DE202019000936U1 - Universal flight device with electric drive - Google Patents

Abstract

Universal aircraft with electric drive
o with a passenger cabin (10,11,2),
o with wings (3, 6, 7, 25),
o with tiltrotors (4,5) pivotally mounted in the wings
o with adjusting members and shafts (8), by means of which the Tiltrotoren can be adjusted according to need in their Tiltwinkellage,
o with electronic control of the speed and angular position of the tiltrotors,
o with storage spaces for the power batteries in the lowest area of the passenger cabin, characterized in that the wings (3, 6, 7) with the tilting rotors (4, 5) are arranged in the uppermost area of the passenger cabin, that the tilting rotors (12) propellers (5) have, whose blade length seen in the vertical direction in the vertical position of the Tiltrotoren optimized so that they do not touch the piste soil safely.

Description

The invention relates to an aircraft equipped with electric drive, which is particularly suitable as a taxi, as the basic features according to the utility model Akz. 20 2017 006 138 The invention is based on the fact that flying with wings is by far the most economical way of flying. The power saving is especially in the electric drive about an air taxi, as z.Z. especially in metropolitan traffic is., Of crucial importance. It must be assumed that, in addition to inner-city short-hauls, longer distances have to be covered, since large cities often take up areas of land several tens of kilometers away.

In urban traffic, the vertical launch of an air taxi is essential in any case. This Senkrechstarten requires at a given weight together with passengers in the short term a relatively large take-off performance. This vertical take-off performance must be applied by low-impact propeller rotors. In many projects, it is assumed that these rotors take on the required carrying capacity even when flying onwards. This means that the power demand on the rotors from the vertical take-off is also maintained during the carriage-right flight. The Wagrechtflug is thus uneconomical and requires a lot of energy, especially on longer routes.

The solution in the utility model utilizes the well-known principle of "tiltrotors" which can be used by tilt angle adjustability for both the vertical takeoff and the waggon flight with wing share. Since the drag drag forces are only a fraction of the weight load, and the wings can carry the weight of the aircraft in a highly efficient manner, such aircraft can fly long distances with significantly less battery load, up to hundreds of kilomtres. In addition, higher speeds can be flown for the same performance.

The solution according to the utility model has a wealth of disadvantages. The fact that the passenger cabin is arranged at the level of the bearing surfaces, as is customary in today's aircraft, hinder the wings, at least for many passengers, the view down. This also applies in part to the pilot in our device according to the utility model.

A major drawback here is that the maximum diameter of the tilt propellers is severely limited when starting on a runway.

dabei bedeuten:

• Nst die Antriebsleistung des Propellers [Watt]
• S die Tragkraft beim Senkrechtstart [N]
• d der äußere Propellerdurchmesser [m]
• Ro die spezifische Masse der Luft [Nx(s)hoch 2/(m)hoch4)
• Zeta ein dimensloser Faktor.

The invention avoids this disadvantage in that the wings are arranged with the Tiltrotoren on the passenger cabin as a so-called high-decker. The propeller diameter can thus be made much larger. The propeller diameter has a great influence on the power consumption with the same load capacity S according to the equation: $$\text{Perpendicular}-\text{Starting power Nst}=\left(\text{S / d}\right)\times \sqrt{\left(2\times \text{S}\right)/\left(\text{RoxPi}\right)}\times \left(1/\text{Zeta}\right)$$

where:

• Actual the drive power of the propeller [Watt]
• S the load capacity at vertical take-off [N]
• d the outer propeller diameter [m]
• Ro is the specific mass of air [Nx (s) high 2 / (m) high4)
• Zeta a dimensloser factor.

From this it can be seen that the power consumption for a given load capacity is the smaller, the larger the propeller diameter can be made. This advantage is not only valid for the vertical take-off, but also for the wagrecht flight. At the same load capacity, the required propeller speed is reduced at the same time, resulting in the least possible noise, a key environmental factor!

It is advantageous if the leading edge of the wings in the area left and right of the Tiltrotoren are bevelled from the propeller plane to the rear. This increases the distance between the wing leading edges of the rotor blades with the effect of minor disturbances in the air flow, as well as with the result of less noise development.

Another advantage results from the fact that the upper portion of the bow of the passenger cabin passes without a step in the front plane of the wing. This avoids strong aerodynamic turbulence in this area. This also leads to less noise. In addition, thereby the air resistance of the passenger cabin becomes smaller.

