WO2006134267A1

WO2006134267A1 - Multi-environment engine

Info

Publication number: WO2006134267A1
Application number: PCT/FR2006/001340
Authority: WO
Inventors: Julien Apeloig; Alexandru Dumitru; Thomas Grizel; Jean-Guylain Proponet; Sebastiao Tiarks
Original assignee: Aeroart Limited
Priority date: 2005-06-16
Filing date: 2006-06-14
Publication date: 2006-12-21
Also published as: US20080203216A1; FR2887224A1; CA2611765A1; IL188137A0; JP2008543647A; FR2887224B1; EP1996461A1

Abstract

The inventive multi-environment engine (1) comprises a body (2), wings (4, 5) and a propulsion system (8), wherein at least one wing is foldable between a first levitation flying position, a second levitation position for travelling on a water surface and a third diving position.

Description

MULTIMILIED EQUIPMENT

The present invention relates to the field of gear change media. More particularly, the invention relates to a machine capable of moving in the air, on the surface of the water and under the surface of the water.

Today we know submarines evolving on the surface and under water. In the past, seaplanes have been developed that are able to land on water but have poor marine performance.

Missiles fired from a diving submarine, emerging and having an aerial flight phase are also known. However, such missiles are very expensive, little maneuver in the water and usually driven with compressed air from the submarine. These missiles are therefore just able to reach the surface but can not evolve underwater effectively. Some missiles are encapsulated during their underwater phase, with a disposable capsule.

The present invention aims to overcome the disadvantages of the devices mentioned above.

The present invention aims to provide a machine with high maneuverability in the air, under water and on the surface of the water, for a reasonable cost and a low mass.

The multi-media vehicle comprises a body, wings and a propulsion system, at least one wing being foldable between a first lift position for the flight, a second lift position for the evolution on the surface of the water, and a third dive position. The wings can thus be adapted to each type of aerial, underwater or surface evolution. In one embodiment, the foldable wing comprises at least one hinge axis substantially parallel to the longitudinal axis of the body, said hinge being active between at least one of said three positions and another of said three positions. The foldable wing can be deployed to increase lift in the air and folded to reduce drag in the water.

The foldable wing may comprise two joints of axis substantially parallel to the longitudinal axis of the body.

The foldable wing may include a telescopic portion to vary the size of the craft. The telescopic portion may be disposed beyond the second joint from the body. The telescopic portion may be deployed in the second lift position for evolution at the surface of the water. The foldable wing can be mounted at the rear of the body, ducks surfaces being arranged at the front of the body.

The body may have a longitudinal profile providing lift during evolutions in the air.

In the second lift position for the evolution on the surface of the water, the machine can benefit from an increased lift by ground effect. The ground effect can be interesting for the take-off and landing phases.

In one embodiment, in the first lift position for the flight, the wing has a near-body portion and upwardly extending end noses, the near-body portion being substantially horizontal. The close part of the body provides strong lift. The end nozzles disposed in the extension of the near-body portion of each wing reduce wingtip turbulence and decrease aerodynamic drag. The body may have a teardrop shape or a fish shape, preferably greater than its width. A reduced drag can be obtained.

The end slats can form stabilizers in the third diving position. The end noses may be downwardly facing away from their upwardly facing flight position.

The end beaks may be part of the hydrofoil pads, or marine wings, in the second lift position. An end zone of said near body part may also be part of the airfoil pads in the second lift position.

The near body part may comprise several articulated sections. One of the sections may be fixed relative to the body. It is preferable to provide a single joint for folding the wing. A large gain in mass can be obtained.

In other words, a machine may comprise a body, wings and a propulsion system, at least one wing comprising a pivotable end nose between a first upward position for the flight, a second lift position for the flight. evolution on the surface of the water, and a third diving position. Said end nozzle can be oriented substantially at 45 ° upwards in the second lift position for the evolution on the surface of the water. The end nose can be oriented substantially downward in the third dive position. The same room thus fulfills three distinct functions.

In one embodiment, in the second lift position for the evolution at the surface of the water, the wing has a V shape in a vertical plane to form an air-blower pad. The machine may further comprise a retractable hydrofoil pad. On the surface of the water, said machine can rest on a retractable carrier plane and two support planes formed by the wings opposite the body. The three supporting planes form a triangle of levitation. The retractable carrier plane may be disposed at the front of the machine and the two bearing planes formed by the wings may be arranged at the rear of the machine. Said two carrier planes may be non-retractable.

In one embodiment, in the third dive position, the wing has two portions folded against each other. The wing can thus have a long profile adapted to the movement of the machine under water.

The wing may have a profile in section along a vertical plane parallel to the longitudinal axis of the machine tending to sink said machine during its advancing dive, in the third dive position. The craft may be substantially constant buoyancy slightly positive. In the event of a breakdown, the machine then rises to the surface and can be recovered.

