US20100264255A1

US20100264255A1 - Tilt rotor vertical take-off aircraft - J

Info

Publication number: US20100264255A1
Application number: US12/801,812
Authority: US
Inventors: Tom Kusic
Original assignee: Individual
Current assignee: Individual
Priority date: 1998-11-16
Filing date: 2010-06-28
Publication date: 2010-10-21
Also published as: US20040144891A1; US20070102569A1; US6598827B2; US8042762B2; US20110210212A1; US20100044497A1; US20120312917A1; US20030029965A1; US8196854B2

Abstract

An aircraft comprising a main propeller 1 at the top of the aircraft which consists of an assembly of blades 2, 3, a rotor 4. The propeller is rotated by a main power plant 5. The main power plant is connected to the main body 6 of the aircraft by a tilt enabling joint 7. The tilt enabling joint allows tilting of the main power plant 5 and propeller relative to the main body 6 of the aircraft to occur in a controlled manner during flight. To counter the rotational force exerted on the main body 6 of the aircraft by the rotation of the blades 2, 3, an additional power plant is attached to aircraft which comprises an additional propeller which is rotated by an additional engine assembly 16. The additional propeller is a rotor and blade assembly consisting of blades 17 and 18, and a rotor 19. Rotation of the additional propeller pushes air in a primarily horizontal direction by way of the pitch of the blades 17 and 18.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This is a divisional patent application, being a division of the U.S. patent application Ser. No. 09/180,925.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

REFERENCE TO SEQUENCE LISTING

Not applicable.

BACKGROUND OF THE INVENTION

1. Field of the Invention
This invention relates to the tilt rotor vertical take-off field of aviation.
2. Brief Summary of the Invention
There are many helicopters in existence today. However, helicopters rely on variable pitch rotor blades to maintain control and provide vertical lift, and the construction of helicopters with variable pitch rotors has resulted in limited operational ability when helicopters are used in forest areas, at high altitudes where the air is thin and when operating near steep mountains. Pitch varying mechanisms require frequent time consuming and expensive maintenance and a failure in the pitch varying mechanism on a helicopter often results in disaster due to instantaneous loss of control that cannot be overcome.
The present invention overcomes the need for varying the pitch of rotor blades while at the same time allowing vertical lift on take-off and directional control by providing a vertical take-off aircraft using a main rotor and blade assembly in the form of a propeller at the top of the aircraft, which main rotor and blade assembly comprises an assembly of blades and a rotor.
Vertical lift is obtained by the rotation of the propeller thereby forcing air in a downward direction by way of the angle of pitch of the blades. Rotation of the main rotor and blade assembly is achieved using a power plant located between the main body of the aircraft and the blades of the main rotor and blade assembly, which power plant is the main power plant forming part of the aircraft, and which main power plant is connected to the main body of the aircraft by a tilt enabling joint. The tilt enabling joint consists of numerous components, some of which provide the means to support the main body of the aircraft below the main power plant and allow the tilt enabling joint to have a tilting ability while other components provide the means to control and cause tilting motions in the tilt enabling joint during flight, thereby enabling controlled tilting to occur, such that the main power plant and the main propeller can be tilted together as a unity relative to the main body of the aircraft in a controlled manner during flight, thereby providing a means for controlling the directional travel of the aircraft during flight and changing the aircraft's direction of travel. The main propeller and the main power plant can be merged in the form of turboprop. That is, the aircraft could comprise a turboprop at the top of the aircraft, which is connected to the main body of the aircraft by a tilt enabling joint, with vertical lift being achieved by means of the blades of the turboprop forcing air in a downward direction.
During flight, rotational stability of the main body of the aircraft is maintained by means of an additional power plant attached to the aircraft which comprises an additional rotor and blade assembly, and an engine assembly, which engine assembly rotates the additional rotor and blade assembly thereby pushing air primarily in a horizontal direction to counter the rotational force exerted on the main body of the aircraft by the rotation of the upper main propeller, which said additional rotor and blade assembly consists of an assembly of blades and a rotor. The additional rotor and blade assembly and the additional engine assembly can be merged in the form a turboprop or even a jet engine.
Hence, in one form the aircraft could comprise a turboprop at the top of the aircraft to force air in a downward direction, which turboprop is connected to the main body by a tilt enabling joint, and an additional turboprop to force air to travel in a horizontal direction to counter the rotational force exerted on main body of the aircraft by operation of the main turboprop at the top of the aircraft.
In another form of the aircraft, the aircraft could comprise a turboprop at the top of the aircraft, connected to the main body of the aircraft by a tilt enabling joint, and and a jet that can force exhaust gas to travel in a horizontal direction to counter the rotational force exerted on the main body of the aircraft by operation of the turboprop at the top of the aircraft.
As can be seen from the diagrams that follow, the present invention makes many of the components needed to construct a conventional helicopter obsolete, while providing an aircraft that can perform not only tasks normally performed by conventional helicopters but also other tasks that conventional helicopters cannot perform due to their configuration necessitated by variable pitch rotors—such as landing among trees in a forest without cleared landing zones, and grasping trees growing in a forest with grasping mechanisms to gain support and stability by grasping trees.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