The design as a high-wing with system-based overhead propellers requires special measures with regard to flight stability. Due to the position of the passenger cabin lower than the wings and the rotors, a drag coefficient of the car with a lever arm arises at high horizontal flight speed ( b ) to the wing and to the rotor propellers. It is characterized by a pitching moment with respect to the wings forward, which pushes the nose of the aircraft down. The result is a negative angle of attack of the wings. The static pressure difference turns around. The higher pressure then prevails over the wing, the lower pressure prevails under the wing. The plane is pushed towards the ground. The pilot can not prevent this disaster without special equipment. The plane crashes.
This problem defuses, similar to the paraglider, in that the center of gravity of the system is c ) lies vertically downwards from the wing. Therefore, it proves to be an advantage that the relatively heavy battery is located at the very bottom of the passenger cabin.

In the Tiltrotoren there is always the possibility for the mushrooms, in particular the front rotors by the Tilt angle adjustability in an increasing angle gamma () to adjust so that a more or less large counter-momentum arises. So the aircraft can always be kept in a stable attitude. The higher the airspeed, the bigger this countermoment must be. When suddenly occurring gusty headwind bumps must be reacted quickly here. Certainly limits are set for autonomous flying here.

For an aircraft for 2 to 3 people, the following flight data results:
Weight for vertical launch 700 kg; 4 star rotors with 3 m diameter; Vertical starting power approx. 72 KW; Rotor speed approx. 310 rpm; Speed in waggling flight 120 km / h; 2 horizontal front rotor propellers in operation; Propeller power total approx. 13 KW; Cumulative quantity 2.5 ; Propeller speed about 600 rpm; Battery capacity 60 KWh; Range of the aircraft with a single take-off and landing 3.5 hx 120 km / h = 420 km.

Due to this design of the disign of the aircraft, the electrically powered flight operation becomes extremely interesting and safe.

• 1 zeigt eine Draufsicht auf das Flugzeug, wobei die nach hinten verlaufenden Vorderkanten 6 und 7 der Tragflächen sichtbar sind. Ebenso ist der glatte Übergang der Fahrgastkabine 2 in die Tragflächen 3 mit den Anteilen der Fahrgastkabine 10 und 11 kennbar. Beide Maßnahmen dienen der Geräuschminderung, wie eingangs erläutert. Die Tiltrotoren 4 mit den Propellern 5 sind etwas ausgeschwenkt nach oben dargestellt wie eingangs erläutert, damit ein Gegenmoment zum Moment des Luftwiderstandes der Fahrgastkabine ausgeglichen wird. In dieser 1 sind die Tiltrotoren in der Stellung gezeigt für den Wagrechtflug.
• 2 zeigt einen Querschnitt durch die Lagerung der Tiltrotoren 4 mit der Tiltwinkel-Verstelleinrichtung 8 zusammen mit den angeschlossenen Wellen und den zugehörigen Lagern. In der Mitte des Systems ist ein Teilquerschnit durch die Fahrgastkabine sichtbar, die in zwei Hälften 10 und 11 geteilt ist. Die Tragflächen 3 mit den Tiltrotoren 4 sind mit der Fahrgastkabine 10, 11 teils verschraubt, teils verklebt. Für die statische Tragfähigkeit sind die Verschraubungen im unteren Bereich der Tragflügel angeordnet. Weitere durchgehende Verschraubungen der beiden Hälften 10 und 11 sind ebenso in der Zeichnung sichtbar. Wie man in dieser Figur sehen kann, sind die Durchmesser der Rotorenflügel 5 so gross wie möglich dimensioniert, sowohl in senkrechter als auch in wagrechter Richtung zur Optimierung der Leistungsaufnahme beim Senkrechstart.
• 3 zeigt die Stellung der Tiltrotoren 4/15 zum Senkrechtstart. Der Abstand der Rotoren 15 voneinander sollte mit Rücksicht auf die Gesamtabmessungen des Flugerätes so klein wie möglich sein. Wie man hier erkennen kann, findet der Sekundär-Luftstrom der Propeller viel freien Raum dank der Abschrägung der Tragflächenkanten 6 und 7 für einen guten Wirkungrad der Propeller. Hier sind die Klapptüren 16 zum Einstieg in die Kabine sichtbar und die Anordnung der Sitze 14 für die Personen sowie die Räume 13 unter den Sitzen für die Batterien. Auch sieht man hier den glatten Übergang der Frontscheibe 2 in die obere Fläche der Tragfläche 3.
• 4 zeigt die Winkelstellungen 20 und 24 der Tiltrotoren 4 beim Übergang vom Senkrechtstart zum Wagrechtflug. Durch Erhöhung des Axialschub SV des Frontrotors und Reduzierung des Axialschubs SH der Hechrotors entstehen unterschiedliche Kraftkomponenten in wagrechter Richtung, sodass sich das Flugzeug wagrecht in Bewegung setzt. Gleichzeitig übernehmen die senkrechten Kraftkomponenten der Rotoren das Gewicht des Flugzeugs. Dabei entsteht ein positiver Anstellwinkel 22 für die Tragflächen 3, sodass diese mit fortschreitender Fluggeschwindigkeit das Gewicht übernehmen. Gleich zeitig werden die Tiltrotoren in die wagrechte Position gerschwenkt.
• 5 schließlich zeigt das Flugerät, dieses Mal als Ausführung für 3 Personen, in der Rotorenstellung zum Wagrechtflug mit deren Tiltwinkel-Einstellung 24 zur Nickstabilität der Tragflächen 3 und somit des Flugzeugs. Eingezeichnet ist der Luftwiderstandsvektor WK und seine Wirkungslinie mit momentwirksamem Hebelarm b zur Tragfläche 3. Bei hoher Fluggeschwindigkeit ist der Kraftvektor WK besonders groß, sodass die Gefahr besteht, dass sich das Flugzeugt nickend nach vorne neigt. Die Folge wäre ein negativer Anstellwinkle für die Tragflächen 3. Dies könnte zum Absturz des Flugzeugs führen. Um dies zu verhindern, werden die Frontrotoren über die Tiltwinkelverstellung 8 um den Winkel 24 nach oben stellt. Die Wirkungslinie der Zugkraft S erzeugt mittels des Hebel armes a ein Gegenmoment, sodass die Flugstabilität gesichert ist. Diese Operation kann durch die elektronische Steuerung automatisiert werden.

