SI26330A - Aircraft for vertical take - off and landing and horizontal flight - Google Patents

Abstract

The subject of the invention is an aircraft for vertical take-off and landing and horizontal flight, which belongs to the category of electric aircraft with vertical take-off and landing (eVTOL), which, by combining a larger rotor and a smaller number of propellers on the wing in one position, enables vertical take-off and landing, which is similar to the take-off and landing of a helicopter, and in another position the same propellers represent the propulsion device for the horizontal flight of the aircraft or planes. The aircraft for vertical take-off and landing and horizontal flight has a centrally mounted larger rotor (1) similar to a helicopter rotor with the difference that the rotor (1) is only attached to the vertical axis and has a fixed angle, and serves as an aid in the vertical lifting of the air the vessel, while for both vertical lifting and lowering as well as for horizontal flight, propellers (8, 8') with electric motors (9, 9') are attached to each wing (3, 4), interconnected by a rod lever (7). , rotatably mounted on an axle attached to the fuselage (2) of the aircraft, whereby the rod lever (7) enables the movement of the switching parts (3b, 4b) of the two wings (3, 4) and thus also the propellers (8, 8') with electric motors (9, 9') by 90 degrees depending on the movement of the aircraft.

Description

AIRCRAFT FOR VERTICAL TAKEOFF AND LANDING AND HORIZONTAL FLIGHT

The subject of the invention is an aircraft for vertical take-off and landing and horizontal flight, which belongs to the category of electric aircraft with vertical take-off and landing (eVTOL), which, by combining a larger rotor and a smaller number of propellers on the wing in one position, enables vertical take-off and landing, which is similar to the take-off and landing of a helicopter, but in another position the same propellers represent the propulsion device for the horizontal flight of the aircraft or planes.

Light and strong materials for aircraft construction (e.g. Kevlar, carbon, etc.) and batteries with a large capacity in relation to weight have recently accelerated the production of electrically powered aircraft. Such drives enable light aircraft to take off vertically and land reliably and more quietly. All known concepts use a large number of electric motors (14 to 36 motors), which presents a problem in providing sufficient electrical energy. With known solutions, there is a problem that the components that serve for take-off represent a problem and a disturbance for horizontal flight and vice versa, and in addition, such vessels have poor stability in turbulence.

An aircraft for vertical take-off and landing and horizontal flight according to the invention has a centrally mounted larger rotor similar to a helicopter rotor with the difference that the rotor is only attached to the vertical axis and has a fixed angle, and serves as an aid in vertical lifting of the aircraft, while when, both for vertical lifting and lowering, as well as for horizontal flight, movable propellers with electric motors are attached to each wing, interconnected by a rod lever, which enables the switching parts of both wings and thus also the propellers with electric motors to be moved to a position dependent on the movement of the air vessels.

I will explain the invention in more detail on the basis of an implementation example and associated pictures, which show:

figure 1 aircraft for vertical take-off and landing and horizontal flight in side view;

figure 2 vertical take-off and landing and horizontal flight aircraft in top view, wing propellers in horizontal flight position;

figure 3 vertical take-off and landing and horizontal flight aircraft in top view, wing propellers in vertical lift or descent position;

figure 4 vertical take-off and landing and horizontal flight aircraft in front view, wing propellers in horizontal flight position;

Figure 5 is a cross-section of an aircraft wing for vertical take-off and landing and horizontal flight, showing the propellers on the wing in the vertical lifting or lowering position;

figure 6 cross-section of an aircraft wing for vertical take-off and landing and horizontal flight showing the propellers on the wing in the moving position;

figure 7 cross-section of an aircraft wing for vertical take-off and landing and horizontal flight showing the propellers on the wing in the horizontal flight position.

