JP7124164B2 - Aerodynamically efficient lightweight vertical take-off and landing aircraft with swiveling rotors and stowed rotor blades - Google Patents

Description

This invention relates to powered flight and, more particularly, to vertical take-off and landing aircraft having turning rotors and contained rotor blades.

Generally, there are three types of vertical take-off and landing (VTOL) configurations: First, a wing-type configuration, which has a fuselage with rotatable wings and engines, or fixed wings with vector thrust engines, for vertical and horizontal translational flight. Then there is the helicopter-type configuration, which has a fuselage with upper-mounted rotors that provide lift and thrust. and a duct-type configuration, which has a fuselage with a ducted rotor system that provides translational flight as well as vertical take-off and landing capabilities.

If the wings are providing lift, the amount of thrust required for takeoff in a vertical takeoff scenario greatly exceeds the thrust required to maintain the same vehicle altitude during forward flight. The amount of thrust required to transition from vertical take-off mode to horizontal, forward flight mode is also likely to be very high. Therefore, if there is no possibility to change the power transmission framework during flight, there will likely be a mismatch between the power requirements.

Improvements must be made to past systems to provide efficiency in both vertical take-off and forward flight modes. So-called vertical take-off and landing aircraft incorporate efficiency into all modes of use.

Aerial vehicles adapted for vertical take-off and landing use a set of wing-mounted thrust-producing elements and a set of tail-mounted rotors for take-off and landing. Aerial vehicles adapted for vertical take-off, with the rotors rotated into a take-off attitude, are then transitioned to a horizontal flight path, where the rotors rotate into a typical horizontal configuration. Airborne vehicles use different configurations of rotors and propellers mounted on their wings to reduce drag in all modes of flight.

1 is a perspective view of an aerial vehicle in forward flight according to a first embodiment of the present invention; FIG. 1 is a side view of an aerial vehicle in a forward flight configuration, according to a first embodiment of the present invention; FIG. 1 is a top view of an aerial vehicle in a forward flight configuration, according to a first embodiment of the present invention; FIG. 1 is a front view of an aerial vehicle in a forward flight configuration, according to a first embodiment of the present invention; FIG. 1 is a perspective view of an aerial vehicle in takeoff configuration, according to a first embodiment of the present invention; FIG. 1 is a front view of an aerial vehicle in take-off configuration, according to a first embodiment of the present invention; FIG. 1 is a side view of an aerial vehicle in takeoff configuration, according to a first embodiment of the present invention; FIG. 1 is a perspective view of an aerial vehicle in transition configuration according to a first embodiment of the present invention; FIG. Figure 4 is a series of diagrams showing the transition of the wing according to the first embodiment of the invention; 1 is a perspective view of an aerial vehicle in forward flight with wing rotor blades stowed according to a first embodiment of the present invention; FIG. 1 is a front view of an aerial vehicle in forward flight configuration with wing rotor blades stowed according to a first embodiment of the present invention; FIG. 1 is a top view of an aerial vehicle in forward flight configuration with wing rotor blades stowed according to a first embodiment of the present invention; FIG. 1 is a side view of an aerial vehicle in forward flight configuration with wing rotor blades stowed according to a first embodiment of the present invention; FIG. 1 is a perspective view of a blade rotor with a front cover removed for clarity, according to some embodiments of the present invention; FIG. 1 is a front view of a blade rotor with a front cover removed for clarity, according to some embodiments of the present invention; FIG. 4 is a side view of a blade rotor with blades deployed, according to some embodiments of the present invention; FIG. FIG. 4 is a side view of a blade rotor with blades in accordance with some embodiments of the present invention; FIG. 4 is a side view of a blade rotor with blades in accordance with some embodiments of the present invention; FIG. 4 is a side view of a blade rotor with blades in accordance with some embodiments of the present invention; FIG. 4 is a side view of a blade rotor with vanes stowed according to some embodiments of the present invention; 4 is a perspective view of a tail rotor according to some embodiments of the present invention; FIG. FIG. 4 is a side view of the tail rotor in a forward flight configuration, according to some embodiments of the present invention; FIG. 4 is a side view of the tail rotor in takeoff configuration, according to some embodiments of the present invention; FIG. 4 is a side view of a tail rotor and its deployment mechanism in a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a side view of a tail rotor and its deployment mechanism moving from a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a side view of a tail rotor and its deployment mechanism moving from a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a side view of the tail rotor and its deployment mechanism in the deployed configuration, according to some embodiments of the present invention; 4 is a front view of the tail rotor and its deployment mechanism in the deployed configuration, according to some embodiments of the present invention; FIG. FIG. 4 is a perspective view of an aerial vehicle in take-off configuration, according to a second embodiment of the present invention; Fig. 10 is a front view of an aerial vehicle in take-off configuration, according to a second embodiment of the present invention; FIG. 4 is a side view of an aerial vehicle in take-off configuration, according to a second embodiment of the present invention; FIG. 4 is a top view of an aerial vehicle in take-off configuration, according to a second embodiment of the present invention; FIG. 4 is a perspective view of an aerial vehicle in a forward flight configuration, according to a second embodiment of the present invention; FIG. 4 is a front view of an aerial vehicle in a forward flight configuration, according to a second embodiment of the present invention; FIG. 5 is a side view of an aerial vehicle in a forward flight configuration, according to a second embodiment of the present invention; FIG. 4 is a top view of an aerial vehicle in forward configuration, according to a second embodiment of the present invention; FIG. 4 is a side view showing nested vanes, according to some embodiments of the present invention; FIG. 4 is a side view of a deployed rotor blade with expanded rotor blades, according to some embodiments of the present invention; 4 is a side view of a rotor unit with two blade sets in forward flight mode, according to some embodiments of the present invention; FIG. FIG. 4 is a side view of a rotor unit with two blade sets in takeoff mode, according to some embodiments of the present invention; 1 is a front view of an electric motor according to some embodiments of the invention; FIG. FIG. 4 is a partial view of a directional clutch in an electric motor, according to some embodiments of the invention; FIG. 4 is a partial view of a directional clutch in an electric motor, according to some embodiments of the invention; 4 is a partial cross-sectional view of a directional clutch in an electric motor, according to some embodiments of the invention; FIG. Figure 4 is a perspective view of an aerial vehicle in takeoff configuration according to a third embodiment of the present invention; FIG. 5 is a front view of an aerial vehicle in take-off configuration, according to a third embodiment of the present invention; Fig. 10 is a top view of an aerial vehicle in takeoff configuration according to a third embodiment of the present invention; FIG. 10 is a side view of an aerial vehicle in take-off configuration, according to a third embodiment of the present invention; Figure 4 is a perspective view of an aerial vehicle according to a fourth embodiment of the present invention; Figure 4 is a front view of an aerial vehicle in take-off configuration, according to a fourth embodiment of the present invention; FIG. 5 is a top view of an aerial vehicle in take-off configuration, according to a fourth embodiment of the present invention; FIG. 5 is a side view of an aerial vehicle in take-off configuration, according to a fourth embodiment of the present invention; FIG. 5 is a perspective view of an aerial vehicle in a forward flight configuration, according to a fourth embodiment of the present invention; FIG. 5 is a top view of an aerial vehicle in a forward flight configuration, according to a fourth embodiment of the present invention; FIG. 5 is a front view of an aerial vehicle in a forward flight configuration, according to a fourth embodiment of the present invention; FIG. 5 is a side view of an aerial vehicle in a forward flight configuration, according to a fourth embodiment of the present invention; 1 is a perspective view of an aerial vehicle in takeoff configuration, according to some embodiments of the present invention; FIG. 1 is a perspective view of an aerial vehicle in a forward flight configuration, according to some embodiments of the present invention; FIG. FIG. 4 is a view of the wing containment system in a deployed forward flight configuration, according to some embodiments of the present invention; 1 is a perspective view of a vane containment system in a stowed configuration, according to some embodiments of the present invention; FIG. FIG. 4 is a front view of a vane containment system in a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a partial view of a vane containment system in a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a partial front view of a wing containment system in a stowed forward flight configuration, according to some embodiments of the present invention; FIG. 4 is a partial view of a vane containment system in a stowed configuration, according to some embodiments of the present invention; FIG. 4 is an illustration of a fin mount according to some embodiments of the present invention; FIG. FIG. 4 is a partial view of a vane containment system in a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a side view of an exemplary vane encased according to some embodiments of the present invention; FIG. 4 is a side view of the Integrated Mounting System in a forward flight configuration, according to some embodiments of the present invention; 1 is a side view of an integrated onboard system in takeoff configuration, according to some embodiments of the present invention; FIG. 1 is a side view of an integrated on-board system in a transitional configuration, according to some embodiments of the present invention; FIG. 1 is a top view of an integrated mounting system in a transitional configuration, according to some embodiments of the present invention; FIG. 1 is a perspective view of an integrated mounting system in a transitional configuration, according to some embodiments of the present invention; FIG. FIG. 4 is a partial side view of an integrated mounting system with wings deployed, according to some embodiments of the present invention; 1 is a rear perspective view of an integrated mounting system according to some embodiments of the present invention; FIG. FIG. 4 is a partial view of the underside of a rotor hub according to some embodiments of the present invention; FIG. 4 is a partial side cutaway view of a containment mechanism according to some embodiments of the present invention; FIG. 4 is a bottom perspective view of a rotor containment mechanism according to some embodiments of the present invention; FIG. 4 is a front view of propeller blade positions according to some embodiments of the present invention; FIG. 4 is a side view of propeller blade positions according to some embodiments of the present invention; FIG. 4 is a partial side view of aspects of a vane swirl system according to some embodiments of the present invention; FIG. 4 is a front view of stowed propeller blades, according to some embodiments of the present invention; FIG. 4 is a side view of stowed propeller blades, according to some embodiments of the present invention; 1 is a front perspective view of an encased propeller blade, according to some embodiments of the present invention; FIG. FIG. 4 is a diagram of a propeller system with different blade coning angles, according to some embodiments of the present invention; FIG. 4 is a diagram of a propeller system with different blade coning angles, according to some embodiments of the present invention; FIG. 4 is a diagram of a propeller system with different blade coning angles, according to some embodiments of the present invention; 4 is an illustration of blade impingement according to some embodiments of the present invention; 4 is an illustration of blade impingement according to some embodiments of the present invention; 4 is an illustration of blade impingement according to some embodiments of the present invention; 4 is an illustration of blade impingement according to some embodiments of the present invention; 4 is an illustration of blade impingement according to some embodiments of the present invention; 4 is an illustration of blade impingement according to some embodiments of the present invention; FIG. 4 is a side view of a rotary wing deployment mechanism in a stowed configuration, according to some embodiments of the present invention; FIG. 4 is a side view of a rotor deployment mechanism in a deployed configuration, according to some embodiments of the present invention; FIG. 4 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight, according to some embodiments of the present invention; FIG. 4 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight, according to some embodiments of the present invention; FIG. 4 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight, according to some embodiments of the present invention; FIG. 4 shows a diagram of an aerial vehicle transitioning from takeoff to forward flight, according to some embodiments of the present invention;

