variation of the thrust vectors along the wing 20th Drives distributed above and below can be controlled.
• 42 shows an airplane 5 with extended DSK 440v, 440h from above. The plane 5 can glide like a glider with the thrust flaps retracted. But it can also fly in horizontal powered flight with different jet cross-sections. As a whiz kid it has the advantage of being the center of gravity 430 is located between the front DSK 440v and the rear DSK 440h. No additional mounted engines are necessary to operate the aircraft as a multicopter, provided that the total thrust exceeds the take-off weight. When the DSK 440v, 440h is retracted, the aircraft can use SK to adapt for faster cruising 480 operated by the ISK or PSK type.
• 43 shows an airplane 5 as in 42 but with additional SK drives in the fuselage 470v or behind 470h the focus 430 that can help keep the load on the beam surface even lower and greater moments with regard to the center of gravity 430 to reach. You can also imagine the drives in the fuselage by rotating the motors to change the direction of the support arms. The drive 470h could then also be used for level flight.
• 44a, b and 45a, b show the possibility to use the depth of the wings in the Y-direction to accommodate retractable drive units by linear displacement of drive units in the Y-axis direction. Drive cylinders 500a, e, which can accommodate a displaceable folding propeller with or without a spinner and a motor, are shown symbolically. Propeller, motor and spinner are not shown here. Such units are available as ready-made model aircraft components, EFES, on the market. The folding propeller is pushed forward in the cylinder and unfolds during operation. For use in a hydrofoil, the cylindrical unit for operation is extended out of the wing profile to such an extent that the propellers can unfold and rotate.
• 44a shows an extended EFES unit 500a in a lateral section parallel to the YZ plane in a profile nose 210 . Depending on the propeller radius, which specifies the cylinder length, this EFES unit can be in the available space in the area of the profile nose 210 and trailing edge of the profile 200 fit. In addition, there is a perspective view in the Y direction, that is, against the direction of flight. The profile nose has been omitted except for the remnant piece 210r, so that the left half of the closure flap, which has been rotated back into the interior of the wing about an axis parallel to the Z direction, is left out 490o the EFES unit sees. This closure flap, here in the open state, 490o consists of a left and right half. The right half has been left out. Instead, a contour element firmly connected to the cylinder of the EFES unit can be seen to fill the empty space between profile 210r and the extended drive 500a 510 in the form of the profile nose.
• 44b shows the retracted state of the EFES cylinder 500e. You can see the contour element 510 in the side view. In the side and perspective view, it can be seen that the closure flap 490g is the profile nose in the closed state 210 forms over the extension opening of the retracted EFES unit 500e.
• In the 45a shows a retracted EFES unit 500e on the rear edge of the profile in a lateral section and in a perspective top view 200 shown. The opening 530 is already open and the flap 495 around the axis of rotation 520 turned down.
• In 45b is seen from the rear edge in a lateral section and in a perspective top view 200 Extended EFES unit 500a shown. The shutter 495 the opening 530 is open.

Final remark:

From an energetic point of view, aircraft should be as energy efficient as possible. As a particularly energy-efficient aircraft, a DPSK aircraft should be provided with drives on the wing trailing edge 440h, because this is probably the optimal location for the propellers. In the 21 The link control shown for the brake flaps and cover of the SK can be replaced by the actuator control of a mechatronic unit. Rotary thrust flaps, thrust flaps and EFES units can generally be implemented more easily and cost-effectively if the movement takes place by means of actuators or servos. The technical example for this comes from model making, comparable to electric flight. For a glider application, however, the operation should be as mechanical as possible.

The common feature of SK drives and the EFES units is that the front surface in the retracted state is much smaller than the effective surface of the extended drive.

The vertical take-off DSK aircraft was shown to show an aircraft that can be controlled and flown conventionally in a hang-glider configuration, but can also be controlled and flown in a multicopter configuration via an electronic controller.

