SK500442018A3 - Aircraft with vertikal take-off and landing (VTOL) - Google Patents

Abstract

Aircraft with vertical take-off and landing (VTOL) comprises two wings connected to the fuselage comprising at least one wing carrier (2) and a stabilizer located at the rear of the fuselage and further comprising at least six lifting units (3, 4) arranged in pairs symmetrically to the fuselage, wherein at least two pairs are front lifting units (3) located forward of the wing support (2) in vertical tunnels, formed in the wings at the wing roots and suspended on longitudinal beams (8), which are located on the upper and lower contour of the sash profile and fixed to the sash support structure. At least one pair of lifting units will form the rear lifting units (4) located in vertical tunnels formed at the root of the horizontal stabilizer. Each of the front and rear lifting units (3, 4) comprises an electric motor (9) to which a propeller, equipped with propeller blades (10), a controller (5) and a battery pack (6), mounted around the perimeter of the vertical tunnel, are attached. Servo-controlled covers (13) are provided on each wing and stabilizer to close the vertical tunnels during the forward flight.

Description

Technical field

The invention relates to small airfoils with a vertical take-off, while maintaining the shape of a small aircraft with a conventional propulsion engine with an internal combustion engine with a consumption of 3-4 liters of fuel per person and 100 km. The range is at the level of 2,000 km and the cruising speed is around 300 km / h. All safety features are preserved, including the installed ballistic rescue parachute.

Prior art

The vertical launch has traditionally been handled by helicopters for decades. Operating costs are much worse than with conventional aircraft, so there has been no mass expansion for travel, it is used where a vertical start is necessary, and the cost is not very critical - in the military, in rescue operations, VIP transport.

Patent application RU93 / 93043825 describes a combined aircraft. Which contains a lift blower integrated into the center of the fuselage at the center of gravity. Propellers used for the forward flight are independent of the lift propeller. The propulsion system contains two engine blocks located in the fuselage which use transmissions to drive the propeller or propellers for forward flight. The author proposes a lift engine and a propeller with functionality close to the helicopter - it has one rotor with cyclic and collective control of the blade pitch angle, which controls the plane in the phases of flight with a vertical take-off and landing. The aircraft concept is aimed at larger and heavier transport aircraft. The author tried to hide the concept of a classic helicopter in the fuselage of a more or less standard aircraft in order to improve the cost of operating a horizontal flight and maintain the ability to take off and land vertically.

For several years, the Hspadiel Osprey tilt rotor system used by the US military has been operating. But the system is too complicated, the economy will be better than for helicopters, but not fundamentally. Again, it looks like there will be no mass expansion of this concept.

Small aircraft general aviation are able to achieve the economy of large transport Hetadly, ie consumption of 3-4 htre of fuel per person and 100 km, while flying at a speed of about 300 km / h, range up to 2,000 km. So, at a distance of 1,000 km, they are able to transport the crew and passengers in half the time required for transport by large haulage, if the transport to hub airports, waiting times, reserves are also considered. Small Hetadla can use smaller airports. Flying in sight is basically a recreational activity, for standard travel it is necessary to master piloting in the conditions of flight according to the instruments, which is so demanding that it requires training and experience at the level of professional pilots. Also, only large airports are equipped with the necessary navigation equipment.

The solution of passenger air transport in the future requires solving the vertical start, keeping the economy at the current level and automating the whole flight, including take-off and landing, avoiding collisions.

New projects of vertical-starting hitchhiking devices are based on electric propulsion with propellers, often with propellers in blowers. Because the technology of electric motors is mastered and the regulation of lower powers is much used, much less powerful electric motors are used. The key problem is the very low energy density relative to the weight of the battery compared to conventional hydrocarbon fuels or hydrogen, and thus low endurance. Currently at the level of 0.5 - 1 hour. It can be assumed that the batteries will improve in the near future, but they will probably never achieve the efficiency of conventional hydrocarbon fuels. The battery life of less than one hour can be used to travel a maximum of several tens of kilometers, so it is possible to handle city transport. Supercapacitor technology today is not mastered for these performances, anisuperconducting batteries, or hydrogen fuel cells. If any of these technologists reach a level of energy density to mass comparable to hydrocarbon fuels in the future, then purely electric propulsion over longer distances will be realistic.

Efforts to improve the economy lead to solutions with tilting electric motors, which is an improvement of tens of percent. But there is still the problem of electric propulsion and its low endurance.

Another way is to integrate lift motors into more or less classic Hetads with bearing surfaces. The solutions published so far with installed propellers or blowers significantly interfere with the now optimized concept of classic flatbed trucks, which will cause a significant deterioration in travel economy. Some projects plan to use a hybrid drive - the internal combustion engine drives a generator that supplies the necessary electrical energy to the drive electric motor. This will lead to a deterioration in efficiency through multiple energy transfers and an increase in weight, which in turn will worsen the economy of travel.