Vertical take-off and landing (VTOL) aircraft have always been desired, but compromises in implementing these aircraft have limited their utility and adoption to certain market segments. The thrust required for a VTOL is significantly higher than that required to maintain level flight. Vertical take-off thrust will likely also be required during the transition to forward flight. Once moved into forward flight, the wings of the aircraft provide lift, which takes over the function imparted by the motors during VTOL and during transitions. Thrust-producing elements required during takeoff, but not during forward flight, are likely modified during forward flight so that they impart less drag to the flight system.

In some aspects, aerial vehicles may use blade propellers powered by electric motors to provide thrust during takeoff. The propeller/motor unit may be referred to as a rotor assembly. In some aspects, the wings of the aerial vehicle may rotate with the leading edge up so that the propeller provides vertical thrust for takeoff and landing. In some aspects, a motor-driven propeller unit on the wing may rotate itself relative to the fixed wing, such that the propeller provides vertical thrust for takeoff and landing. Rotation of the motor-driven propeller unit may allow directional variation of thrust by rotating both the propeller and the electric motor, thus torque-driven about or through the rotary connection. into any gimbal or otherwise.

In some aspects, some or all of the wing-mounted motor-driven rotors are adapted to fold back into a position in which the rotor blades are stowed, where the blades transition to horizontal flight. After that, it nests in a recess adjacent to the nacelle body. Nested vanes result in aerial vehicles experiencing significantly lower drag, while also significantly reduced power usage, with only a few rotors providing forward thrust. becomes possible.

In some aspects, an extended nacelle is used having two coaxial propellers so that one of the propellers is used during forward flight and another propeller is used during vertical take-off and landing. be done. A VTOL propeller may be adapted to nest its blades during forward flight. In some aspects, an extended nacelle may be present at the tip of the wing, or at the end of the aft V-tail element, and to rotate such that the VTOL propeller provides vertical thrust during takeoff and landing. may be suitable. In some aspects, each of the coaxial propellers has its own electric motor. In some aspects, the coaxial propellers are driven by the same electric motor. In some aspects, the electric motor has a directional clutch so that one propeller is driven while the motor rotates in a first direction and the other propeller is driven while the motor rotates in a second direction. propeller is driven.

In some aspects, the wing-mounted motor-driven rotor is adapted to place the mass of the motor and rotor well forward of the wing. In some aspects, this forward positioning allows rotation of the rotor for vertical thrust bearing primarily with airflow in front of the leading edge of the wing, and during VTOL operation, the wing reduce the airflow impact caused by In some aspects, this forward positioning of the rotor and motor mass allows for unusual wing configurations, such as swept wing. During higher G-force maneuvers, possible drawbacks in other conditions of the swept wing are partially or completely suppressed by this mass arrangement.

In some aspects, the mass balance of the airborne vehicle may be altered by the movement of masses, such as battery masses. In some aspects, the battery mass may be adjusted to maintain balance when accommodating single passenger versus multiple passenger loads. In some aspects, the mass balance may be adjusted automatically in response to sensors within the air vehicle. In some aspects, the battery mass may be distributed between two or more battery packs. The battery packs may be mounted to change their position in flight in response to changes in the balance of the airborne vehicle. In some aspects, the flight control system of an airborne vehicle may sense differential thrust requirements during vertical take-off and landing, and to achieve a more balanced thrust distribution across the rotor assembly, the battery mass can be moved. In some aspects, should there be a failure of the rotor assembly during transition or during vertical take-off and landing, the battery mass may move, but it does not affect the various remaining functioning rotors. This is to rebalance the thrust demand.