The decisive advantage of the thrust flaps, drive cylinders and rotary thrust flaps is the retractability, which makes it possible to switch between these types of configurations or to find the optimal flow to the drives by slightly pivoting the drives. But also thrust flaps or EFES units in the wings of normal fixed-wing aircraft make it possible to switch between cruise, climb and take-off configuration.

The possibility of building aircraft with extreme high lift systems in combination with DSK or normal SK can lead to the wing surfaces and thus the resistance of such aircraft in cruise being lower than in comparable previous aircraft.

Abbreviations:

Lk

Length of the flap box

DSK

Rotary throttle

DPSK

Rotary propeller thrust flap

EFES

retractable front electric sustainer (unit)

FES

Front Electric Sustainer

ISK

Impeller throttle

PSK

Propeller thrust flap

SK

Thrust flap

Non-patent literature

• (1) Manual retractable FES drive, T-Prop 340, Torcman http://www.torcman.de/index_htm_files/Manual_T-Prop430.pdf
• (2) Instructions SKY HIGH 4, Version 1.01 Dec. 2016, Tobcon egineering, http://www.tobcon.de/files/Anleitung_SKY_HIGH_4.pdf

List of reference symbols

1

Longitudinal axis - Y axis

2

Cross axis - X axis

3

Vertical axis - Z axis

5

plane

7th

Wing axis

10a

PSK propeller throttle extended

10e

PSK propeller throttle retracted

20.20t

Wing profile, wing

30th

upper contour surface,

30a

upper contour surface locked in the profile

30e, r, p

upper contour surface angular, corners rounded, profiled

30f

Upper contour surface with profiled front edge retracted

30g

upper contour surface half profiled at the top straight at the bottom

35

lower contour surface

40; 40a, e

Linkage lever, support arm, boom; 40 extended, retracted

50

Trailing edge flap

55

Approach trailing edge flap

60, 60r

Propeller with spinner

70, 70r

Motor behind the spinner and propeller

80

Flap box

80v, m, h

Flap box, front, center, back

82

circular flap box

85

Rear wall flap box

87

Front wall flap box

90

Airfoil, wing profile

100

Recess in the cover contour

110

Axis of the flap lever

120

Opening of the flap box in the wing

130

Flap box with axes of rotation on the side edges

140

side edge SK box

150

Thrust flap module

150a

Drawer flap module extended

150e

Drawer flap module retracted

150s

Sliding flap module on the side

151

Profile nose extended and thrust flap extended

152

Profile nose retracted and thrust flap extended

153

Profile nose retracted and thrust flap retracted

160, 160g

Propeller circular area, propeller circular area large

165, 165g

Propeller circle on the side, propeller circle on the side large

170

Center line

175

Engines in the area of means

180

Connecting rods

190

Pivot points

195m

Center of the rear edge flap pivot point

195k

Pivot point trailing edge flap on contour

200

Trailing edge of the profile

210

Profile leading edge

215

Front edge of the upper contour surface

215p

profiled leading edge of the upper contour surface

220

Cover, cover surface, part of the wing contour

220d

rotating cover

220f

semi-covering cover rotatable

220e

Rotary element covering only the profile nose of the upper contour surface

220i

Cover can be moved inwards

230a, f, g

Profile nose for locking 215p locked, free, profile nose for upper contour surface without undercut

240

fixed wing nose

245a, e

Movable profile nose extended, retracted

247a, e

Supervision of the movable profile nose extended, retracted

248

movable wing nose CAD illustration

250

Linear motion displacement arrow

255

Linear motion displacement arrow

260

Rotation movement - rotation arrow

265e

Pivot point outside profile

265k

Pivot cover 220 on contour

270

Sealing surface rear edge flap below

275

Pivot point sealing surface 270

280

Movable approach trailing edge flap

285

Pivot point approach 280

290

Air force

300

Guide link for braking surface

310

Braking surface

320, 320l, r

Guide element

325

Guiding element, guiding role

330

Guide line braking surface

331

Guide rail

330h

highest point of the guideline

335

Guideline cover 220

340

Travel distance for braking surface

350

Travel distance for

360

Linear slide

370

Setting for the cover area 220

380

Cover element movable on the wing

385

Cover element rigidly attached to the wing

390

Cover element on rear edge flap

400

SK modules rotatable in pitch circle profile, rotary push-pull flap

400m, k, v, h

SK module rotatable around the central axis or contour axis, SK module at the front, SK module at the rear