Embodiments of the invention will now be described by way of example with reference to the accompanying drawings, of which:

FIG. 1 is a view of the left side of one form of aircraft according to this invention.

FIG. 2A is a view of the left side of another form of aircraft according to this invention.

FIG. 2B is a view of the right side of the aircraft of FIG. 2A.

FIG. 3 is a view of the rear of yet another form of aircraft according to this invention.

FIG. 4 is the left side view of the aircraft of FIG. 3.

FIG. 5A is an enlarged view of a universal joint.

FIG. 5B is a rotated view of the universal joint of FIG. 5A.

FIG. 6 shows the main power plant comprising two engines.

FIG. 7 shows the additional power plant comprising two engines.

FIG. 8 shows one form of the aircraft with the additional power plant in the form of a jet engine.

FIG. 9 shows how variable pitch fins could be positioned on the aircraft.

FIG. 10 shows how one form of the aircraft could be used to evacuate people from the side of a building.

FIG. 11 shows how the aircraft could make contact with the side of steep mountain while the rotors are kept at a safe distance.

FIG. 12 shows that by keeping the main rotor at a large distance from the main body of the aircraft, the aircraft would be able to land among trees while the main rotor is kept above the trees, and grasp surrounding trees with grasping mechanisms.

FIG. 13 shows a enlarged view of a grasping mechanism used by the aircraft of FIG. 12.