In one embodiment, the propulsion system comprises a propeller capable of propelling said craft in flight, on the surface of the water and while diving. The propeller can be streamlined. The propulsion system may comprise flaps movable between an overhead propulsion position and an aquatic propulsion position. The propulsion system may comprise at least one movable flap capable of closing off a lower entrance and comprises at least one movable flap capable of closing off an upper entrance. The lower entrance is open for the passage of water. The upper entrance is open for the passage of air. The propulsion system may comprise a motor with a variable output speed, for example an electric motor and a box of Two-speed gears, one strongly reducing to drive the propeller at low speed into the water, the other to drive the propeller at high speed into the air. The electric motor can be of the brushless type, powered by a battery or a fuel cell. In a variant, a turbine is mounted in a rear drift. The turbine may be of the turbojet type or of the type driving a generator to recharge the batteries, for example lithium-ion batteries. The propeller can be streamlined or not.

According to the method of moving a multi-media machine provided with a body, wings and a propulsion system, at least one foldable wing is provided with a first lift position for flight, a second lift position for the evolution on the surface of the water, and a third position for diving.

Advantageously, the same propulsion system is active in flight, on the surface of the water, and in diving.

In one embodiment, the foldable wing is deployed for flight and folded for diving.

Thanks to the invention, the machine is able to move in flight, diving and surface using many elements common to these three modes. The transition between these modes is simple by going through the surface mode. The craft is particularly well suited for oceanographic research, coastal surveillance and seabed inspection.

The present invention will be better understood on studying the detailed description of some embodiments taken as non-limiting examples and illustrated by the appended drawings, in which:

FIG 1 is a front elevational view of a machine according to one embodiment, in the air position; FIG 2 is a top view in elevation of the machine of Figure 1, in the air position;

FIG 3 is a side elevational view of the machine of Figure 1, in the air position; FIG 4 is a perspective view of the machine of Figure 1, in the air position;

FIG 5 is a front elevational view of the machine of Figure 1, in the surface position;

FIG 6 is a top view in elevation of the machine of Figure 1, in the surface position;

FIG 7 is a side elevational view of the machine of Figure 1, in the surface position;

FIG 8 is a front elevational view of the machine of Figure 1, in the dive position; FIG 9 is a top view in elevation of the machine of Figure 1, in the dive position;

FIG. 10 is a side elevational view of the machine of FIG. 1, in the dive position; and

FIG 1 1 is a detail view in perspective of the machine of Figure 1, in the air position.

As illustrated in FIGS. 1 to 10, the multi-media machine 1 comprises a body 2 of elongate shape along a longitudinal axis 3, two wings 4 and 5 symmetrical with respect to a plane passing through the axis 3, ducks surfaces 6 and 7 The body 2 has a front section 2a of generally ogival shape and a rear section 2b gradually tapering towards the rear. The ducks surfaces 6 and 7 are articulated on the front section 2a, while the wings 4 and 5 are fixed to the rear section 2b of the body 2. The ducks surfaces 6 and 7 can be angularly displaced along an axis perpendicular to the longitudinal axis 3 relative to the front section 2a, and by means of actuators, not shown, disposed within the body 2, for example of the electric type. Alternatively, the body 2 may be higher than wide. The body 2 may have a droplet shape.

The thruster 8 comprises an inlet portion 8a, a central portion 8b and an ejection portion 8c. The inlet portion 8a is disposed longitudinally at the wings 4 and 5 and extends above and below the rear section 2b of the body 2. The inlet portion 8a has a generally frustoconical shape of smaller diameter towards the rear, which allows an acceleration of the fluid passing through said inlet portion 8a. The central portion 8b is disposed longitudinally substantially at the trailing edge of the wings 4 and 5 and is provided with a propeller 9 driven by an electric motor, not shown, via a speed adapter, for example a gearbox with two gear ratios relatively far apart. The ejection portion 8c has a rectangular cross-section, while the inlet 8a and central 8b portions have a circular cross-section. The electric motor can be driven by a fuel cell or batteries.

The machine 1 may comprise a rear drift. A turbine can be arranged in the rear drift. The propeller 9 may be streamlined or not.

The outlet portion 8c comprises two upper and lower flaps 10 1 1 hinged about axes substantially parallel to the longitudinal axis 3, and two lateral flaps 12 and 13 perpendicular to the flaps 10 and 11 and articulated about axes substantially perpendicular to the longitudinal axis 3. The displacement of the flaps 10 and 1 1 makes it possible to vary the output flow of the thruster 8 in a vertical plane, while the operation of the flaps 12 and 13 makes it possible to vary the output flow of the thruster 8 in a horizontal plane, which allows a control of the machine in the field, while the flaps 10 and 1 1 allow control in site. The position of the flaps 10 to 13 can be determined by electric actuators, not shown.

The two wings 4 and 5 being symmetrical, only the wing 4 will be described in the following.