In a first embodiment of the present invention, as seen in FIGS. 1-4, aerial vehicle 100 is seen in a first forward flight configuration, which is seen shortly after transitioning from a vertical take-off configuration. will be In another forward flight mode, the wing-mounted rotor blades will be stowed and nested as described below. Aircraft body 101 supports left wing 102 and right wing 103 . A motor-driven rotor unit 106 includes a propeller 107, where the propeller 107 may be housed within and nested within the nacelle body. The rearwardly extending aircraft body 101 is also attached to a raised rear stabilizer 104 . The rear stabilizer has a rear motor 105 attached to it. In some aspects, the rear motor may also have a front hub or spinner, but these front hubs or spinners are omitted from some figures for illustrative purposes.

As seen in top view in FIG. 3, the wings 102, 103 are partially forward. Aerial vehicles according to embodiments of the present invention may partially or wholly include swept wings, in which the spanwise distributed mass is located forward of the leading edge. The divergent aeroelastic torsion normally found in swept wing designs is substantially reduced by the presence of a cantilevered mass forward of the wing, which creates an opposing torque. As seen in FIGS. 2 and 3, the blade rotor assembly 106 is mounted forward of the blade leading edge and, in that case, forward of the neutral axis of the blade.

Figures 5-7 show the aerial vehicle 100 in a vertical take-off and landing configuration, such that the rotor thrust is directed upward. Wings 102 , 103 rotate relative to body 101 about pivot axis 108 . In some embodiments, the wings are secured together by structures that span the entire vehicle body 101 . As seen in the side view of FIG. 7, the wing rotor 107 redirects its thrust direction for vertical takeoff by rotating the wing, while the rear rotor 105 reorients the rear stabilizer. By rotating relative to the plate 104, it redirects its own thrust direction. Although referred to above as the pivot axis, the attachment of the wing to the aerial vehicle body may use a coupling adapted to maintain the mass of the wing and rotor assembly in a forward position.

Figures 21-28 show the configuration of the rear rotor. Deployment of the rear rotors from the stowed forward flight configuration to the deployed vertical takeoff position, as well as various intervening positions, uses a deployment mechanism that rotates the rotors relative to the rear stabilizer. can be achieved by FIG. 22 shows the rear rotor unit 105 in a stowed forward flight configuration. Rear nacelle portion 115 may be rigidly mounted to the rear stabilizer in some embodiments. Spinner 114 and motor cover 113 provide an aerodynamic surface for the front portion of the nacelle. Propeller 111 extends through spinner 114 . In the fully deployed position, as seen in FIG. 23 and in the partial front view of FIG. is rotating to The electric motor/propeller combination on the wingtip side of the integrated joint allows for a rigid mounting of the propeller on the motor, which allows the propeller to move through a variety of attitudes relative to the aft nacelle section. maintained even if With such a configuration, rotational power from the motor does not need to be gimbaled or otherwise transmitted across a rotational connection.

Figures 24-27 show a series of positions of the motor and propeller relative to the rear nacelle and also relative to the rear tail structure of the aerial vehicle. As the integrated portion of the aft rotor unit begins its deployment, as can be seen in FIG. Then just turn. Multi-bar linkages allow the use of a single actuator for this complex deployment. FIG. 26 shows the aft rotor unit, where the aft rotor rises above the top of the aft nacelle and achieves full deployment as seen in FIG. With the multi-bar joint, movement of the integrated parts, including the motors, propellers and spinners, is nearly horizontal in the fully deployed position. Since the rotor thrust direction is vertical in the fully deployed position, the actuators that power the deployment of the multi-bar linkage are not required to offset or cancel the rotor thrust.

FIG. 9 shows various positions of the wings and rear rotors, which can be seen during the transition from takeoff mode to forward flight mode, or from forward flight mode to vertical take-off and landing mode. be. After vertical takeoff, the rotors transition from a configuration that provides vertical thrust to a position that rotates toward the horizontal. As the forward speed of the airborne vehicle increases, the wings begin to generate lift so that less vertical thrust is required to maintain altitude. With sufficient forward speed, lift is maintained by the wings, and the thrust required for forward flight can be provided by fewer rotor blades. In some aspects, the wing is lifted high for vertical takeoff configuration by using a linkage adapted to slide the wing pivot forward as the wing reaches deployment. This allows for a more favorable compromise in center of gravity position between VOTL and forward flight modes, but this compromise places the wing-mounted rotor assemblies further forward in the VTOL configuration. It is possible by letting

10-13 illustrate forward flight configurations of aerial vehicle 100, according to some embodiments of the present invention. The propeller blades of the wing-mounted rotor blades 106 are housed in recesses along the nacelle and are nested. Since forward flight requires significantly less thrust than is required for vertical takeoff, many of the individual motors and rotors may be deactivated during forward flight. To reduce drag, the vanes may fold back into the stowed position. To further reduce drag, the nacelle may have recesses such that the folded vanes nest within the recesses to accommodate very low drag during forward flight. to produce a nacelle of The rear rotor 105 may be used to provide forward thrust during this forward flight configuration.

FIG. 14 shows a front view of one set of stowed vane sets, where the vanes are stowed from a fully deployed configuration to a fully stowed configuration. The vanes nest in recesses along the nacelle so that the contained vane set provides the effective wetted area of a simple nacelle. FIG. 15 illustrates a wing-mounted rotor unit, where the rotor is stowed from a fully deployed configuration to a fully stowed configuration, according to some embodiments. Of note is the rotor assembly, which may include an electric motor, vane set, and spinner, and may deploy as a whole by itself, as seen, for example, in FIG. In some aspects, deployment of the rotor assembly utilizes a link, such as link 209 in FIG. 38, that deploys the rotor to a vertical position while simultaneously deploying the rotor. forward and out of the remaining body of the nacelle. Pushing away from the remaining body of the nacelle reduces downward loads on the wing from associated rotor downwash.

Figures 16-20 show a sequence of positions as the blades 107 of the wing-mounted rotor 106 are folded into the stowed position. FIG. 16 shows the propeller blades 107 fully deployed, which would be used in vertical take-off and landing and during transitions to horizontal, forward flight. Thus, subsequent figures show vanes 107 folded to a stowed position. As seen in FIG. 20, vanes 107 fit within recesses 116 in the nacelle, thereby resulting in a low drag configuration 117 .

In a typical form of the first embodiment, the aerial vehicle has eight rotor blades and weighs 900 kg. The rotor diameter is 1.3 meters and the thrust per rotor is 1100N. At sea level, the continuous revolutions per minute of the motor is 1570 rpm, with a maximum value of 1920 rpm. The wingspan is 8.5 meters. The battery mass is 320 kg and the mass per motor is 20 kg. Cruising speed is 320 km/h. Continuous hovershaft power per motor is 29 kW.

In a second embodiment of the present invention, as seen in the vertical takeoff configuration in FIGS. 29-32, the aerial vehicle 200 is a forward fixed wing with different types of rotors adapted for both vertical takeoff and landing and forward flight. 202 and 203 are used. Aircraft body 201 supports left wing 202 and right wing 203 . The on-wing, motor-driven rotor assemblies 206, 207 include propellers that are housed and nested within the nacelle body. The rearwardly extending aircraft body 201 is also attached to a raised rear stabilizer 204 . The rear stabilizer has a rear rotor assembly 205, 208 attached to it. Air vehicle 200 is seen having two side-by-side passenger seats, as well as landing gear under body 201 . Although two passenger seats are shown, other numbers of passengers may be accommodated in different embodiments of the invention.

