WO1997044240A1 - Aeronef a decollage vertical - Google Patents

Aeronef a decollage vertical Download PDF

Info

Publication number
WO1997044240A1
WO1997044240A1 PCT/AU1996/000311 AU9600311W WO9744240A1 WO 1997044240 A1 WO1997044240 A1 WO 1997044240A1 AU 9600311 W AU9600311 W AU 9600311W WO 9744240 A1 WO9744240 A1 WO 9744240A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
main body
assembly
rotor assembly
upper main
Prior art date
Application number
PCT/AU1996/000311
Other languages
English (en)
Inventor
Tom Kusic
Original Assignee
Tom Kusic
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to AUPM9644A priority Critical patent/AUPM964494A0/en
Priority claimed from AUPM9644A external-priority patent/AUPM964494A0/en
Priority to AU37940/95A priority patent/AU675906B2/en
Application filed by Tom Kusic filed Critical Tom Kusic
Priority to CA002258311A priority patent/CA2258311C/fr
Priority to PCT/AU1996/000311 priority patent/WO1997044240A1/fr
Priority to AU56804/96A priority patent/AU5680496A/en
Publication of WO1997044240A1 publication Critical patent/WO1997044240A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/52—Tilting of rotor bodily relative to fuselage

Definitions

  • This invention relates to the vertical take-off field of aviation.
  • 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 an upper main rotor assembly at the top of the aircraft, which said upper main rotor assembly consists of an assembly of blades and a rotor, and which upper main rotor assembly is connected to the main body of the aircraft in such a way that the upper main rotor assembly can be tilted as a whole unit in various directions and angles and thus allow changes in horizontal directional travel of the aircraft by tilting the upper main rotor assembly in the chosen direction of travel, without the need to change blade pitch angle.
  • Rotation of the upper main rotor assembly is achieved using an engine assembly located between the main body of the aircraft and the upper main rotor assembly, which engine assembly is the upper main engine assembly forming part of the aircraft, and which said upper main engine assembly is connected to the main body of the aircraft in such a way that the upper main engine assembly and the upper main rotor assembly can be titled together as a unity relative to the main body of the aircraft.
  • rotational stability of the main body of the aircraft is maintained by means of an additional engine assembly attached to of the aircraft which rotates a secondary rotor assembly, thereby pushing air primarily in a horizontal direction to counter the rotational force exerted on the the main body of the aircraft by the rotation of the upper main rotor assembly, which said secondary rotor assembly consists of an assembly of blades and a rotor.
  • variable pitch fins are attached to the main body of the aircraft to assist in controlling in flight manouvering of the aircraft.
  • variable pitch fins are attached to the main body of the aircraft
  • the pitch angle of the fins is controlled by using cables.
  • variable pitch fins are attached to the main body of the aircraft
  • the pitch angle of the fins is controlled by using a gearing meachanism.
  • the pitch angle of the fins is controlled by using combination of gears and cables.
  • the main body of the aircraft exists without variable pitch fins being attached to such main body such that tilting of the upper main rotor assembly is used to manouvre the aircraft while in flight.
  • the tilt enabling joint for the upper main rotor assembly is achieved by means of a double hinged type assembly, consisting of two hinging units joined in the middle at right angles to each other, so that they form a cross, and situated between the upper main engine assembly and main body of the aircraft.
  • a double hinged type assembly consisting of two hinging units joined in the middle at right angles to each other, so that they form a cross, and situated between the upper main engine assembly and main body of the aircraft.
  • Each of the individual hinges would be similar in principle of operation to those commonly found on doors in older style houses.
  • the hinge mechanism can be achieved by using sections of hollow tube, kept together by rods inserted within the tubes, such that one hinge unit is attached to the lower section of the upper main rotor and upper main engine assembly, while the other hinge unit is connected to the main body of the aircraft.
  • the tilt enabling joint for the upper main rotor assembly could be achieved by means of a ball and socket type assembly, whereby a ball is housed in and retained within the socket, allowing freedom of movement within the socket, with a stem protruding from the ball, which stem is rigidly fixed to the ball and which stem also protrudes from the socket in which the ball is housed, with the ball and socket assembly being fixed to the aircraft between the upper main rotor and upper main engine assembly and the main body of the aircraft.
  • the tilt enabling joint is achieved by means of U-shaped bolts connected to each other in a similar manner to which chain linkages are connected, with the open ends of the U-shaped bolts being connected to the aircraft in such a way that the ends on one bolt are connected to upper rotor blade and engine assembly, while the ends of the other U-shaped bolt are connected to the main body of the aircraft.
  • the tilt enabling joint is achieved by means of universal joint.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by handles attached to the upper section of the tilt enabling joint with the handles attached in such a way that they can be reached from the main body of the aircraft.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by handles attached to the upper main rotor W
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by handles attached to the upper main engine assembly with the handles attached in such a way that they can be reached from the main body of the aircraft.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by a plurality of hydraulic activated push rods located in positions between the upper main rotor assembly and the main body of the aircraft such that as hydraulic pressure is applied to selected one or more push rods to force expansion of the selected rods, pressure on the rod or rods located directly on the opposite side of the tilt enabling joint to the selected expanding rod or rods is released.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine is controlled by a combination of springs and hydraulic activated push rods located in positions between the upper main rotor assembly and the main body of the aircraft, so that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the hydraulic pressure to selected push rods is released, the springs act to compress the push rods.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by a combination of gas pressurised struts and hydraulic activated push rods located in positions between the upper rotor assembly and the main body of the craft, so that as hydraulic pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the hydraulic pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by a plurality of air pressure expandable push rods located in positions between the upper main rotor assembly and the main body of the aircraft such that as air pressure is applied to selected one or more push rods to force expansion of the selected rods, pressure on the rod or rods located directly on the opposite side of the tilt enabling joint to the selected expanding rod or rods, is released.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by a combination of springs and air pressure expandable push rods located in positions between the upper main rotor assembly and the main body of the aircraft, so that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the springs, and conversely, as the air pressure to selected push rods is released, the springs act to compress the push rods.