Reference to the drawing, the function of the invention is explained in detail.

• 1 shows a plan view of the aircraft, with the rearward leading edges 6 and 7 the wings are visible. Likewise, the smooth transition of the passenger cabin 2 in the wings 3 with the proportions of the passenger cabin 10 and 11 recognizable. Both measures are used to reduce noise, as explained above. The tiltrotors 4 with the propellers 5 are shown slightly swung up as explained above, so that a counter-moment is compensated for the moment of air resistance of the passenger cabin. In this 1 the Tiltrotoren are shown in the position for the Wagrechtflug.
• 2 shows a cross section through the storage of Tiltrotoren 4 with the tilt angle adjustment device 8th together with the connected shafts and the associated bearings. In the middle of the system, a partial cross section through the passenger cabin is visible, which is in two halves 10 and 11 shared. The wings 3 with the tiltrotors 4 are with the passenger cabin 10 . 11 partly bolted, partly glued. For the static load capacity, the fittings are located in the lower part of the wing. Further continuous screw connections of the two halves 10 and 11 are also visible in the drawing. As can be seen in this figure, the diameters of the rotor blades are 5 dimensioned as large as possible, both vertically and horizontally, to optimize power consumption during the vertical start.
• 3 shows the position of the Tiltrotoren 4 / 15 to the vertical start. The distance of the rotors 15 from each other should be as small as possible with regard to the overall dimensions of the aircraft. As can be seen here, the secondary air flow of the propellers finds much free space thanks to the bevel of the airfoil edges 6 and 7 for a good effect of the propeller. Here are the folding doors 16 Visible to the entry into the cabin and the arrangement of the seats 14 for the persons as well as the rooms 13 under the seats for the batteries. Also you can see here the smooth transition of the windscreen 2 in the upper surface of the wing 3 ,
• 4 shows the angular positions 20 and 24 the tiltrotors 4 in the transition from vertical takeoff to wagrecht flight. By increasing the axial thrust SV of the front rotor and reducing the axial thrust SH of the hech rotor, different force components arise in the horizontal direction, so that the aircraft sets in motion. At the same time, the vertical force components of the rotors take over the weight of the aircraft. This creates a positive angle of attack 22 for the wings 3 so that they take over the weight as the flying speed progresses. At the same time the Tiltrotoren be gerschwenkt in the horizontal position.
• 5 finally shows the flight device, this time as a version for 3 people, in the rotor position for wagrechtflug with their tilt angle setting 24 pitch stability of the wings 3 and thus of the aircraft. The air resistance vector WK and its line of action with moment-effective lever arm b to the support surface are marked 3 , At high airspeed, the force vector WK is particularly large, so that there is a risk that the aircraft tilts forward tilting. The result would be a negative angle of attack for the wings 3 , This could lead to the crash of the aircraft. To prevent this, the front rotors are on the Tiltwinkelverstellung 8th around the angle 24 upwards. The line of action of the tensile force S generated by the lever arm a a counter-torque, so that the flight stability is secured. This operation can be automated by the electronic control.