As can be seen in the top view of FIG. 32, the wings 202, 203 are of the advancing type. An aerial vehicle according to embodiments of the present invention may partially or wholly include a swept wing in which the spanwise distributed mass is located forward of the leading edge. The divergent aeroelastic torsion normally found in swept wing designs is substantially reduced by the presence of cantilevered mass forward of the wing, which creates an opposing torque. Also seen in the top view of FIG. 32, the wing-mounted motor driven rotor unit is extended forward relative to and from its own nacelle so that the airflow in vertical take-off mode is , is substantially unobstructed by the wing. Similarly, the propeller of the motor-driven rotor unit mounted on the rear stabilizer is extended forward with respect to and from its own nacelle, so that the airflow in vertical take-off mode is directed by the rear stabilizer to virtually unhindered. An illustration of the connections that may be used to extend the rotor in the vertical configuration may be seen in FIG.

Another aspect of the swept wing configuration is that this alternative allows the wings 202, 203 to be mounted on the body 201 slightly aft of where they might otherwise have been mounted. is. The aft mounting allows the spar connecting the wings to traverse the interior of the aerial vehicle body to the aft of the passenger seats. Yet another alternative for forward swept wings with integrated rotors in VTOL mode is a forward zigzag arrangement of vertical rotors, which for a given wing root location provides vertical flight and transition. It improves longitudinal steering authority in flight by lengthening the moment arm of these rotors about the center of gravity. This is particularly useful if one of the rear mounted rotors fails while in VTOL mode. In addition, the more longitudinal rotor distribution provided by this configuration maintains the same degree of vertical flight in a single motor, or in the unlikely event of a rotor failure, which is the worst case. It is possible to reduce the maximum torque of the motor required to drive the motor, thereby reducing the size of the motor.

In some aspects, a portion of the wing-mounted motors may be adapted for use in a forward flight configuration, while other wing-mounted rotors are adapted for normal forward flight. may be adapted to be fully accommodated during Air vehicle 200 may have four rotors on right wing 203 and four rotors on left wing 202 . Three of the rotor assemblies on each wing may have wing-mounted rotors 206 that quickly move to a deployed position for vertical take-off and landing and forward flight. It moves back towards the stowed position during transition and then adapts to stow and nest its wings during forward flight. A fourth rotor assembly 207 may include a second set of blades used for forward flight, as described below. Similarly, each rear stabilizer 204 may have two rotor units mounted thereon. Both of these rotors are adapted to be used during vertical take-off and landing and transition modes, but one of the rotors is fully contained as a low drag nacelle during forward flight. fit.

A wing-mounted multimode rotor unit 207 is adapted to use a first set of blades 212 for forward flight and a second set of blades 213 for VTOL and transition flight modes. Forward flight vanes 212 may be coaxial with VTOL vanes 213 and may be attached to different ends of the same nacelle. If the VTOL blades are integrated with the vertical position for the VTOL flight mode, there may be two motors in the nacelle, one for each blade set. Similarly, the aft-mounted multimode rotor unit 210 is configured to use a first set of blades 211 for forward flight and a second set of blades 214 for VTOL and transition flight modes. fit. Forward flight vanes 211 may be coaxial with VTOL vanes 214 and may be attached to different ends of the same nacelle. If the VTOL blades are integrated with the vertical position for the VTOL flight mode, there may be two motors in the nacelle, one for each blade set.

In some aspects, all of the blades used to provide thrust for VTOL and transition modes are stowed during forward flight, and different blades provide thrust during forward flight. used for In some aspects, a single motor is used to power different blade sets depending on whether VTOL mode or forward flight mode is used. In some aspects, two blade sets are arranged in a coaxial configuration such that the blades are supported by, for example, a single nacelle.

Figures 33-36 show the aerial vehicle 200 in forward flight mode, where all of the VTOL vanes are stowed and nested in recesses so that the nacelle exhibits low drag. In forward flight mode, the wing-mounted rotor units 206, 207 are seen with all of the VTOL vanes stowed. Similarly, the rear mounted rotor units 205, 208 also contain their own VTOL vanes. Forward flight vane set 211 of multimode rear rotor assembly 205 and forward flight vane set 212 of multimode wing rotor assembly 207 are used to provide thrust during forward flight.

Figures 39 and 40 show a motor and rotor set 260, which includes a first set of blades 261 for forward flight modes and a second set of blades for VTOL and transition modes. 263 and is in a coaxial configuration sharing a single motor for both blade sets. Both vanes in this example are powered by the same electric motor. The electric motor may be fitted with a directional clutch so that when the motor rotates in a first direction the forward flight vanes 261 are engaged and the VTOL vanes 263 are idle. During forward flight, the VTOL vanes 264 may be stowed and nested within the recesses 264 . During the VTOL mode and the transition mode, the motor may rotate in a second direction so that the VTOL vane 264 is engaged and the forward flight vane 261 is disengaged. In the VTOL mode, the motor and rotor assembly may be integrated so that the rotor and motor are mounted on the tip side of the positioning mechanism, as well as the entire motor and clutch unit, as well as both blade sets. It provides vertical thrust, so the mechanical power associated with blade thrust does not need to traverse the gimbal connection.

Figures 41-44 show a motor 265 having directional clutches 266, 267 wherein the directional clutches 266, 267 power a first set of vanes when the motor rotates in a first direction, and adapted to power a second set of vanes when the motor rotates in a second direction. In some aspects, the VTOL blade set and forward flight blade set may be oriented in different directions such that they both provide thrust in the same direction. However, here one set is engaged when the motor rotates in a first direction and a second set is engaged when the motor rotates in a second direction. is the premise.

In a third embodiment of the present invention, as seen in the vertical takeoff configuration of FIGS. 45-48, an aerial vehicle 300 has swept wings 302 with different types of motors adapted for both vertical takeoff and landing and forward flight. , 303 are used. Aircraft body 301 supports left wing 302 and right wing 303 . The on-wing, motor-driven rotor assemblies 306, 307 include propellers that are housed within the nacelle body and may be nested. The aircraft body 301 extends aft and is also attached to a raised rear stabilizer 304 . The rear stabilizer has rear rotor assemblies 305, 308 attached to it. Air vehicle 300 accommodates two side-by-side passenger seats, as well as landing gear under body 301 .

Wing-mounted rotor units 306, 307 are adapted to provide vertical thrust during take-off and landing modes. The inner rotor unit 306 is adapted to deploy to the VTOL configuration using the couplings as seen in FIG. The vanes of the inner rotor unit 306 are adapted such that the vanes are nested within recesses of the nacelle when in the forward flight configuration. The wing tip rotor unit 307 is adapted to rotate against the wing so that the nacelle maintains its shape whether in VTOL or forward flight configuration. VTOL blades 313 are used for VTOL and transition modes, and forward flight blades 312 are used for forward flight, where the VTOL blades are stowed and nested. A nacelle that maintains its own shape allows the use of a single motor to power any of the blade sets. The motor may use a directional clutch so that the motor direction determines which of the blade sets is powered.

Similarly, the vanes of the inner tail rotor unit 308 are adapted to be stowed when in the forward flight configuration, where the vanes nest in recesses in the nacelle. The aft tip rotor unit 305 is adapted to rotate against the wing so that the nacelle maintains its shape whether in VTOL or forward flight configuration. VTOL blades 314 are used for VTOL and transition modes, and forward flight blades 311 are used for forward flight, where the VTOL blades are stowed and nested.

