EP4143083A1

EP4143083A1 - Aircraft

Info

Publication number: EP4143083A1
Application number: EP21722198.5A
Authority: EP
Inventors: Dimitry BREGA; Sylvain ROLDAN DE PERERA
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-04-29
Filing date: 2021-04-28
Publication date: 2023-03-08
Also published as: FR3109766A1; FR3109766B1; US20230174224A1; WO2021219711A1

Abstract

Aircraft comprising at least one wing system with two wings rigidly connected to a rotor provided with a swash plate control device, the wing system being able to change from a fixed wing configuration where the rotor is immobilised relative to the aircraft fuselage and the wings are oriented with their leading edge facing the direction of forward travel of the aircraft, to a rotating wing configuration where the rotor is rotated relative to the fuselage, and conversely, at least one of the wings is itself subjected, during the change-over from the fixed wing configuration to the rotating wing configuration, to a rotation on itself relative to the rotor in such a manner that the two wings of the wing system form blades having their leading edge oriented in the direction of rotation of the rotor.

Description

Description Title: AERONEF

Technical area

The present invention relates to an aircraft having an evolutionary wing able to go from a fixed wing configuration to a rotary wing configuration and vice versa.

Prior art

US Pat. No. 8,070,090 describes an aircraft suitable for switching from a helicopter mode with a rotary wing to an airplane mode with a fixed wing. The orientation of the aircraft during flight is controlled by servomotors placed in the wings and adapted to modify the angle of incidence.

Application WO 2014/089604 discloses an aircraft of the same type. In rotary wing flight configuration, the aircraft can be piloted by means of a swashplate device. The airfoil has blades with a symmetrical profile, that is to say that the leading edge has the same shape as the trailing edge. Aerodynamic performance is not entirely satisfactory in a fixed wing flight configuration.

There is a need to further improve aircraft capable of evolving between fixed and rotary wing configurations, in particular in order to improve aerodynamic performance.

Disclosure of the invention

The invention aims to answer them.

Summary of the invention

The invention achieves this thanks to an aircraft comprising at least one wing with two wings integral with a rotor equipped with a swashplate control device, the wing being able to pass from a fixed wing configuration where the rotor is immobilized by relative to the aircraft fuselage and the wings oriented with their leading edge turned in the direction of travel of the aircraft, to a rotary wing configuration where the rotor is rotated relative to the fuselage, or even vice versa, at least one of the wings undergoing, during the passage from the fixed wing configuration to the rotary wing configuration, a rotation on itself relative to the rotor so that the two wings of the airfoil form blades having their leading edge oriented in the direction of rotation of the rotor.

By changing the orientation of at least one of the wings, it is possible to use non-symmetrical profile wings, leading to superior aerodynamic performance in flight with the fixed wing configuration. Thus, the wings can present an optimized profile for flight in this configuration, reducing drag and improving range. The swashplate control allows precise piloting in a rotary airfoil configuration.

The wing change from fixed wing configuration to rotary wing configuration, and vice versa, can be done while the aircraft is in flight. This passage can be done automatically, without an operator intervening manually on the wings.

The rotary wing configuration can be used during takeoff and / or landing of the aircraft.

The aircraft can allow the transport of passengers or as a variant constitute a drone.

Only one of the two wings can include a mechanism which transforms the movement of an actuator integrated in the wing into a rotation of the wing on itself so as to modify the orientation of its leading edge between the wings. fixed wing and rotary wing configurations.

Thanks to this mechanism, the leading edges of the wings are on the same side in the fixed wing configuration, and are turned in opposite directions in the rotary wing configuration.

Preferably, only one wing is equipped with the rotation mechanism. Thus, the aircraft is more economical to design since it does not require all the wings to be equipped with such a mechanism. As a variant, the two wings of the rotary airfoil are fitted with it.

The angle of rotation of the wing on itself to switch from one configuration to another is substantially equal to 180 °.

At least one of the wings may include an actuator controlling the rotation of the wing on itself relative to a mast connecting it to the rotor during the passage from the fixed wing configuration to the rotary wing configuration, and the control device Swashplate control can control the rotation of the mast on itself during the rotation of the rotor in the rotary airfoil configuration.