  • the direction and angle of tilt of the upper main rotor assembly and upper main engine assembly is controlled by a combination of gas pressurised struts and air pressure expandable push rods located in positions between the upper rotor assembly and the main body of the aircraft, so that as air pressure is applied to expand selected push rods, the selected rods act as a counter force to the gas pressurised struts, and conversely, as the air pressure to selected push rods is released, the gas pressurised struts act to compress the push rods.
  • the distance between the tilt enabling joint and the main body of the aircraft is constant.
  • the distance between the main body of the aircraft and the lower section section of the tilt enabling joint is able to be varied by straight tubes being able to slide vertically inward and outward of tubes of relatively larger widths, in a telescopic manner, such that the length of the slide is limited by attachments to the ends of the tubes, with the upper most sections of the telescoping tube assemblies being rigidly joined to the bottom of the tilt enabling joint and with the lower most section of the telescoping tube assemblies being rigidly joined to the main body of the aircraft.
  • valves are attched to the tubes so as to provide control on the amount of slide of the tubes.
  • the upper main engine assembly consists of a single engine.
  • the upper main engine assembly consists of a plurality of engines.
  • the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly thereby pushing air in a primarily horizontal direction consists of a single engine.
  • the additional engine assembly attached to the aircraft which rotates the secondary rotor assembly thereby pushing air in a primarily horizontal direction consists of a plurality of engines.
  • the secondary rotor assembly which forces air in a primarily horizontal direction is attached to the main body of the aircraft.
  • the secondary rotor assembly which forces air in a primarily horizontal direction is attached to the additional engine assembly which rotates the said secondary rotor assembly which forces air in a primarily horizontal direction.
  • the secondary rotor assembly which forces air in a primarily horizontal direction is attached to the base of the tilt enabling joint.
  • the secondary rotor assembly which forces air in a primarily horizontal direction is attached to the upper section of the tilt enabling joint.
  • the secondary rotor assembly which forces air in a primarily horizontal direction is attached to the upper section of the tilt enabling joint and the base of the tile enabling joint.
  • the secondary rotor assembly which forces air in a primarily horizontal direction is attached to the upper main engine assembly.
  • the additional engine assembly which rotates the secondary rotor assembly thereby forcing air in a primarily horizontal direction is attached to the main body of the aircraft.
  • the additional engine assembly which rotates the secondary rotor assembly thereby forcing air in a primarily horizontal direction is attached to the base of the tilt enabling joint.
  • the additional engine assembly which rotates the secondary rotor assembly thereby forcing air in a primarily horizontal direction is attached to the upper section of the tilt enabling joint.
  • the additional engine assembly which rotates the secondary rotor assembly thereby forcing air in a primarily horizontal direction is attached to the upper section of the tilt enabling joint and the base of the tile enabling joint.
  • the additonal engine assembly which rotates the secondary rotor assembly thereby forcing air in a primarily horizontal direction is attached to the upper main engine assembly.
  • the secondary rotor assembly forcing air in a primarily horizontal direction consists of a plurality of blades and a single rotor.
  • the secondary rotor assembly forcing air in a primarily horizontal direction consists of a plurality of rotors and a plurality of blades.
  • the upper main rotor assembly consists of a single rotor and a plurality of blades. In another form of the invention, the upper main rotor assembly consists of a plurality of rotors and a plurality of blades.
  • the secondary rotor assembly which forces air in a primarily horizontal direction and the additional engine assembly which rotates the said secondary rotor assembly are merged in the form of a jet engine assembly.
  • the secondary rotor assembly which forces air in a primarily horizontal direction and the additonal engine assembly which rotates the said secondary rotor assembly are merged so as to form a plurality of jet engine assemblies.
  • the blades in the upper main rotor assembly are of fixed pitch with reference to each other.
  • the pitch of the blades in the upper main rotor assembly is able to vary with reference to each other.
  • the blades in the upper main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent in an upward and downward flapping motion.
  • the blades in the upper main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent such that the distances between the outer tips of the blades in the upper main rotor assembly are able to vary.
  • the blades in the upper main rotor assembly are of fixed pitch with reference to each other except for being able to move to a limited extent in an upward and downward flapping motion and also being able to move to a limited extent such that the distances between the outer tips of the blades in the upper main rotor assembly are able to vary.
  • the blades in the secondary rotor assembly which forces air in a primarily horizontal direction are of fixed pitch with refence to each other.
  • the pitch of the blades in the secondary rotor assembly forces air in a primarily horizontal direction can be varied.
  • Figures 1, 2, and 3 show the rear, front, and side, respectively, of one example of the vertical take-off aircraft according to this invention
  • figures 4, 5, and 6 show the side, rear, and front, respectively, of another example of the vertical take-off aircraft according to this invention.
  • the middle section of the upper component of the hinge assembly is fixed to the middle section of the lower component of the hinge assembly 9. Rotational stability of the main body of the aircraft is maintained by adjusting the speed of rotation of the rear rotor and blades assembly 10 which is attached to the rear engine 11.
  • the rate of rotation generated by the upper and rear engines is controlled by throttle controls 12 and 13 located on the handles 4 and 5.
  • throttle controls 12 and 13 located on the handles 4 and 5.
  • a seat 14 is rigidly fixed within the main body of the aircraft.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Toys (AREA)