In a typical form of the third embodiment, the aerial vehicle has 12 rotors and weighs 900 kg. The rotor diameter is 1.1 meters and the thrust per rotor is 736N. At sea level, the continuous revolutions per minute of the motor is 1850 rpm, with a maximum value of 2270 rpm. The wingspan is 8.9 meters. The battery mass is 320 kg and the mass per motor is 9 kg. Cruising speed is 320 km/h. Continuous hovershaft power per motor is 19 kW.

Figures 49-52 show a fourth embodiment of the aerial vehicle 400 in the takeoff configuration. Box designs are found for rotor assemblies deployed in a vertical take-off configuration.

Figures 53-56 show a fourth embodiment of the aerial vehicle 400 in forward flight configuration. As can be seen, the rotor assembly rotates into a forward flight configuration. Some of the blades of the rotor assembly are retracted to reduce drag in this forward flight mode.

In some aspects, aerial vehicles according to embodiments of the present invention take off from the ground by vertical thrust from a rotor assembly deployed in a vertical configuration. As the aerial vehicle gains altitude, the rotor assembly may begin to pitch forward to begin forward acceleration. As the airborne vehicle gains forward speed, the airflow over the wings results in lift, so that the rotors are not required to use vertical thrust to maintain altitude. Once the aerial vehicle reaches sufficient forward speed, some or all of the vanes used to provide vertical thrust during takeoff may be retracted along with the nacelle. The rotor assembly supported by the nacelle may have recesses so that the vanes may nest within the nacelle, thereby significantly reducing the drag of the disengaged rotor assembly. decrease to

FIG. 57 shows aerial vehicle 1100 in a vertical take-off and landing configuration in which rotor thrust is directed upward. Propeller 1107 is rotating with respect to nacelle body 1106 by using an integral joint. In this vertical take-off and landing configuration, aerial vehicle 1100 may utilize six propellers to provide thrust in the vertical direction. Propeller 1107 is adapted to raise vehicle 1100 . After initial vertical takeoff, the vehicle transitions to forward horizontal flight. The transition is facilitated from the vertical thrust configuration by integrating the propeller with respect to its position from the vertical, thereby transitioning to the horizontal thrust configuration. Figure 59 shows the motor driven rotor unit in a powered forward flight configuration.

Wings 1102, 1103 begin to provide lift as aerial vehicle 1100 transitions to a forward, level flight configuration. Once in a horizontal attitude, due to the velocity, significantly less thrust is required to propel the airborne vehicle 1100 forward than was required for vertical thrust during takeoff. FIG. 58 shows the forward flight configuration of aerial vehicle 1100, where blades 108 of propeller 107 are housed in recesses 1110 on nacelle body 1106. FIG. During forward flight, a lower drag profile would likely be achieved with the blades stowed. In some aspects, some of the main propellers 1107 may be used for forward flight. In some aspects, all of the main propellers 1107 may be housed and alternate forward flight propellers 1111 may be used in forward flight.

In a typical form of the first embodiment, the aerial vehicle has six rotor blades and weighs 900 kg. The rotor diameter is 2.1 meters, then the thrust per rotor is 1500 N in hover flight. At sea level, the continuous revolutions per minute of the motor is 1030 rpm, with a maximum value of 1500 rpm. The wingspan is 7.5 meters. The battery mass is 360 kg and the mass per motor is 9 kg. Cruising speed is 320 km/h. Continuous hovershaft power per motor is 25 kW at standard sea level conditions.

Figures 59 and 60 show the main propeller 1107 of the motor driven rotor unit 1140 in the deployed and stowed configurations, respectively. In the deployed configuration, propeller blades 108 of propeller 1107 are deployed to a position approximately perpendicular to the axis of rotation of motor-driven rotor unit 1140 . The actual blade angle may vary as a function of motor rpm and other factors, as discussed below. Spinner 1109 presents a leading surface for motor driven rotor unit 1140 .

In the stowed configuration, vanes 1108 reside within recesses 1110 in nacelle body 1106 . As seen in the front view of FIG. 61, in the stowed configuration, the outer surface of the forward portion of the nacelle consists of the surfaces of the blades 1108 of propeller 1107 . The outer surface of the nacelle in the vane encased configuration is a composite of five vane surfaces. The blades and nacelle will probably be designed in concert, so that the nacelle aerodynamic requirements and the propeller aerodynamic requirements will match each other and be complementary designs. Recess 1110 may conform to provide a snug fit for vane 1108 in the stowed configuration.

Figures 62 and 63 show perspective and front views, respectively, of a motor-driven rotor with the spinner removed, as the observer imagines a design according to some aspects of the present invention. to help A main hub 1122 is seen as the mounting point for each of the five propeller blades 1108 . The main hub 1122 provides the main support for the propeller blades and these main supports are each pivotally connected to the main hub. Main hub 1122 also provides drive torque to blades 1108 of propeller 1107 . As discussed further below, the main hub 1122 is coupled via a rotary bearing or bearing assembly to a wing rest near the tip of the rotary blade deployment mechanism.

Figure 64 shows a perspective view of the motor driven rotor unit with further parts removed for clarity of illustration. Propeller blades 1108 are shown only as partial blades 1142 so that fin mounts 1121 can be observed. The fin mount 1121 is joined within the inner portion of the propeller blade (not visible in this view). In some aspects, the propeller blade is formed from multiple pre-formed pieces that are then joined together to a fin mount affixed within the propeller blade. The fin mount 1121 may be metal and may be adapted to be mountable to the main hub 1122 using, for example, hinge pins 1123 . In some embodiments, as seen in FIG. 64A, the fin mounts 1121 may be multiple separate pieces. These parts may be installed during assembly of the propeller blades 1108 so that the completed component is adapted to mount the main hub 1122 using hinge pins. A stowage tab 1143 is attached to the fin mount 1121 to allow the vane to be moved into the recess and relative to the nacelle body into a stowed configuration. In some aspects, the propeller blades 1108 may be of composite material. Propeller blades 1108 may be assembled from pieces, such that the blades are hollow shells assembled from pre-manufactured individual pieces. The deployment spring 1141 allows the propeller blades to achieve the deployed configuration even in the absence of centrifugal force. The deployment spring allows full deployment of the propeller blades even when the rotor blades are not rotating. To achieve full containment, containment tabs 1143 on propeller blades 1108 of propeller 1107 are pressed by the containment mechanism until the blades are flush with recesses 1110 in the nacelle body.

Figure 65 shows another perspective view of the motor driven rotor unit, with further parts removed for clarity of illustration. Main hub 1122 is seen supporting fin mount 1121 . Fin mount 1121 is adapted to pivot with respect to main hub 1122 using hinge pin 1123 . In some recesses partial wings 1142 are visible and in other recesses 1110 no wings are visible, but this is just for visual clarity. For purposes of illustration, additional portions have been removed so that the rotor deployment mechanism, motors, and other components come into view.

FIG. 66 shows a side view of a portion of a rotor according to some embodiments of the invention. Propeller blades 1108 can be seen in the stowed position. Propeller blades 1108 are hinged relative to main hub 1122 by hinge pin 1123 . The main hub is seen mounted within bearing assembly 125 . A bearing assembly 1125 is mounted on an outrigger 1124 near the tip of the rotor deployment mechanism. In some aspects, the main hub 1122 is mounted on the inner bearing race or bearing race of the bearing assembly 1125, and the outer bearing race of the bearing assembly 1125 is mounted in the lug bearing 1124 near the tip of the rotor deployant mechanism. to be installed.