The object of the present invention was to solve a vertical take-off and landing (VIOL) so that the economy of travel remains at a high level with consumption of 3-4 Htre of fuel per person and 100 km Range should remain at 2,000 km, cruising speed 300 km / ha ostah also preserved all safety features, including the installed ballistic rescue parachute. The aircraft should be able to perform normal take-offs and landings even on very short lawns.

S K 50044-2018 Α3

The essence of the invention

These shortcomings are largely eliminated by the aircraft with vertical take-off and landing (VIOL). To the standard shape of the aircraft are added front and rear lift units, located at the root of the wing and stabilizer, in front of the main beam, or between the front and rear beams of the double girder structure, so as to have the least impact on overall aerodynamics in cruise mode. The lift units have servomotor-controlled covers - they are closed for travel mode, open for vertical and transient flight. The lifting units are positioned so as to cause as little disruption to the current standard strength structure of the airframe as possible. The high efficiency of electric motors is used, which allows the use of lifting units with a smaller diameter, located either in separate shafts - vertical tunnels or above each other with counter-rotating propellers. The total installed power is high, due to the lower relative efficiency of smaller diameter lift units and also due to the backup in case of failure of any of the lift units, but the weight of the engines is low, so the impact on the total weight of the aircraft is not dramatic.

Thus, the wing front lifting units arranged one above the other have two motors with counter-rotating propellers, or two lifting units are arranged side by side along the span, each with one motor and a propeller, or one or both with two motors and propellers.

Because the take-off of a small aircraft takes the order of 20 seconds, with a vertical takeoff of up to 30 seconds, the total lifespan of the lift drive at the level of 1 minute is sufficient to settle to handle an interrupted landing. Therefore, batteries can be small, light, and will not have a dramatic impact on the overall weight.

Each electric motor has its own independent battery and regulator, together they form a lifting unit. Both the batteries and the regulator are located as close as possible to the engine, around the perimeter of the vertical tunnel / tunnels created in the wings and in the stabilizer.

According to one embodiment, the pair of lifting units can be located in a single vertical tunnel at the root of the wings and / or at the root of the horizontal stabilizer, where the electric motors are arranged vertically one above the other.

In any case, the front and rear lift units and the pairs of front and rear lift units must be arranged symmetrically to the fuselage.

According to another embodiment, the pair of lifting units may be formed by two separate lifting units housed in separate vertical tunnels at the root of the wings, and / or at the root of the horizontal stabilizer, where the electric motors are arranged side by side horizontally.

The electric motor is mounted on a beam in the middle and the propeller blades are from the motor to the inner edge of the vertical tunnel. Another possibility is an electric motor integrated with the Mouth of the propeller, so that the stator coils are located on the walls of the vertical tunnel, and the magnets are mounted on the blades of the propeller or a ring which rotates together with the blades.

In total, a minimum of six lift units, combined in pairs, will be used to allow the takeoff or landing to continue in the event of a single unit failure. In some cases, two or three units

- if at least one unit of each pair is functional. In normal use, the units are loaded at the order of 50%, in the event of a failure at 100%. This is a very gentle mode for batteries, which will improve their life. If more than one lifting unit, 8, 10, 12, is used, the total installed power can be smaller and can still compensate for a possible failure of one unit. However, the overall complexity of the system increases, and in order to maintain aerodynamic cleanliness, the diameter of the units will be smaller and thus their efficiency.

An internal combustion engine is installed in the combustion engine, which can recharge the batteries for a certain period of flight so that there is enough energy for landing. The internal combustion engine can be piston, turboprop or turbine.

The wings of the aircraft can be tilted to reduce the width after landing, and it was possible to transport the aircraft from the landing area even in the conditions of a built-up city to the hangar area. It is suitable to use an electric motor-driven wheel for ground travel. The front lifting units are located in a fixed part of the wing, which slides.

The principle of placing the lifting units in the root parts of the wing in front of the wing beam on the wing support structure, so that the aerodynamics of current aircraft are disturbed as little as possible, can also be applied to the duck or tandem concept.

The safety of the proposed solution is an order of magnitude higher than similar concepts, even than today's conventional GA aircraft, for the following reasons:

- the aircraft can also be used in the usual way at short grass airports, in case there are any problems with the vertical take-off equipment during the already flying flight.

- the aircraft may be equipped with a parachute to rescue the crew in the event of a serious structural failure, such as a collision in the air, in the event of sufficient altitude and speed.