FIG. 14 shows that as many as eight rotor blades can be assembled around a small rotor hub when blade pitch varying components are not required.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 shows one form of aircraft according to this invention.
Looking at the aircraft in FIG. 1 it can be seen that the aircraft comprises a rotor and blade assembly in the form of a main propeller 1 at the top of the aircraft, which main propeller consists of an assembly of blades 2, 3, a rotor 4.
Rotation of the main propeller is achieved by using the power plant 5, which is the main power plant on the aircraft. Vertical lift is achieved by the rotation of the main propeller. Rotation of the main propeller forces air in a downward direction over the main body of the aircraft by way of the angle of pitch of the blades 2 and 3. The blades 2 and 3 are above the main power plant. The main power plant is connected to the main body 6 of the aircraft by a tilt enabling joint 7. The tilt enabling joint 7 allows tilting of the main power plant 5 relative to the main body 6 of the aircraft to occur in a controlled manner. A universal joint 8 is used to allow tilting to occur. The tilt enabling joint 7 is fitted with a combination of hydraulic actuators 9, 10 and springs 11, 12 and 13 that allow the tilting of the tilt enabling joint 7 to be controlled. As hydraulic pressure is applied to the front hydraulic actuator 10, it expands and in so doing tilts the upper section 14 of the tilt enabling joint 7 rearward, thereby compressing the rear spring 13. As hydraulic pressure to the front hydraulic actuator 10 is released, the rear spring 13 acts to tilt the upper section 14 of the tilt enabling joint 7 forward. Tilting of the main power plant 5 thus initiates changes in the direction of travel of the aircraft without the need to change the pitch angles of the blades 2 and 3. To counter the rotational force exerted on the main body 6 of the aircraft by the rotation of the main propeller, FIG. 1 shows an additional power plant 15 connected to the aircraft. The additional power plant 15 comprises an additional engine assembly 16 and an additional rotor and blade assembly.
The additional rotor and blade assembly comprises blades 17 and 18, and a rotor 19. Rotation of the additional rotor and blade assembly pushes air in a primarily horizontal direction by way of the pitch of the blades 17 and 18. By forcing air to travel in a horizontal direction, thrust is extended in a lateral direction relative to the main body of the aircraft such the additional power plant acts to counter the rotational force exerted on the main body 6 of the aircraft by the rotation of the main propeller. A grasping mechanism 5 a is shown positioned on the side of the main body of the aircraft.
The Springs 11, 12 and 13 shown in FIG. 1 can be replaced with gas pressurized struts, with the struts fitted in the locations where the springs are located in FIG. 1.
FIG. 2A shows a tilt enabling joint 7 consisting of hydraulic actuators 9, 10 and 10 a being used to control the direction and angle of tilt, and a universal joint 8. As hydraulic pressure is applied extend to one hydraulic actuator 10 to extend it, hydraulic pressure on the hydraulic actuator 10 a located directly on the opposite side of the universal joint 8 is released, allowing that hydraulic actuator 10 a to contract, thereby causing controlled tilting of the upper section of the tilt enabling joint. The movement can be reversed by applying hydraulic pressure to hydraulic actuator 10 a and releasing hydraulic pressure on hydraulic actuator 10. With the main power plant 5 attached to the upper section 14 of the tilt enabling joint, when the upper section 14 of the tilt enabling joint is tilted so too is the main power plant 5 and with it the main propeller. FIG. 2B shows the aircraft of FIG. 2A rotated horizontally 180 degrees to show the hydraulic actuator 10 b on right side of the tilt enabling joint.
FIG. 3 shows the rear view of another form of the aircraft with handles 20 and 21 forming part of the tilt enabling joint 7. The handles 20 and 21 are attached to the upper section 14 of the tilt enabling joint. The tilting ability of the tilt enabling joint is achieved by the universal joint 8. The aircraft has a main propeller 1 which is rotated by a main power plant 5. An additional engine assembly 16 is used to rotate the additional rotor blade assembly. Directional control of the aircraft during flight is achieved by controlled tilting of the upper section 14 of the tilt enabling joint relative to the lower section 22 of the tilt enabling joint, thereby tilting the main power plant 5. Controlled tilting of the upper section 14 of the tilt enabling joint during flight is enabled by the handles 20 and 21. Moving the handles 20 and 21 relative to the main body of the aircraft 6 would be capable of causing a forward and rearward tilting to the upper section of the tilt enabling joint, as well as sideways tilting.
FIG. 4 is the left side view of FIG. 3, showing the position of the left handle 20 from a side view.
FIGS. 5A and 5B shows the universal joint 8 of the tilt enabling joint of FIG. 1. FIG. 5B is FIG. 5A rotated 90 degrees horizontally.
FIG. 6 shows a version of the aircraft with the main power plant 5 comprising two engines 23 and 24. The main power plant in FIG. 1 comprised a single engine.
FIG. 7 shows the rear of a version of the aircraft of FIG. 3 with additional engine assembly 16 comprising two engines 25 and 26. The additional engine assembly of the aircraft in FIG. 3 comprised a single engine.
FIG. 8 shows a version of the aircraft of FIG. 1 with the additional power plant 15 now in the form of jet engine 27. shown in FIG. 1. The jet engine is connected to the upper section of tilt enabling joint. The jet engine shown is a turbojet. In another form of the aircraft, the jet engine is a turbofan.
FIG. 9 shows how variable pitch fins 28 and 29 could be positioned on the aircraft. The variable pitch fins could augment control of the aircraft, and could be used as airbrakes. They could also provide lift during high speed forward flight, such as wings on an airplane, since downward airflow from the main propeller would be directed to the rear of the aircraft, due to the tilting of the main propeller in a forward direction and the distance of the main propeller from the variable pitch fins.
FIG. 10 shows how an aircraft according to this invention could be used as an evacuation vehicle for persons trapped in a building 30. An extension ladder 31 secured to the main body 6 of the aircraft is shown in extended form, with a basket 32 at the end of the extension ladder. FIG. 10 shows how a person 33 could be rescued from the building. The large distance between the main propeller and the main body of the aircraft makes the main body 6 of the aircraft act like a keel on a yacht, so that an extension ladder has a minimal effect on the ability to control the aircraft. The main body could be tilted slightly, while the main propeller could be maintained in a level position. This drawing shows how people could have been saved from the burning twin towers during Sep. 11, 2001. People who jumped from the burning buildings could have jumped into a busket and be saved. As demonstrated on Sep. 11, 2001, conventional helicopters were not capable of saving anyone from the burning twin towers.
FIG. 11 shows how the aircraft could be used to quickly unload supplies on the side of a steep mountain 34, or quickly evacuate injured persons without having to use a winch. The relatively short distance between the main rotor and the main body of a conventional helicopter would prevent the main body of a conventional helicopter being able to make contact with such a steep mountain without a high risk of the rotor blades impacting with the mountain.
FIG. 12 shows how a form of the aircraft could land between trees 35 and 36, while the main rotor and blade assembly is kept above the tops of the trees. Cargo could be loaded and unloaded or injured persons evacuated without using a winch. Grasping mechanisms 37 and 38 are shown grasping trees 35 and 36 respectively, providing support and stability for the aircraft while a sharpened section 39 protruding beneath the main body bears some of the weight of the aircraft.
The aircraft could land in an area such as a forest where the rotors of a conventional helicopter would impact with the trees. The aircraft would not require a cleared landing zone to land in a forest. In a war, the possible landing area would be less predictable by an enemy force, reducing the risk of an ambush around a cleared landing zone. If the aircraft was operated on a battle field and the aircraft was targeted by a heat seeking missile during flight, having the main power plant and the additional power plant located away from the main body of the aircraft would provide the occupants with a greater chance of survival than if the main power plant was attached directly to the main body of the aircraft if the missile caused a fire at the main power plant.
FIG. 13 shows the grasping mechanism 38 from FIG. 12 as viewed from above. The grasping mechanism comprises a moveable component 42 a which can be moved towards a rigid component 42 b by hydraulic actuator 43 a. Expansion of the hydraulic actuator 43 a creates a grasping motion between 42 a and 42 b. The grasping mechanism is connected to the main body of the aircraft by a hollow beam 40 a, which can be extended outward by means of hydraulic actuator 41 a, such that the beam 40 a can operate in a telescopic manner sliding in and out of an enclosure 40 b. The enclosure 40 b is connected to the main body of the aircraft by a bolt 41 b, which enables the enclosure 40 b to swivel relative to the main body. The swiveling motion of the enclosure 40 b is controlled by hydraulic actuator 43 b. Hydraulic actuator 43 b is connected to the enclosure 40 b and the main body of the aircraft.
FIG. 14 shows how eight rotor blades 44, 45, 46, 47, 48, 49, 50, 51, can be assembled around a rotor 4 when space is not required for blade pitch varying components. This number of rotor blades would allow the main rotor and blade assembly to be rotated at a lower rate of revolution than a rotor assembly with fewer blades, to achieve the same lifting ability, resulting in a relatively quieter aircraft. Having a high number of rotor blades would help the aircraft to operate in high altitude mountainous regions or hot regions, where the air is thin.