FIG. 67 is a side view of a rotor deployment mechanism portion of a deployable motor driven rotor assembly in a forward flight configuration, according to some embodiments of the present invention; The main mounting points 1127, 1128 are the structural attachment points for the rotor deployment mechanism 1143 and, by extension, the motorized rotor units to the air vehicle. is. The drive motor 1126 is adapted to drive the rotor main hub 1122 and, by extension, the propeller of the rotor unit. In this forward flight configuration, the rotor thrust vector is directed forward and horizontal with respect to the airborne vehicle.

FIG. 68 shows the rotor deployment mechanism 1143 in a deployed, vertical take-off configuration. The rotor blade deployment mechanism rotates and displaces the rotor blades. The deployment pushes the rotor hub forward and away from the main mounting points 1127, 1128, as well as pushing it vertically upward relative to the main mounting points. In this vertical takeoff configuration, the rotor axis is vertical. In some aspects, by using a rotor deployment mechanism as described herein, the nacelle may be viewed as being split during rotor deployment, resulting in a rear portion of the nacelle remains with the wing in a fixed relationship. Rotor deployment could then possibly occur from the nacelle along the wing or along the rear horizontal stabilizer element. The rotary wing deployment mechanism may be mounted at locations other than the ends of the wings or other horizontal elements.

The outrigger 1124 near the wingtip is attached to the deployment joint at outrigger attachment points 1134,1135. Outrigger arms 1129 , 1130 , 1131 connect via pivot points 1132 , 1133 . By using a multi-arm linkage, the rotor will likely be moved to preferred positions in both the deployed and stowed configurations. Figures 69-72 show the rotor with the linkage in a partially deployed configuration, which may be during the transition from vertical thrust to horizontal thrust, or Seen during the transition from horizontal to vertical thrust.

The fact that the electric motor/propeller combination is on the wingtip side of the integrated joint allows for a rigid mounting of the propeller on the motor, which means that the propeller can be mounted relative to the aft nacelle section. , is maintained even when moved through various poses.
With such a configuration, rotational power from the motor does not need to be gimbaled or otherwise transmitted across a rotational connection.

FIG. 73 shows a deployment drive system for the deployment mechanism, according to some embodiments of the invention. The drive unit 1151 may be coupled to the air vehicle within the wings for the main mounting points 1127, 1128 in areas adjacent to the mounting points. Drive screw 1150 may be driven such that the deployment linkage is driven from the stowed configuration to the deployed configuration and from the deployed configuration to the stowed configuration.

FIG. 74 is a partial view of the underside of the main rotor hub 1122 mounted in a wing receptacle 1124 near the tip of a rotor deployment mechanism according to some embodiments of the present invention. Containment rod 1153 is adapted to drive containment lever 1152 against containment tab 1143 . The stowage tabs 1143 then drive the propeller blades to a nested position on the nacelle body. Deployment spring 1141 is adapted to deploy propeller blades 108 from a stowed position to a deployed position. 75 is a partial side cut-away view of storage rod 1153 coupled to a plurality of storage levers 1152. FIG. The stowage rod 1153 may be driven by a linear actuator to engage the stowage tab 1143 in order to deploy the propeller blades from their stowed, nested configuration. When fully deployed, the propeller blades will not rest on the stowed lever. FIG. 76 is a bottom perspective view of storage rod 1153 and its connection, where that connection is to storage lever 1152 and ultimately to fin mount 1121 of propeller blade 1108 . A position indicator may be used to properly align the propeller with the recess in the nacelle.

In an exemplary embodiment of the method for flying an aerial vehicle having an integrated electric propulsion system and fully contained wings, the aerial vehicle may be on the ground. The aerial vehicle may have multiple wings and a tail-mounted motor driven rotary wing unit. The motor-driven rotor unit begins with propeller blades, which are housed in such a way that they provide all or most of the effective wetted area of the portion of the nacelle of which they form part. The nacelle may have recesses adapted to receive the contained vanes.

A stowed vane may be held in a stowed position with the aid of a stowage mechanism. In preparation for vertical takeoff, the stowed wings may deploy to the deployed configuration. The vane may utilize a deployment spring that assists in deployment of the vane upon release of the stowage lever. The stowage lever may be adapted to pivot the propeller blades from a deployed configuration to a stowed configuration.

Once the propeller blades are in the deployed position, the entire motorized rotor assembly may itself deploy from a forward flight position to a vertical takeoff and landing position by using an integrated rotor deployment mechanism. The deployment mechanism may be adapted to position the propeller in front of and above the wing, or may be adapted to position it in some other manner away from other aerial vehicle structures. With the propellers now deployed and the motor driven rotors now integrated into the vertical takeoff configuration, the aerial vehicle can begin vertical takeoff. The rotor spins up and the vehicle rises off the ground.

After takeoff, the airborne vehicle will begin the transition to forward flight, which is accomplished by integrating the rotors from a vertical thrust orientation to a position containing a horizontal thrust component. As the aerial vehicle begins to move forward with speed, lift is generated by the wings and will therefore require less thrust from the rotors. As the rotors are further integrated towards a forward flight, horizontal thrust configuration, the airborne vehicle gains greater speed.

Once the aerial vehicle is in normal forward flight conditions, the propellers used during takeoff will no longer be needed. Thrust requirements for forward flight are likely to be significantly less than those required during vertical take-off and landing. Forward flight would likely be maintained by only a subset of the propellers used for takeoff or by a different propeller other than the propeller used during takeoff. Propellers that are not in use may have their propeller blades housed in recesses on the propeller supporting nacelle. The encased propeller blades may form the outer surface of the portion of the nacelle.

In some embodiments of the invention, as seen in FIGS. 77 and 78, the propeller blades 501 may be attached to a central hub 522 so that the blades are forward and stowed from the deployed position. When pivoting to the raised position, the vane rotates in the opposite direction to its normal direction of rotation 512 . 77 and 78 are used to illustrate the geometry, these figures show the same relative vane positions. In the first position 501 a , 502 a the vanes are forwardly conical with respect to the central hub 522 . For this forward-most conical position 502a, as seen in FIG. 78, the vanes are also rotated in the forward-most position 501a, as seen in FIG. As the vanes move slightly rearward 502b relative to the forwardmost position 501a, the vanes also lag to a slightly retarded angular position 501b relative to the central hub.

As the vane moves further aft relative to the forward conical location through more positions 502c, 502d, the vane moves aft simultaneously through a series of angularly retarded positions 501c, 501d. moving.

Perhaps among the advantages of this system, such as when an object such as a bird hits the wing during flight, the system works in a coupled fashion to reduce the force of the impact. If the impingement on the blade occurs from the front, the blade will be pushed backwards. The inertia of the impacting object exerts a force on the blade through its inertia, but the angular direction is opposite the undisturbed helical direction of motion. By coupling the system, coupling retards the vane along its spin direction, since the shock causes the vane to pivot against its more forward conical position, but in this case is such that the blade moves roughly in the direction of the motion of the impacting object, thus softening the impact on the blade. Not only will the strain be reduced, but the impact vibration load will also be reduced.