- the aircraft may be equipped with a landing bag - an airbag that inflates under the aircraft after activation by the pilot in case of equipment failure during a vertical landing, when the landing area is no longer interrupted and take off again, and when the parachute is not used

S K 50044-2018 Α3 sufficient height and speed. For example, in the event of a failure of a connected pair of lift units, or a wind gust, who will move the aircraft into an area dangerous for continuing a vertical take-off or landing.

- the aircraft can be equipped with the necessary equipment for automated flight - autopilot, sensors. In the event of a failure of the main power unit, the glider can continue and land in this way. If a suitable landing area is not available, it will use the vertical landing mode, either pilot-controlled or auto-pilot. It is much easier to provide an automatic vertical landing than a landing with a classic flatbed, especially in low visibility.

- the necessary equipment and software can be used for normal operation to ensure a fully automatic flight even under IFR conditions. As far as autopilot aircraft control is concerned, all the necessary technologies, equipment and sensors with the necessary sensitivity and accuracy are available today, at prices available for small aircraft, which are to ensure fully automatic vertical take-off and landing, as well as the entire flight.

The economy of traveling by aircraft according to the invention will remain at the same level as in aircraft without VTOL, i.e. with a consumption of 3-4 liters of fuel per person and 100 km. Range is at 2,000 km, cruising speed 300 km / h. All safety features are preserved, including the installed ballistic rescue parachute. The aircraft is able to perform normal take-offs and landings even on very short lawns.

Overview of figures in the drawings

Figure 1 shows a plan view of a small aircraft of the classical concept with an internal combustion engine and lifting units according to the invention.

Figure 2 shows a front view of an aircraft with a vertical take-off according to the invention.

Figure 3 shows a cross-section of the wing at the location of the lifting units.

Figure 4 shows a plan view of the aircraft where the blowers at the root of the wing are placed side by side.

Figure 5 shows a cross-section of the wing at the location of a lifting unit having one electric motor located in the middle.

Figure 6 shows a cross-section of the wing at the location of the blower, where the electric motor is an integral part of the propeller and the magnets and coils are located circumferentially.

Examples of embodiments of the invention

Example 1

A small aircraft with a vertical take-off and landing as shown in FIG. 1, which shows the original shape of a small aircraft of the classical concept with an internal combustion engine 1, to which an electric generator 7 is connected. At the roots of the wings, four front lift units 3 are arranged in front of the main wing beam 2, which are arranged in pairs. the pair is placed in one vertical tunnel. Similarly, at the root of the stabilizer, two further lifting units 4 are arranged, with a smaller diameter, which together provide sufficient force required for a vertical take-off and landing. Each front and rear lifting unit 3, 4 consists of an electric motor 9, a propeller which can have at least 2 propeller blades 10, but for efficient operation of the blower it is suitable that there are more propeller blades 10, battery pack 6 and regulator 5, which gives the necessary electrical energy to the electric motor 9, and also provides charging of the battery packs 6 with energy from the generator 7. The electric motors 9 are suspended on longitudinal beams 8, which are located on the upper and lower contours of the wing profile and are fixed to the wing support structure and the lower surface of the horizontal stabilizer profile and the stabilizer support structure is fixed.

Example 2

Fig. 2 shows the elevational shape of a light aircraft in the ground position with the ends 11 of the wings tilted upwards, which significantly reduces the dimensions and it is possible to roll the aircraft from the landing area to the parking area and to the hangar even in cramped urban conditions. The wheel 12 can be driven by an electric motor so that the propeller does not have to be in operation during faxing and thus the movement of the aircraft on the ground is much safer.

Example 3

Fig. 3 shows a cross section of the wing in place of the front lifting units 3. In this case, two lifting units were used, placed one above the other but having a power supply independent of each other, with opposing propeller blades 10. Elektromotoiy 9 are connected by stators on one axis, via beams 8 suspended on the supporting structure of the sash. Each lifting unit consists of an electric motor 9, propeller blades 10, regulator 5, a set of 6 batteries. During the cruising flight, the entire opening of the lifting units is covered by a door from above and below

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13, thus creating a normal aerodynamic profile of the wing and the aerodynamics of the aircraft are not affected by the lift units 3. In the transitional phase of the flight and in the take-off and landing phase of the flight, the doors 13 of the lift units 3 are open. The covers 13 as well as the beams 8 on which they are suspended are oriented in the direction of flight so as to create a minimum of resistance during the transitional phase of the flight and not to disturb the air flow. The lifting units 3 are independent of each other. In the event of a failure of one lift unit 3 from the other pair, it has sufficient power to ensure a safe phase of flight.