The swashplate control can control the angle of attack of the wing and thus modify the lift thrust in order to pilot the aircraft.

In addition, the wing may include a second actuator making it possible to move a movable lock relative to the wing between a first position allowing the wing to rotate under the action of the first actuator relative to the mast and a second locking position of the wing. the wing opposing a rotation of the wing relative to the mast.

This lock makes it possible to lock the wing in the rotary airfoil configuration after it has performed a rotation on itself to pass from the fixed airfoil configuration to the rotary airfoil configuration. Such locking helps to lock the wing in rotation relative to the mast when in the rotary airfoil configuration.

Preferably, only one of the two wings of the airfoil is equipped with such a lock. As a variant, both wings are equipped with it.

Preferably, the lock engages, in the locking position, on an arm rigidly linked to the mast and rotating with the latter. This arm rigidly linked to the mast is for example substantially parallel to the root of the wing.

Advantageously, the lock is axially movable, but other locking movements are possible.

The swashplate controller may include an incidence control arm whose end is substantially the same distance from the axis of rotation of the mast on itself as the latch.

The rotation of at least one wing on itself can be obtained by a mechanism which transforms a movement of an actuator into an axial displacement of two parts relative to each other, these two parts being provided with cooperating reliefs. configured to transform the axial displacement of one relative to the other into a rotation of one relative to the other, one of the parts being integral with the rotor and the other with the wing.

The rotation of the wing on itself can thus be precisely controlled by the actuator.

One of the parts may include at least one helical slot and the other at least one lug moving in this slot, such that an axial displacement of one parts in the slot is accompanied by a rotation of one of the parts relative to the other.

The swashplate control device may include a plate mounted on a ball joint allowing it to tilt relative to the axis of rotation of the rotor, the plate being connected to rods controlling the incidence of the wings during the rotation of the rotor. rotor, the device comprising two rods for controlling the inclination of the plate along the pitch and roll axes respectively, arranged at approximately 90 ° to each other around the axis of rotation of the rotor. The swashplate control device can then include a single actuator controlling the collective pitch.

As a variant, the swashplate control device comprises a plate mounted on a ball joint allowing it to tilt relative to the axis of rotation of the rotor, the plate being connected to rods controlling the incidence of the wings during the rotation of the rotor, the device comprising at least three rods for controlling the orientation of the plate. In this case, the swashplate control device may advantageously comprise four control rods for controlling the orientation of the plate arranged at substantially 90 ° to each other around the axis of rotation of the rotor. The presence of these four links allows good mechanical strength of the swashplate control device.

Preferably, the aircraft has a thruster at the rear, preferably a thruster with two contra-rotating propellers, which makes it possible to gain efficiency.

The rotor can be rotated by a motor in the rotary airfoil configuration.

In an alternative embodiment, the rotor is arranged at the rear of the fuselage in a fixed wing configuration and the axis of rotation of the rotor is substantially coaxial with the longitudinal axis of the fuselage. The aircraft may include at least one propeller driven in rotation by the same engine as the rotor in the fixed wing configuration. The aircraft may also include a planetary gear transmission allowing the engine to selectively drive the propellant rotor or propeller.

Alternatively, the axis of rotation of the rotor is substantially perpendicular to the longitudinal axis of the fuselage.

In an alternative embodiment, the aircraft comprises a second wing with two wings integral with a second rotor, this second wing being able to pass from a fixed-wing configuration where the second rotor is immobilized relative to the aircraft fuselage and the wings oriented with their leading edge facing in the direction of travel of the aircraft, to a rotary-wing configuration where the second rotor is rotated relative to the fuselage, and conversely, at least one of the wings undergoing during the passage from the fixed-wing configuration to the rotary-wing configuration a rotation on itself relative to the second rotor so that the wings form blades each having its leading edge oriented in the direction of rotation of the second rotor. This second rotor makes it possible in particular to stabilize the aircraft in the rotary airfoil configuration. The two rotors can be driven by separate transmissions. Thus, the two rotors can be desynchronized, which can be useful in particular to have an additional possibility of controlling the relative lift of each rotor.