Abstract

Cette invention concerne un aéronef à décollage vertical. Ledit aéronef comporte un ensemble constitué d'hélices et d'un mécanisme rotor (1) disposé au niveau de sa partie supérieure. Ledit ensemble peut être incliné suivant une pluralité de directions et d'angles au moyen d'une rotule autorisant l'inclinaison (3) et il est entraîné en rotation par un ensemble moteur (2) disposé sous ledit ensemble constitué des hélices et du mécanisme rotor (1). On commande la direction et le degré d'inclinaison au moyen de poignées (4, 5). Un ensemble secondaire distinct constitué d'hélices et d'un mécanisme rotor (10), conçu pour assurer la stabilité rotationnelle du fuselage de l'aéronef, est entraîné en rotation par l'ensemble moteur arrière (11).
PCT/AU1996/000311 1994-11-24 1996-05-22 Aeronef a decollage vertical WO1997044240A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
AUPM9644A AUPM964494A0 (en) 1994-11-24 1994-11-24 Vertical take-off aircraft
AU37940/95A AU675906B2 (en) 1994-11-24 1995-11-20 Vertical take-off aircraft
CA002258311A CA2258311C (fr) 1994-11-24 1996-05-22 Aeronef a decollage vertical
PCT/AU1996/000311 WO1997044240A1 (fr) 1994-11-24 1996-05-22 Aeronef a decollage vertical
AU56804/96A AU5680496A (en) 1996-05-22 1996-05-22 Vertical take-off aircraft