Example 4

Fig. 4 shows a plan view of an aircraft, where four lifting units 3 are used at the wing root, placed side by side along the span, in front of the main wing beam 2. The front lifting units 3 have a smaller diameter than in Example 1 and thus less efficiency, and therefore must have a higher power. The installation height is greater than when placed one above the other. In each front lifting unit 3 there is one electric motor 9 with a propeller provided with propeller blades 10. The electric motor 9 is suspended on longitudinally oriented beams 8. Each electric motor has its own set of 6 batteries and a regulator 5 located on the circumference of the lifting unit. The beams 8 of each lifting unit 3 are arranged in the anteroposterior direction on the upper contour and the lower contour of the sash profile. The two rear lifting units 4 at the root of the stabilizer are the same and arranged in the same way as in Example 1.

Example 5

Fig. 5 shows a cross-section of the wing at the location of one front lift unit 3 of the aircraft shown in FIG. 4. In one opening of the lifting unit 3 there is only one electric motor 9 with propeller blades 10. The electric motor 9 is suspended on longitudinal beams 8. Around the circumference there are batteries forming a set of 6 batteries and a regulator 5. Two pairs of doors 13 above and below the opening of the lifting unit 3 are shown as open. They are open only during the transitional and vertical phases of flight.

Example 6

Fig. 6 shows a cross section of the wing at one front of the front lifting unit 3, where there is no electric motor in the middle, but the propeller blades 10 of the lifting unit 3 are connected at the end by a ring which carries magnets 14 and thus forms the rotor of the electric motor. The coils 15 are located around the circumference of the opening of the front lifting unit 3 and form the stator of the electric motor. As with the electric motor in the middle, the battery packs 6 and the controller 5 are located around the circumference of the lift unit 3. The two pairs of doors 13 are shown open for the flight phase when the lift unit is in operation.

Example 7

Said drill for two pilots has a standard empty weight of 350 kg, take-off weight of 600 kg. All the necessary equipment for a vertical take-off weighs 150 - 200 kg, so the total take-off weight will increase to 750 - 800 kg. The required power of the electric motors of the 9 lifting units 3, 4 is 350 kW, with a total reserve output of 700 kW with a 100% reserve. In the event that more than one lift unit 3, 4 is used, the power reserve to ensure flight in the event of a failure may be lower.

In case the weight of the aircraft will be higher, a higher power must be installed. Also, the smaller the diameter of the lifting units 3, 4, the higher their power must be.

Claims (7)

PATENT CLAIMS An aircraft with a vertical take-off and landing comprising a fuselage, with a cabin and an internal combustion engine, landing gear, two wings comprising at least one wing beam (2) are connected to the fuselage and a stabilizer is located at the rear of the fuselage, characterized in that it contains at least six lifting units (3, 4) arranged in pairs, at least two pairs forming front lifting units (3), located in front of the wing beam (2) at the single-girder wing structure, or between the wing beams (2) at the double-girder structure wings, symmetrical to the fuselage and are placed in vertical tunnels formed in the wings at the root of the wings and where the front lifting units (3) are suspended on longitudinal beams (8), which are located on the upper and lower surfaces of the wing profile and fixed to the supporting structure. wings; and the at least one pair of lifting units forms rear lifting units (4) located in vertical tunnels formed at the root of the horizontal stabilizer symmetrically to the fuselage; each front and rear lifting unit (3, 4) comprising an electric motor (9), to which is connected a propeller provided with propeller mouths (10), a set (6) of batteries and a regulator (5) mounted around the perimeter of the vertical tunnel, on each wing and servomotor-operated covers (13) are arranged on the stabilizer for closing the vertical tunnels in the upper and lower arms of the wing and the stabilizer, respectively, during forward flight. A vertical take-off aircraft according to claim 1, characterized in that the pair of lifting units (3, 4) are housed in one vertical tunnel below each other, and / or in two separate vertical tunnels; symmetrically with respect to the hull. A vertical take-off aircraft according to claim 1 or 2, characterized in that the internal combustion engine (1) is equipped with a generator (7) for charging the battery packs (6) during the forward flight. A vertical take-off aircraft according to claim 1, characterized in that the electric motor (9) is mounted on longitudinal beams (8) in the middle of the front / rear lift unit (3, 4). A vertical take-off aircraft according to claim 1, characterized in that the electric motor (9) is integrated with the blades (10) of the propeller. A vertical take-off aircraft according to any one of the preceding claims, wherein the internal combustion engine (1) is a piston, turboprop or turbine engine. A vertical take-off aircraft according to any one of the preceding claims, characterized in that the wings comprise wing ends (11) which are adapted to be tilted, the front lift units (3) being located on a fixed non-tilting part of the wing.