Preferably, the aircraft comprises at least two fixed low wings. Such low wings facilitate the transition between the two flight configurations. In addition, they make it possible to optimize the lift of the aircraft once it has reached a sufficient flight speed in the rotary or fixed wing configuration. These complementary fixed wings also make it possible to limit the diameter of the rotor discs.

The two fixed low wings can each be fitted with a thruster, control of the aircraft around the yaw axis then being easily obtained by varying the differential thrust exerted by the two thrusters. These thrusters are preferably propeller thrusters, which may be of smaller size than those of the aforementioned stern thruster.

Brief description of the drawings

The invention may be better understood from reading the detailed description which follows, of non-limiting examples of implementation thereof, and by examining the appended drawing, in which:

[Fig 1] FIG. 1 schematically represents in perspective an example of an aircraft according to the invention, in a fixed wing configuration,

[Fig 2] Figure 2 is a top view of the aircraft of Figure 1,

[Fig 3] FIG. 3 represents the aircraft of FIG. 1 in the rotary wing configuration, [Fig 4] Figure 4 is a top view of the aircraft of Figure 3,

[Fig 5] FIG. 5 is a perspective view, schematic and partial, of an example of a swashplate control device of an aircraft according to the invention,

[Fig 6] Figure 6 shows the device of Figure 5 from another viewing angle,

[Fig 7] Figure 7 shows an example of a mechanism for changing the orientation of the leading edge of a wing relative to the rotor,

[Fig 8] Figure 8 shows a top view of the mechanism of Figure 7,

[Fig 9] FIG. 9 partially and schematically shows in side view, an aircraft variant, in rotary wing configuration,

[Fig 10] Figure 10 is a view similar to Figure 9 when changing to the fixed wing configuration,

[Fig 11] FIG. 11 is a view similar to FIG. 9 with the wings in the fixed wing configuration,,

[Fig 12] Figure 12 schematically shows the aircraft of Figure 11 in top view, and

[Fig 13] Figure 13 is a partial and schematic view of the rotor drive mechanism.

detailed description

Figures 1 to 4 show an aircraft 1 suitable for transporting passengers or goods.

It comprises two wings 10a and 10b adapted to pass from a fixed wing configuration, illustrated in Figures 1 and 2, to a rotary wing configuration, illustrated in Figures 3 and 4. These wings 10a, 10b are carried by a rotor.

In the example illustrated, the axis of rotation of the rotor is substantially perpendicular to the longitudinal axis of the fuselage 2.

The aircraft 1 comprises a second wing similar to the first, having two wings 10 'carried by a second rotor. This second wing can also change from a fixed wing configuration to a rotary wing configuration. The axis of rotation of the second rotor is substantially perpendicular to the longitudinal axis of the fuselage 2. The two rotors can turn in opposite directions.

The aircraft 1 has two low wings 11 which are fixed. These may have an inverted arrow configuration, as shown.

The wings 11 facilitate the transition from one flight configuration to another. They also provide better lift in a fixed wing flight configuration.

The wings 11 can each be equipped with a thruster, for example with a propeller 7. These propellers 7 can rotate at different speeds, and the resulting thrust differential makes it possible to control the aircraft 1 around the yaw axis. .

The aircraft 1 has a thruster at the rear. In the example shown, this thruster comprises two contra-rotating propellers 13 each having three blades.

In the fixed wing configuration, shown in Figures 1 and 2, the wings 10a, 10b are fixed relative to the fuselage, which allows the aircraft to evolve like an airplane, in rapid flight. In this configuration, the leading edges 12 of the wings 10a, 10b are turned in the direction of travel of the aircraft 1.

In the rotary airfoil configuration, shown in Figures 3 and 4, the wings 10a, 10b form blades each having its leading edge 12 oriented in the direction of rotation R of the rotor. The leading edges 12 of the two wings are turned in opposite directions.

The aircraft 1 comprises a swashplate control device 20, making it possible to control its evolution in the rotary wing configuration. An example of this device is shown in Figures 5 and 6, knowing that any known swashplate control device can be used.

The device 20 comprises in the example illustrated in Figures 5 and 6 a plate 21, mounted by means of bearings 28 on a ball joint 29, allowing it to tilt relative to the axis of rotation of the shaft 23 of the rotor. A lever 323 integral with the rotor shaft 23 rotates the plate 21 while allowing it to pivot about an axis perpendicular to the axis of rotation of the rotor shaft 23.