405

Axes of rotation

405v, h

Rotary axes front, rear

410

DSK horizontally extended

420

DSK vertically extended

430

main emphasis

440

Lever arm

450

Component thrust vertical lever arm

460

Moment equation

470v, 470h

Thrust flap drives in the fuselage, front, rear

480

Thrust flaps for cruise flight

490o, g

Flap for opening for EFES unit, open, closed

495

Closing flap EFES on the rear edge

500

EFES unit symbolically as a cylinder, drive cylinder

510

Contour element profile nose with extended EFES unit

520

Rotation axis shutter 49

530

Opening in the rear edge 210

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102016010216 [0001]
• DE 102018007160 [0001, 0010]
• DE 411631 [0001]
• DE 2854977 [0001]
• DE 102018118953 [0001]
• DE 102015207445 [0002, 0005]
• DE 102014000640 [0002]
• DE 102017122359 [0002]
• DE 202019000936 [0002]
• DE 102013109392 [0002]
• WO 2009/080355 [0006]
• DE 1962159 [0006]

Claims (11)

Method for a high-lift propulsion system for a vehicle, in particular an aircraft or glider, by means of drive units that can be retracted into the contour of the vehicle, such as thrust flaps or retractable folding propeller units, characterized in that at least one of the following features is used, the drives on the wing leading edge 210 or wing trailing edge 200 be attached, the drive direction of the drive units can be brought into the most favorable flow direction for the respective flight condition by, a) the entire drive unit, b) the component to which the drive unit is attached or c) only the motor head is rotated around at least one axis that Drives with profiled upper contour surfaces 30p, slats 245 or trailing edge flaps 50 are connected. Procedure according to Claim 1 characterized in that a linkage lever 40, a traverse or a drive cylinder 500 is assigned to each drive unit. Procedure according to Claim 1 - 2 characterized in that the running drives can be individually pivoted and regulated individually about at least one axis on the linkage lever, the traverse or on the drive cylinder. Procedure according to Claim 1 - 3 characterized in that at least one drive unit can have articulation levers 40 which can be extended in opposite directions or cylindrical EFES units 500 which can be extended in opposite directions. Procedure according to Claim 1 - 4th characterized in that the cover contours 220 are displaced without great generation of resistance by being displaced linearly with or against the direction of flow. Procedure according to the Claims 1 - 5 , characterized in that a thrust flap can be combined in the flap box 80 with a braking surface 310 that is displaceable perpendicular to the flow or a cover surface 220 displaced perpendicular to the air force 290. Procedure according to the Claims 1 - 6th , characterized in that the mechanism of the thrust flap 150, the cover 220, 370 and the air brake 300, 310 is moved via a single mechanical linkage. Procedure according to the Claims 1 - 7th , characterized in that the drives are controlled individually or in groups via electronic control Procedure according to the Claims 1 - 8th characterized in that single-blade propellers or two-blade propellers 60, folding propellers or propellers, the blades of which are arranged in a line at a standstill, are used. Procedure according to the Claims 1 - 9 characterized in that components 130, 140, 510 for closing contour gaps 100 are attached to the articulation lever 40 or to the drive cylinder 500. Aircraft according to the Claims 1 - 10 characterized in that with extended drives it can take off electronically controlled like a multicopter, can switch to level flight by swiveling the drives 400v, 400h in the horizontal thrust direction in flight and also start in level flight as an inherently stable aircraft 5 in kite configuration that can be controlled without electronic aids, can fly and land.

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