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AUPM9644A AUPM964494A0 (en) 1994-11-24 1994-11-24 Vertical take-off aircraft
AU37940/95A AU675906B2 (en) 1994-11-24 1995-11-20 Vertical take-off aircraft
CA002258311A CA2258311C (fr) 1994-11-24 1996-05-22 Aeronef a decollage vertical
PCT/AU1996/000311 WO1997044240A1 (fr) 1994-11-24 1996-05-22 Aeronef a decollage vertical

Publications (1)

Publication Number Publication Date
WO1997044240A1 true WO1997044240A1 (fr) 1997-11-27

Family

ID=27423090

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1996/000311 WO1997044240A1 (fr) 1994-11-24 1996-05-22 Aeronef a decollage vertical

Country Status (3)

Country Link
AU (1) AU675906B2 (fr)
CA (1) CA2258311C (fr)
WO (1) WO1997044240A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19802256C1 (de) * 1998-01-22 1999-02-18 Sen Franz Weinhart Hubschrauber mit Steuerung durch Schwerpunktverschiebung
WO2014133634A2 (fr) * 2012-12-14 2014-09-04 Carreker Raymond George Rotor de vecteur d'orientation directe
US9174750B2 (en) 2010-02-08 2015-11-03 Raymond George Carreker Variable surface landing platform (VARSLAP)
CN106184734A (zh) * 2016-08-16 2016-12-07 西安交通大学 一种旋翼飞行器倾转机构
CN114379779A (zh) * 2022-01-11 2022-04-22 石家庄绿优信息技术有限公司 一种万向飞行器

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU675906B2 (en) * 1994-11-24 1997-02-20 Tom Kusic Vertical take-off aircraft
US6598827B2 (en) 1998-11-16 2003-07-29 Tom Kusic Telescopic vertical take-off aircraft

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3100610A (en) * 1962-04-03 1963-08-13 Victor O Armstrong Stabilizing system for a helicopter
US3921939A (en) * 1973-06-18 1975-11-25 Helicorporation Directional control system for helicopters
WO1984000339A1 (fr) * 1982-07-07 1984-02-02 Bernd Jung Helicoptere
WO1985003052A1 (fr) * 1984-01-12 1985-07-18 Bernd Jung Dispositif de levage pour personnes et/ou charges
AU3794095A (en) * 1994-11-24 1996-05-30 Tom Kusic Vertical take-off aircraft

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3100610A (en) * 1962-04-03 1963-08-13 Victor O Armstrong Stabilizing system for a helicopter
US3921939A (en) * 1973-06-18 1975-11-25 Helicorporation Directional control system for helicopters
WO1984000339A1 (fr) * 1982-07-07 1984-02-02 Bernd Jung Helicoptere
WO1985003052A1 (fr) * 1984-01-12 1985-07-18 Bernd Jung Dispositif de levage pour personnes et/ou charges
AU3794095A (en) * 1994-11-24 1996-05-30 Tom Kusic Vertical take-off aircraft

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19802256C1 (de) * 1998-01-22 1999-02-18 Sen Franz Weinhart Hubschrauber mit Steuerung durch Schwerpunktverschiebung
US6182923B1 (en) 1998-01-22 2001-02-06 Franz Weinhart Helicopter with control by displacement of its center gravity
US9174750B2 (en) 2010-02-08 2015-11-03 Raymond George Carreker Variable surface landing platform (VARSLAP)
WO2014133634A2 (fr) * 2012-12-14 2014-09-04 Carreker Raymond George Rotor de vecteur d'orientation directe
WO2014133634A3 (fr) * 2012-12-14 2014-11-20 Carreker Raymond George Rotor de vecteur d'orientation directe
US9193452B2 (en) 2012-12-14 2015-11-24 Raymond George Carreker Direct orientation vector rotor
EP2931604A4 (fr) * 2012-12-14 2016-08-24 Raymond George Carreker Rotor de vecteur d'orientation directe
CN106184734A (zh) * 2016-08-16 2016-12-07 西安交通大学 一种旋翼飞行器倾转机构
CN114379779A (zh) * 2022-01-11 2022-04-22 石家庄绿优信息技术有限公司 一种万向飞行器

Also Published As

Publication number Publication date
CA2258311A1 (fr) 1997-11-27
AU675906B2 (en) 1997-02-20
CA2258311C (fr) 2006-03-21
AU3794095A (en) 1996-05-30

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