The plate 21 is connected by rods 24, visible in FIG. 5, to the wings 10a and 10b, so as to be able to control the incidence of these during the rotation of the rotor as a function of the inclination given to the plate. 21, in a conventional manner as is done for helicopters. Depending on the inclination of the plate 21, and its rotation around the pivot axis defined by the lever 323, the rods 24 move up or down along the axis of rotation of the shaft 23.

The device 20 also comprises two rods 25 for controlling the inclination of the plate 21, along the pitch and roll axes respectively. These two links 25 are arranged at substantially 90 ° to each other around the axis of rotation 23 of the rotor, and are connected to respective actuators, not shown.

The device 20 also comprises a rod 27 allowing action on a lever 26 for controlling the collective pitch. This lever 26 is carried by a support part 30 fixed to the fuselage 2 and traversed by the shaft 23 of the rotor. The rotation of the lever 26 makes it possible to raise or lower the plate 21 on the shaft 23 of the rotor, and in doing so act on the collective pitch. The lever 323 can pivot relative to the rotor shaft 23 during this axial movement of the plate 21.

The rotor head 400 carries two diametrically opposed mats 210, each capable of rotating about its longitudinal axis, substantially perpendicular to the axis of rotation of the rotor.

Each wing 10a, 10b can rotate with this mast 210 when the rotor is in the rotary airfoil configuration, during the rotation of the rotor, as a function of the inclination of the plate 21, due to the action of the connecting rods 24.

Each link 24 is connected on the one hand to the plate 21 at one end 24a and at the other end 24b to a first control arm 324 of the rotation of the mast 210, close to the head 400 of the rotor.

For one of the wings, namely the wing 10a located on the left in FIG. 7, a second arm 206 extends opposite the first 324, the ends of the arms opposite the mast 210 being connected by a connecting rod 204 .

This wing 10a is equipped with a first actuator 201 allowing it to rotate relative to the mast 210 carried by the rotor, when changing the rotary wing / fixed wing configuration.

The actuator 201 makes it possible to generate a relative axial movement within the wing between an internal shaft 207 and an external sheath 203, rigidly fixed to the wing and in which the internal shaft 207 is engaged. The internal shaft 207 is integral in rotation with the mast 210. The sleeve 203 is provided with at least one helical slot 209 and the internal shaft 207 with at least one lug 208 engaged in this slot 209, so that the axial displacement of the internal shaft 203 relative to the sleeve 207 is accompanied by a rotation of the wing 10a relative to the internal shaft 207. The latter can rotate within the actuator 201, without moving axially relative to the latter . When the actuator 201 is actuated, it moves axially with the mast 207 along guides 410 integral with the wing 10a.

The wing 10a is equipped with a locking system in the rotary wing configuration, which comprises a second actuator 202 allowing a lock 205 to be axially displaced between a first position, retracted, allowing the wing 10a to rotate under the action. of the first actuator 201 relative to the mat 210 of the rotor, and a second, extended position, in which it engages on a corresponding relief of the arm 206 to immobilize the wing 10a in rotation relative to the latter.

In the unlocked position, the movable lock 205 is not engaged with the rigid arm 206. The wing 10a can thus rotate freely around the mast 210 under the action of the first actuator 201.

The actuators 201, 202 can be supplied electrically from the rotor by rotary collectors. Their control can be carried out by carrier currents, for example.

In the case of manned flights, it is desirable not to suddenly stop the rotors and their disengagement is then carried out with a clutch system. Thus, once the leading edges 12 engaged according to the desired flight configuration, the rotors rotate freely on themselves under the effect of the relative wind, induced by the thrust of the main engine, in the manner of an autogyro. This transient mode makes it possible to speed up or slow down the rotors when switching from one configuration to another. During braking, the propeller thrusters 7 located at the end of the low wing 11 are requested to stabilize the aircraft which accelerates until the low wing generates sufficient gallows. Consequently, the rotors are braked by any suitable braking device, in particular electromagnetic device integrated into the rotors and the immobilization is effected for example by hydraulic braking which also ensures the redundancy of the first braking. An encoder, for example optical, makes it possible to determine the position of the rotor during braking and its immobilization is carried out accordingly. A gearbox and the controller for each motor allow, if necessary, to reposition the rotors after braking. The rotor can be locked by a linear servomotor according to a mechanism similar to that described above. An alternative embodiment of the invention, where the aircraft 1 is a drone, is shown in Figures 10 to 13.