This problem is alleviated by the low center of gravity 25 of the overall system (see paragliders), with the underlying heavy batteries stabilizing contribute.

The seat 26 has its viewing direction backwards against the direction of flight for a compact layout in the passenger cabin.

In this position of the Tiltrotoren there is also the possibility of a runway start. As mentioned at the beginning, a lot of starting energy can be saved. The simple chassis serves this purpose 17 , which also offers the possibility to easily move the aircraft on the ground, for example, in a hangar or in a double garage.

The speeds and torques of the propeller invention 5 coincide largely with those of the drive wheels of medium and small electric cars. One can therefore assume that the electrical and mechanical drive technology and its development can be largely taken over by these systems. Thus, these companies are predestined to produce such electrically exaggerated air taxis, since they have the necessary know-how. For reasons of weight, the use of a one- or two-stage planetary gearbox with high-speed electric motors, which can make up to 25000 rpm, is recommended.

Summary

An electrically operated flight device preferably for two to three persons for universal use eg as a flight taxi consists of a passenger cabin ( 10 . 11 ) with left and right mounted aerodynamic wings ( 3 ) with swiveling tiltrotors with wind propellers. According to the invention, the wings ( 3 . 6 . 7 ) with the Tiltrotoren ( 4 . 5 ) in the uppermost area of the passenger cabin ( 10 . 11 ), wöbei the blade lengths of the propeller seen in the vertical direction in the vertical position of the Tiltrotoren optimized so that they do not touch the piste soil safely. Furthermore, the invention provides that the leading edges ( 6 . 7 ) of the wings ( 3 ) seen from above left and right of the Tiltrotoren bevelled away from the propeller plane backwards or forwards.

Claims (7)

Universal aircraft with electric drive o with a passenger cabin (10,11,2), o with wings (3, 6, 7,25), o with tiltrotors (4,5) o pivotally mounted in the wings o with adjusting devices and shafts (8), by means of which the Tiltrotoren are adjustable in demand in their Tiltwinkellage, o with an electronic control for the speed and angular position of the Tiltrotoren, o with storage spaces for the power batteries in the lowest area of the passenger compartment, characterized in that the wings (3,6,7) with the Tiltrotoren (4,5) are arranged in the uppermost region of the passenger cabin, that the Tiltrotoren (12) propeller (5), whose blade length seen in the vertical direction at vertical position of the Tiltrotoren optimized so that they do not touch the piste soil safely. Universal aircraft with electric drive after Claim 1 , characterized in that in the Wagrechtflugstellung the distance between the centers of the Tiltrotoren (4.5,8) only optimized as large as is necessary for trouble-free operation of the propeller 5. Universal aircraft with electric drive after Claim 1 and 2 , characterized in that seen in the vertical start position in the direction of flight, the distance between the centers of the Tiltrotoren (4,5,8) only optimized as large as is necessary for trouble-free operation of the propeller. Universal aircraft with electric propulsion claim 1 to 3 , characterized in that the front edge (6,7) of the support surfaces (3) from the top left and right of the Tiltrotoren bevelled away from the propeller plane to the rear or forward. Universal aircraft with electric drive after Claim 1 to 4 , characterized in that the bow (2) in its shape in the upper region continuously merges into the wing surface (3,6). Universal aircraft with electric drive after Claim 1 to 5 , characterized in that at the transition to Wagrechtflug the front Tiltrotoren about its pivot point (17) at an angle (20) and the rear Tiltrotoren about its pivot point (18) are set at an angle (24) and on the speed of Popeller are set so that the forward component (WV) is significantly greater than the backward component (WH), and that the sum of the two perpendicular components (DV, GH) is approximately equal to the weight of the flight device. Univerdalfluggerät after Claim 1 to 6 , characterized in that when Wagrechtflug particular the front Tiltrotoren are adjusted to demand in an angle (30) upwards.

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