Coning angle is achieved as a result of the balance between the aerodynamic moment and the moment of inertia produced by the blade. By angling the blade pivot axis with respect to a plane perpendicular to the propeller axis of rotation, the blades may be retarded with respect to the axis of rotation because the blades are pushed backwards with respect to the coning angle. be. Pivot assembly 523 may have two holes 524 , 525 . The axis of the first hole 524 closest to the vane 501 will likely be pushed forward along the spin axis relative to the axis of the second hole 525 . This staggered arrangement of holes 524, 525 along a direction parallel to the axis of rotation of the propeller and its central hub 522 allows for angular retardation of the blades because the blades are angled aft from the forward coning angle. because they are pushed. As discussed above, if the blade pivot axis is angled, the coupled system allows the impacted blade to slow and flap backward during impact, thereby allowing the blade , hub and support structure.

In some embodiments, vanes 501 have more or less than a In addition, it is a forward type. Also, the swivel assembly 523 may be tilted at other angles for better compatibility with nesting propeller blade sets. 80, 81 and 82 show front, side and perspective views, respectively, of propeller 508 in the configuration with blades 501 stowed. The outer surface of the contained vane 501 forms a substantially continuous surface. A very low drag containment system can be maintained if the nacelle is contained on the outer surface with matching recesses.

84A-84F show a series of chores of rotating propeller 508 struck by mass 516. FIG. These figures show that there is a connection, where both the front and side views are shown at the same moment in time as the shock impacts the system. In these figures, the propeller is rotating in the clockwise direction 515 with the propeller blades in a highly advanced state. By the latter timing in the time sequence of Figure 84D, the rotational lag of the impinged blade can be seen. Also, the downward deflection of the blades can be seen in the side view. The time sequence of Figure 84E allows the rotational lag of the impinged blade to be seen more clearly. Also, the downward deflection of the vanes can be seen more clearly in the side view. This sequence demonstrates the distinct advantages of this coupled system.

Figures 83A-83C show top and side views of a motor driven rotor assembly according to some embodiments of the present invention. FIG. 83A shows a motor driven rotor assembly, where the propeller is somewhat aft and conical. Figure 83B shows a configuration in which the propeller blades are substantially perpendicular to the axis of rotation. Figure 83C shows a configuration in which the propeller blades are conical at the front.

As mentioned above, the coning angle is achieved as a result of the balance between the aerodynamic and inertia moments on that propeller blade about the hinge axis. FIG. 83C shows the coning angle, where the coning angle would likely be seen during normal flight, whether forward flight or vertical takeoff and landing. Blades 532 are conical at an angle 530 to a plane 531 perpendicular to the propeller spin axis. Should there be an increase in the rotational speed of the propeller blades (which may be desired or required during flight or during takeoff and landing), the resulting increased centrifugal force on the blades may initially flatten the vane to a forward coning angle 530 of . The resulting position would probably be as seen in FIG. 83B. Vanes 533 are now seen in a plane with normal 531 to the spin axis. However, depending on flight parameters and circumstances, any angle more nearly vertical than the initial forward coning angle 530 may result.

In some embodiments, with respect to angling the vane pivot axis as discussed above, the vane pitch will increase as the vane pivots from a more forward coning angle to a flat coning angle. This change in pitch results in a function of system geometry for the angled pivot pin system.

This system would have the advantage that a very fast response in thrust could be achieved by using an electric motor as part of the motor driven rotor assembly. Electric motors are able to transmit changes in torque very quickly, for example to internal combustion engines or jet engines. Applying increased torque to the propeller hub will result in an initial retarded motion of the blades due to their own inertia. This retarded motion will then result in a change in blade pitch. Thus, while the motor is accelerating, the blade pitch increases. This system uses a fast-response electric motor and also uses a propeller blade system that increases pitch angle with retarded motion of the propeller blades, thereby providing a previously unseen Enables responsiveness.

FIG. 85 is a side view of a rotor deployment mechanism portion of a deployable motor driven rotor assembly in a forward flight configuration, according to some embodiments of the present invention; The primary mounting points 541, 542 are the structural attachment points for the rotor deployment mechanism 540 and, by extension, the structural attachment points to the air vehicle for the motor driven rotor units. The drive motor 543 is adapted to drive the rotor main hub 522 and, by extension, the propeller of the rotor unit. In this forward flight configuration, the rotor thrust vector is directed forward and horizontal with respect to the air vehicle.

FIG. 86 shows rotor deployment mechanism 540 in a deployed, vertical take-off configuration. The rotor deployment mechanism has rotors that rotate and are displaced. The deployment pushes the rotor hub 522 forward and away from the main mounting points 541, 542 and, in addition, pushing it vertically forward relative to the main mounting points. In this vertical takeoff configuration, the rotor axis is vertical. In some aspects, by using a rotor deployment mechanism as described herein, the nacelle may be viewed as being split during rotor deployment, resulting in a rear portion of the nacelle remains with the wing in a fixed relationship. Rotor deployment could then possibly occur from the nacelle along the wing or along the rear horizontal stabilizer element. The rotary wing deployment mechanism may be mounted at locations other than the ends of the wings or other horizontal elements.

The outrigger 544 near the wingtip is attached to the deployment joint at outrigger attachment points 134 , 135 . The outrigger arms connect via pivot points.
By using a multi-arm linkage, the propeller may be moved to preferred positions in both the deployed and stowed configurations.

The presence of the electric motor/propeller combination on the wingtip side of the integrated joint allows the propeller to be rigidly mounted to the motor, which means that the propeller can be mounted relative to the aft nacelle section. and is maintained even when moved through various poses. With such a configuration, rotational power from the motor does not need to be gimbaled or otherwise transmitted across a rotational connection. Deployment, in some aspects, relates to the entire motor-driven rotor.

Figures 87A-87D show aerial vehicle 600 during transition from takeoff to forward flight, according to some embodiments of the present invention. In this illustrative embodiment, aerial vehicle 600 has body 601 , wings 602 and 603 , and tail structure 604 . A motor driven rotor assembly 605 along the midspan of the wing and a motor driven rotor assembly 605 attached to the tail structure have integrated mechanisms adapted to deploy the rotor assembly. This allows vertical thrust for takeoff and landing, as seen in Figure 87A. The wing tip rotor assembly 606 is adapted to swivel as well for vertical thrust orientations.

After takeoff, the rotor assemblies 605, 606 are adapted to transition toward a forward flight configuration, but here thrust is diverted from the vertical orientation through movement of the rotor assemblies, as seen in FIG. 87B. Move horizontally. In the transition to forward flight, rotor assemblies 605, 606 have fully transitioned to the horizontal thrust position, as seen in FIG. 87C.

Because the lift provided by wings 602, 603 supports aerial vehicle 600, less thrust is required for the vehicle to maintain level flight. To save power and reduce drag, the vanes 605 of the midspan-mounted rotor assembly 605 and of the aft stabilizer-mounted rotor assembly 605 are nested with respect to the nacelle. You can stack them in a shape. A forward flight configuration with reduced drag is shown in FIG. 87D.

Nested vanes according to some embodiments of the present invention provide a very large reduction in drag. For example, in the illustrative case, a fletching blade on an unused motor driven propeller assembly would result in a drag force of 128N. A simple folding of the vane results in a drag force of 105N. Furthermore, in the nested state, the drag is reduced to 10N. This value is a very favorable comparison to a bare nacelle with 7N drag.

In some aspects, the midspan-mounted rotor assembly 605 and the aft stabilizer-mounted rotor assembly 605 are pivotally attached to the rotor hub. The vanes 612 of these rotor assemblies may be advanced and may be attached by using an angled pin mechanism as described above. These vanes may be housed in recesses in the nacelle. A blade tip mounted rotor assembly 606 may have blades 613 that are variable pitch blades. These vanes may power the vehicle during forward flight.