In FIG. 10, the aircraft 1 is shown in the configuration of a rotary wing. In Figure 13, the aircraft is in a fixed wing flight configuration. The leading edges 12 of the wings are on the same side, in the direction of travel.

Figures 11 and 12 illustrate the change of fixed wing / rotary wing configuration. The rotor is arranged at the rear of the fuselage 2 and the axis of rotation of the rotor shaft 23 is substantially coaxial with the longitudinal axis of the fuselage 2.

In this embodiment, a swashplate control device 20 is disposed at the rear of the fuselage 2. The latter comprises a plate 21 mounted on a ball joint 29 allowing it to tilt relative to the axis of rotation of the rotor. . The platform 21 is connected to four links 24 arranged at 90 ° to each other, allowing it to be tilted to control the movement of the drone around the roll and pitch axes in a rotary airfoil configuration. The entire axial displacement of the connecting rods 27 makes it possible to control the collective pitch.

In this embodiment, at least one of the wings 10 is equipped with a mechanism for changing the orientation of its leading edge, for example similar to that described with reference to Figures 6 and 7.

The same motor can selectively rotate the rotor 400 or the propeller 13, thanks to a planetary gear 40 shown in Figure 13.

The epicyclic gear train 40 comprises for example an inner sun gear and a large ring gear forming an integral part of the rotor 400. Planetaries 401 mesh with the inner sun gear and the large ring gear.

The rotor 400 is guided by 4L bearings

When the large ring gear is free, the rotation of the motor shaft drives that of the rotor 400, with a reduction factor linked to the epicyclic train.

When the large ring gear is locked, only the propulsion propeller 13 is rotated by the motor.

In the embodiment of FIGS. 1 to 8, the aircraft can be in rotary wing configuration on takeoff, then switch to fixed wing configuration during flight and finally return to rotary wing configuration for landing. As a variant, in particular for the embodiment of FIGS. 9 to 12, it is possible to launch the aircraft differently, for example using a powder propellant, with the wings in the fixed wing configuration or else folded up. along the fuselage. In this case, the rotary wing configuration can be used only for landing the aircraft.

Of course, the invention is not limited to the embodiments which have just been described, and it is also possible to modify the way in which the swashplate control device is produced, or to make modifications to the mechanism making it possible to change the orientation of the leading edge of the wings.

Claims

1. Aircraft (1) comprising at least one wing with two wings (10a, 10b) integral with a rotor equipped with a swashplate control device (20), the wing being able to change from a fixed wing configuration where the rotor is immobilized with respect to the fuselage (2) of the aircraft (1) and the wings (10a, 10b) oriented with their leading edge (12) turned in the direction of travel (A) of the aircraft , to a rotary wing configuration where the rotor is driven in rotation relative to the fuselage (2), or even vice versa, at least one (10a) of the wings undergoing during the passage from the fixed wing configuration to the wing configuration rotating a rotation on itself relative to the rotor so that the two wings (10a, 10b) of the airfoil form blades having their leading edge (12) oriented in the direction of rotation (R) of the rotor.

2. Aircraft according to the preceding claim, one (10a) of the two wings only comprising a mechanism which transforms the movement of an actuator (201) integrated in the wing (10a) into a rotation of the wing on it- even so as to modify the orientation of its leading edge (12) between the fixed wing and rotary wing configurations.

3. Aircraft according to one of claims 1 and 2, at least one (10a) of the wings comprising an actuator (201) controlling the rotation of the wing on itself relative to a mast (210) connecting it to the wing. rotor, when changing from the fixed wing configuration to the rotary wing configuration, and the swashplate controller (20) controlling the rotation of the mast (210) on itself during the rotation of the rotor in the configuration rotary airfoil.