Figure 8 is a top view of the aircraft with the rockets mounted on the rotor ends;

Figure 9 shows a side and top view of a part of an aircraft rotor with an integrated missile installed;

Figure 10 shows a side and top view of a part of an aircraft rotor with a mobile missile installed;

Figures 1 to 4 show an aircraft for vertical take-off and landing and horizontal flight according to the invention. The aircraft has a centrally mounted larger rotor 1 similar to a helicopter rotor with the difference that the rotor 1 is only attached to the vertical axis and has a fixed angle and is not mounted over the helicopter head. Otherwise, the aircraft according to the invention has the shape of a smaller plane with a fuselage 2, wings 3.4 and tail wings 5.6. Both wings 3,4 consist of a basic, fixed and immovable part 3a,4a and a switchable part 3b,4b. Propellers 8.8' with electric motors 9.9' in pairs are mounted on wing 3.4 via rod levers 7. The propeller 8 with the electric motor 9 is attached to one end of the rod lever 7, which is rotatably attached to the basic, fixed part 3a, 4a of the wings 3, 4, while the propeller 8' with the electric motor 9' is attached to the other end of the rod lever 7.

In the embodiment, two pairs of propellers 8, 8' with electric motors 9,9' are attached to each wing 3,4. The rod levers 7 are connected to each other and rotatably clamped on an axis clamped in the fuselage of the aircraft, which enables the movement of the switchable parts 3b, 4b of the two wings 3, 4. Control of the position of the stick levers 7 together with the position indicator can be carried out from the aircraft cabin.

The described construction, attachment and position of the rod levers 7 allows us to move both pairs of propellers 8.8' with electric motors 9.9' from a horizontal to a vertical position by moving the switching parts 3b, 4b of the wings 3,4 by 90°.

The individual positions of propellers 8.8' with electric motors 9.9' are shown in Figures 5, 6 and 7, which show the position of a pair of propellers 8.8' with electric motors 9.9' in a horizontal position (Figure 5), the position of a pair of propellers 8 ,8' with electric motors 9,9' in the vertical position (Figure 7) and the position of a pair of propellers 8,8' with electric motors 9,9' in an intermediate position (Figure 6). In the position of the pair of propellers 8.8' with the electric motors 9.9' in the horizontal position (Figure 5), i.e. in the position of the propellers 8.8', when the aircraft is intended for vertical take-off or landing, the switchable parts 3b, 4b are the wings 3,4 lowered, which reduces the surface area of each wing and enables easier vertical lifting or lowering.

To compensate for the torque, small folding propellers 10.10' are added at the end of both wings 3.4. One of the two propellers 10.10' is active during vertical lifting or lowering, while the other folding propeller 10.10' serves as a reserve and has a reversed direction of operation. In horizontal flight, both propellers are 10.10' in the folded position and also do not participate in the flight of the aircraft.

During vertical lift or descent, the small propeller 11 on the tail of the aircraft is also active, which serves to trim the aircraft in this phase, while in the horizontal flight phase this role is taken over by the horizontal stabilizer and the propeller 11 is not active. The change of direction (left, right) is enabled by folding propellers 10,10' at the end of both wings 3,4.

The aircraft for vertical take-off and landing and horizontal flight according to the invention uses a combination of a larger rotor with movable propellers on the wing. The larger rotor 1 is similar to a helicopter rotor with the difference that it is not attached to the helicopter head, but is only attached to the vertical axis and has a fixed angle. The larger rotor 1 assists the propellers on the wings during the vertical lift phase. In practice, the larger rotor 1 produces more than half of the load capacity (in the concrete example, a rotor with a diameter of 7.5 m and a 130 hp engine produces a load capacity of over 800 kg.) In addition, the larger rotor also stabilizes the aircraft itself (gyroscopic moment). The gyroscopic moment enables the stabilization of the airship itself, especially in the turbulent atmosphere above large cities, where, in fact, airships are most often used according to the invention. Particularly sensitive are the start phase (climb), the landing phase and the transition phase from horizontal movement to vertical movement and vice versa, where aerodynamic stabilization is not present due to the low flight speed. The kinematics of the propellers on the wings ensures that the point of joint action does not change with respect to the vessel's center of gravity. In the phase of vertical movement, this kinematics reduces the horizontal surface of the wing, which also means air thrust from the main rotor.