The tip-mounted vanes 613 may rotate in the opposite manner as the inner vanes along the wing. In addition, the wing tip mounted propeller may rotate to oppose the wing tip vortex. A rotor mounted at the tip of the wing will rotate so that the blades are down (610, 611) on the outside of the wing. Therefore, the left wingtip propeller and the right wingtip propeller will rotate in different directions.

As will be apparent from the foregoing description, a wide variety of embodiments may be constructed from the description given herein, and additional advantages and modifications will readily occur to those skilled in the art. deaf. The invention in its broader aspects is therefore not limited to the specific details and illustrative examples shown and described. Accordingly, departures may be made from such details, but only without departing from the spirit and scope of applicant's general invention.

Claims (8)

A method of flying an aerial vehicle adapted for vertical take-off and horizontal flight, comprising:
the aerial vehicle comprising a main vehicle body, a right wing, one or more right wing rotor assemblies, a right wing tip rotor assembly, a left wing, one or more left wing rotor assemblies, and a left wing tip rotor assembly;
the right wing is coupled to the right side of the main vehicle body and comprises a swept wing;
The one or more right wing rotor assemblies are attached to the right wing with propellers and motors and project forward of the leading edge of the right wing along a mid-span portion, and the one or more the center of gravity of each of the right wing rotor assemblies of is forward of the leading edge of said right wing when in forward flight configuration;
said right wing tip rotor assembly comprising a propeller and motor and attached to the outer tip of said right wing;
the left wing is coupled to the left side of the main vehicle body and comprises a swept wing;
The one or more left wing rotor assemblies are attached to the left wing with propellers and motors and project forward of the leading edge of the left wing along a mid-span portion, and the center of gravity of each of the left wing rotor assemblies of is forward of the leading edge of said left wing when in forward flight configuration;
the left wing tip rotor assembly includes a propeller and a motor and is attached to the outer tip of the left wing;
The one or more right wing rotor assemblies are attached to the right wing using a deployment mechanism adapted to deploy the one or more right wing rotor assemblies from a forward facing horizontal flight configuration to a vertical takeoff configuration. be
The one or more left wing rotor assemblies are attached to the left wing using a deployment mechanism adapted to deploy the one or more left wing rotor assemblies from a forward facing horizontal flight configuration to a vertical takeoff configuration. be
the right wing tip rotor assembly is mounted to the right wing tip with a deployment mechanism adapted to deploy the right wing tip rotor assembly from a forward-facing horizontal flight configuration to a vertical takeoff configuration;
the left wing tip rotor assembly is mounted to the left wing tip with a deployment mechanism adapted to deploy the left wing tip rotor assembly from a forward facing horizontal flight configuration to a vertical takeoff configuration;
vertically taking off the aerial vehicle from the ground by placing the aerial vehicle in a vertical thrust configuration;
Transitioning the aerial vehicle from the vertical take-off configuration by integrating each of the rotor assemblies from a vertical take-off orientation to a position containing a horizontal thrust element such that the aerial vehicle begins advancing with velocity and with each of the wings generating lift;
further integrating each said rotor assembly into a horizontal flight configuration so that said aerial vehicle gains more speed;
retracting one or more blades of the propeller of the rotor assembly to place the aerial vehicle into a reduced-drag forward flight configuration, wherein the retracted rotor assembly comprises the propeller; a nacelle body having a recess in an outer surface thereof when the blades are in a deployed position, the propeller blades being adapted to be stored in the outer surface of the nacelle body, the blades occupying a portion of the nacelle when retracted; a step that is configured to enclose all or most of the wetted area;
A method comprising: 3. The method of flying an aerial vehicle of claim 1, further comprising: the motor of each of the one or more right wing rotor assemblies is an electric motor; and the motor of the right wing tip rotor assembly is an electric motor. , wherein the motor of each of the one or more left wing rotor assemblies is an electric motor, and the motor of the left wing tip rotor assembly is an electric motor. 3. The method of flying an aerial vehicle of claim 1, further comprising: one or more right rear rotor assemblies and one or more left rear rotor assemblies on the aerial vehicle;
Each of the one or more right wing rotor assemblies is adapted to deploy each of the one or more right wing rotor assemblies from a forward-facing horizontal flight configuration to a vertical take-off configuration along the right side of the vehicle body. mounted at the rear of the vehicle body with a deployment mechanism and comprising a propeller and an electric motor;
Each of the one or more left wing rotor assemblies is adapted to deploy each of the one or more left wing rotor assemblies from a forward facing horizontal flight configuration to a vertical takeoff configuration along the left side of the vehicle body. mounted at the rear of the vehicle body with a deployment mechanism and comprising a propeller and an electric motor;
A method characterized by: 3. The method of flying an aerial vehicle of claim 2, further comprising: one or more right rear rotor assemblies and one or more left rear rotor assemblies on the aerial vehicle;
Each of the one or more right wing rotor assemblies is adapted to deploy each of the one or more right wing rotor assemblies from a forward-facing horizontal flight configuration to a vertical take-off configuration along the right side of the vehicle body. mounted at the rear of the vehicle body with a deployment mechanism and comprising a propeller and an electric motor;
Each of the one or more left wing rotor assemblies is adapted to deploy each of the one or more left wing rotor assemblies from a forward facing horizontal flight configuration to a vertical takeoff configuration along the left side of the vehicle body. mounted at the rear of the vehicle body with a deployment mechanism and comprising a propeller and an electric motor;
A method characterized by: 4. The method of flying an aerial vehicle of claim 3 , further comprising: one or more right rear rotor assemblies and one or more left rear rotor assemblies on the aerial vehicle;
Each of the one or more right wing rotor assemblies is adapted to deploy each of the one or more right wing rotor assemblies from a forward-facing horizontal flight configuration to a vertical take-off configuration along the right side of the vehicle body. mounted at the rear of the vehicle body with a deployment mechanism and comprising a propeller and an electric motor;
Each of the one or more left wing rotor assemblies is adapted to deploy each of the one or more left wing rotor assemblies from a forward facing horizontal flight configuration to a vertical takeoff configuration along the left side of the vehicle body. mounted at the rear of the vehicle body with a deployment mechanism and comprising a propeller and an electric motor;
A method characterized by: The method of flying an aerial vehicle of claim 1, further comprising:
the right wing tip rotor assembly is mounted to the right wing tip with a deployment mechanism that pivots the right wing tip rotor assembly from a forward-facing horizontal flight configuration to a vertical take-off configuration;
The left wing tip rotor assembly is attached to the left wing tip with a deployment mechanism that pivots the left wing tip rotor assembly from a forward-facing horizontal flight configuration to a vertical takeoff configuration.
A method characterized by: The method of flying an aerial vehicle of claim 1, further comprising:
The spin axis of the one or more right wing rotor assemblies is forward of the leading edge of the wing in a vertical takeoff position, and the spin axis of the one or more left wing rotor assemblies is in front of the leading edge of the wing in a vertical takeoff position. Anteriorly. 3. The method of flying an aerial vehicle of claim 2, further comprising:
Further, in the aerial vehicle,
The spin axis of the one or more right wing rotor assemblies is forward of the leading edge of the wing in a vertical takeoff position, and the spin axis of the one or more left wing rotor assemblies is in front of the leading edge of the wing in a vertical takeoff position. Anteriorly.

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