Claims

1. A vertical take-off aircraft comprising a main body, a main power plant, an additional power plant, and a propeller, which propeller is above the main power plant, with vertical lift able to be achieved by means of the main power plant rotating the propeller and thereby forcing air in a downward direction by means of the propeller, and which additional power plant is able to produce thrust extending in a lateral direction relative to the main body of the aircraft such that rotational force exerted on the main body of the aircraft by rotation of the propeller can be countered,

and which main power plant and propeller are connected to the main body of the aircraft by a tilt enabling joint such that the main power plant and propeller are able to be tilted together in a plurality of directions and angles relative to the main body of the aircraft, in a controlled manner.

2. The vertical take-off aircraft of claim 1, wherein the propeller and main power plant are connected to the main body of the aircraft such that the rotation of the propeller is able to force air to travel in a downward direction over the main body of the aircraft.

3. A vertical take-off aircraft comprising a main body, a main power plant, an additional power plant, and a rotor and blade assembly, which rotor and blade assembly comprises an assembly of blades and a rotor, and which blades are above the main power plant, with vertical lift able to be achieved by means of the main power plant rotating the rotor and blade assembly and thereby forcing air in a downward direction by means of the blades of the rotor and blade assembly, and which additional power plant is able to produce thrust extending in a lateral direction relative to the main body of the aircraft such that rotational force exerted on the main body of the aircraft by rotation of the rotor and blade assembly can be countered, and which main power plant and rotor and blade assembly are connected to the main body of the aircraft by a tilt enabling joint such that the main power plant and rotor and blade assembly are able to be tilted together in a plurality of directions and angles relative to the main body of the aircraft, in a controlled manner.

4. The vertical take-off aircraft of claim 3, wherein the rotor and blade assembly and main power plant are connected to the main body of the aircraft such that the rotation of the rotor and blade assembly is able to force air to travel in a downward direction over the main body of the aircraft.