4. Aircraft according to claim 3, the wing (10a) comprising a second actuator (202) for moving a lock (205) movable relative to the wing between a first position allowing the wing to rotate under the action. of the first actuator (201) relative to the mast (210) and a second locking position of the wing opposing a rotation of the wing relative to the mast (210).

5. Aircraft according to claim 4, the latch (205) engaging, in the locking position, on an arm (206) rigidly linked to the mast (210) and rotating with the latter.

6. Aircraft according to one of claims 4 and 5, the lock (205) being axially movable.

7. Aircraft according to any one of claims 4 to 6, the swashplate control device (20) comprising an arm (324) for controlling the incidence, the end of which is located substantially at the same distance from the. axis of rotation of the mast (210) on itself as the lock (205).

8. Aircraft according to any one of the preceding claims, the rotation of at least one wing (10a) on itself being obtained by a mechanism which transforms a movement of an actuator (201) into an axial movement of two parts. (203, 207) relative to each other, these two parts being provided with cooperating reliefs (208, 209) configured to transform the axial displacement of one relative to the other into a rotation of one relatively to the other, one of the parts being integral with the rotor (400) and the other with the wing (10a).

9. Aircraft according to claim 8, one of the parts comprising at least one helical slot (209) and the other at least one lug (208) moving in this slot, such that an axial displacement of the one of the parts in the slot is accompanied by a rotation of one of the parts relative to the other.

10. Aircraft according to any one of the preceding claims, the swashplate control device (20) comprising a plate (21) mounted on a ball joint (29) allowing it to tilt relative to the axis of rotation (23). ) of the rotor, the plate being connected to rods (24) controlling the incidence of the wings (10a, 10b) during the rotation of the rotor, the device comprising two rods (25) for controlling the inclination of the plate ( 21) along the pitch and roll axes respectively, arranged at substantially 90 ° to each other around the axis of rotation of the rotor.

11. Aircraft according to the preceding claim, comprising a single actuator (27) controlling the collective pitch (26).

12. Aircraft according to any one of the preceding claims, the swashplate control device (20) comprising a plate (21) mounted on a ball joint (29) allowing it to tilt relative to the axis of rotation (23). ) of the rotor, the plate (21) being connected to rods (24) controlling the incidence of the wings (10a, 10b) during the rotation of the rotor, the device comprising at least three rods (27) for controlling the orientation of the plate.

13. Aircraft according to the preceding claim, the device comprising four rods (27) for controlling the orientation of the plate arranged at substantially 90 ° to each other around the axis of rotation of the rotor

14. Aircraft according to any one of the preceding claims, comprising a thruster at the rear, preferably a thruster with two contra-rotating propellers (13).

15. Aircraft according to one of claims 1 to 13, the rotor being driven in rotation by a motor in the rotary wing configuration, the aircraft comprising at least one propeller (13) driven in rotation by the same engine in the configuration. fixed wing, the aircraft comprising a planetary gear transmission allowing the engine to selectively drive the rotor or propeller.

16. Aircraft according to the preceding claim, the rotor being arranged at the rear of the fuselage (2) in a fixed wing configuration and the axis of rotation of the rotor being substantially coaxial with the longitudinal axis of the fuselage.

17. Aircraft according to any one of claims 1 to 14, the axis of rotation of the rotor being substantially perpendicular to the longitudinal axis of the fuselage (2).

18. Aircraft according to claim 17, comprising a second wing with two wings (10 ') integral with a second rotor, this second wing being able to pass from a fixed wing configuration where the second rotor is immobilized relative to the fuselage (2 ) of the aircraft and the wings oriented with their leading edge turned in the direction of travel of the aircraft, to a rotary wing configuration where the second rotor is rotated relative to the fuselage (2), and conversely, at least one of the wings undergoing, during the change from fixed-wing configuration to the rotary-wing configuration, a rotation on itself relative to the second rotor so that the wings form blades each having its edge of attack oriented in the direction of rotation of the second rotor.

19. Aircraft according to claim 18, the two rotors being driven by separate transmissions.

20. Aircraft according to one of claims 18 or 19, comprising at least two low wings (11) fixed.

21. Aircraft according to claim 20, the two fixed lower wings each being provided with a thruster (7), the control of the aircraft around the yaw axis being obtained by playing on a differential thrust exerted by the two thrusters. .