When transitioning to horizontal flight, rotor 1 stops in the position in the direction of flight. In horizontal flight, due to its position on the wing, the upper propeller accelerates the movement of air over the upper surface of the wing, i.e. increases lift, while the lower propeller increases pressure on the lower surface and also contributes to lift. It is activated only before landing or if there is a lot of turbulence and if additional security is needed.

The kinematics on the wings allows the movable propellers 8.8' on the wings 3.4 to be active both in the vertical phase of flight and in the horizontal phase of flight. In each phase of the flight, the movable propellers 8.8' must be close to the wing 3.4 for a better effect on lift, and when changing their position, the position of their joint action must not change either. It must always be near the center of gravity of the aircraft. In this way, aerodynamic flight is possible, which is automatically stabilized with the help of the tail surfaces.

A small folding propeller 10 at the end of the wing serves to compensate for the torque. The second folding propeller 10' serves as a reserve and has a reversed direction of operation. In horizontal flight, the small 10.10' propellers are in the stowed position and also do not participate in the flight of the aircraft.

The horizontal stabilizer on the tail is placed in a vertical position around the marked axis in the take-off phase so that the air flow of the larger rotor does not affect it and the position of the aircraft does not change, while one of the compensating propellers 10,10' is active. This is how the kinematics works without a drive, only with a difference in the intensity of the front and rear rows of movable propellers 8, 8'. In this way, there is no risk of the drive failing.

In addition, the speed of descent in the event of a drive failure can be reduced with rockets 12, 13, which are installed at the ends of rotor 1 and operate a few seconds before the aircraft hits the ground due to a failure of the main drive. The rotor 1 of the aircraft rotates due to the action of the rockets 6,7 and thus reduces the speed of descent.

Figure 9 shows the integrated rocket 12 at the end of the rotor 1 in side and top views, while Figure 10 shows the rocket 13 at the end of the rotor 1 in side and top views. The rocket 13 is rotatably attached to the end of the rotor 1 so that it lies along the rotor 1 in the non-working position, but it can turn up to 90° during operation.

Claims (5)

PATENT CLAIMS 1. An aircraft for vertical take-off and landing and horizontal flight, having the form of a small aircraft with a fuselage (2), wings (3,4) and tail wings (5,6), characterized by the fact that the aircraft has a centrally mounted larger a rotor (1) similar to a helicopter rotor with the difference that the rotor (1) is only attached to the vertical axis and has a fixed angle, and serves as an aid in the vertical lifting of the aircraft, while both for vertical lift and descent, as well as for horizontal flight, on each wing (3,4) fixed propellers (8,8') with electric motors (9,9'), interconnected by a rod lever (7), rotatably mounted on an axle, fixed in the fuselage (2) of the aircraft , whereby the rod lever (7) enables the switching parts (3b, 4b) of both wings (3, 4) and thus also the propellers (8, 8') with electric motors (9, 9') to be moved by 90°, depending on the movement aircraft. 2. An aircraft according to claim 1, characterized by the fact that two pairs of propellers (8,8') with electric motors (9,9') are attached to each wing (3,4) and the rod levers (7) are connected to each other connected and rotatably mounted on axles fixed in the hull (2). 3. An aircraft according to claims 1 and 2, characterized in that small folding propellers (10,10') are installed at the end of both wings (3,4), whereby one of the two propellers (10,10') is active when raising or lowering the aircraft vertically, and the foldable propellers (10, 10') also serve to change the direction during the horizontal flight of the aircraft. 4. An aircraft according to any one of the preceding claims, characterized by the fact that a small propeller (11) is mounted on the tail of the aircraft, which serves to trim the aircraft in this phase during vertical lift or descent, while in the phase of horizontal flight it the role is taken over by the horizontal stabilizer and the propeller (11) is not active. 5. An aircraft according to any one of the preceding claims, characterized in that the descent speed when the main drive is inoperative is reduced by the operation of the rockets (12,3), which are mounted on the ends of the rotor (1) and operate a few seconds before the aircraft impacts on the ground.