Starting from the rear section 2b of the body 2 of the machine 1, the wing 4 comprises a section 14 fixed relative to the body 2, a section 15 articulated with respect to the section 14, a section 16 articulated with respect to the section 15. and in the air-navigation position illustrated in FIGS. 1 to 4, the sections 15 and 16 are arranged in the extension of the fixed section 14. The leading edges of the sections 14, 15 and 16 are aligned and perpendicular to the axis 3. The same applies to the trailing edges of the sections 14, 15 and

16. The end spout 17 is bent perpendicularly to form a wingtip flap to reduce turbulence, to increase. stability and lift and reduce drag. The sections 14, 15 and 16 may be arranged in the same plane, parallel to the longitudinal axis 3 or passing through the longitudinal axis 3. The section 15 is articulated on the section 14 by an axis 18. The section 16 is hinged on the section 15 by an axis 19. Advantageously, the sections 15 and 16 are fixed relative to each other. The number of joints is reduced hence a gain in mass. The end noses 17 are fixed or articulated on the section 16. The axes 18 and 19 are parallel to each other and parallel to the longitudinal axis 3.

In the position illustrated in Figures 1 and 4, the axes 18, 19 and 20 are coplanar. In the air navigation position, the wings 4 and 5 are deployed to provide a large airfoil, while the ducks surfaces 6 and 7 provide excellent maneuverability and the end spoilers 17 improve the aerodynamic performance. The front portion 8a of the thruster 8 comprises at least two flaps for selectively closing an opening disposed above the body 2 for the purpose of displacement in the air, and an opening located under the body 2 for submarine displacement. or some surface displacements. For air navigation, the lower flap located under the body 2 is closed, while the upper flap above the body 2 is open, allowing the entry of air into the inlet portion 8a. The high ratio of the gearbox is then engaged, which ensures a rotation speed of the propeller 9 adapted to the air. In the surface navigation position, illustrated in FIGS. 5 to 7, it can be seen that the vehicle 1 is provided with a front pad 21 making it possible to slide on the water for operation by hydrofoil. The shoe 21 comprises a retractable leg 22 in the body 2 and a shoe 23. The shoe 21 has a general shape of inverted T in cross section, (see also the front view of Figure 5). The pad 21 is fixed to the front section 2a of the body 2, substantially at the same longitudinal level as the ducks surfaces 6 and 7. The pad 21 is retracted into the air and underwater navigation positions in order to reduce the drag and set active position out of the body 2 in the surface navigation position to provide support on the water.

In the surface navigation position, the section 15 of the wings 4 and 5 is slightly inclined with respect to the fixed section 14, for example at an angle of the order of 10 to 30 °. Section 16 is also inclined relative to the section 15, for example at an angle of the order of 15 to 40 °. The area of the end spout 17 close to the hinge axis 20 and the region of the section 16, also close to the hinge axis 20, form a hydrofoil rear slider of V-shaped cross-section (see also Figure 5), providing excellent stability when traveling at a sufficient speed on the surface of the water to carry the body 2 of the machine 1 above the water.

In the "surface navigation" position illustrated in FIGS. 5 to 7, the thruster 8 may adopt the same operating mode as above, but in the case of a shaking water plane, it may be advantageous to close the flap. upper thruster inlet 8 and open the lower flap, to promote the entry of water into the thruster 8. The gearbox is then put on the low gear to provide the propeller a speed Propulsion compatible with propulsion in water.

The submarine operating mode is illustrated in Figures 8 to 10. The section 15 is folded at 180 ° relative to the position shown in Figures 1 to 4 and positioned under the fixed section 14. The section 16 is positioned in the extension of the section 15, for example at zero angle, also in contact with the lower surface of the fixed section 14. The end nozzles 17 are perpendicular to the section 16 and directed downwards near the body 2. The machine 1 thus offers a reduced span, reducing hydrodynamic drag. The thruster 8 is in the water propulsion mode described above, with a propeller 9 at slow speed via a gearbox operating as a reducer. The pad 21 is retracted to reduce drag. The depth control is carried out thanks to the flaps 10 and 11 of the ejection part 8c of the thruster 8. The ducks surfaces 6 and 7 can also be used for the depth control and the roll stabilization. The control in direction is ensured by the shutters 12 and 13.

Of course, for the movement of the craft in air navigation and underwater navigation, the profile of the wing is of particular importance. The profiles of sections 14 on the one hand, and 15 and 16 on the other hand, may be different. By way of example, the section 14 may have a so-called SD 7037 profile. The profile of the sections 15 and 16 may also not be identical. The profiles of said sections 14 to 16 are arranged so that each section in the air-navigation position illustrated in FIGS. 1 to 4, the wings

4 and 5 being deployed at maximum wingspan, provides a positive lift, tending to increase the altitude of the craft and also so that in the underwater navigation position illustrated in Figures 8 to 10, the wing 4 , Whose profile results from the superposition of the section 14 and the section 15 for part, and the section 14 and the section 16 for another part, has a negative lift tending to increase the depth of submersion of the machine 1. Thus, during the movement of the machine 1 under the surface of the water, under the action of the thruster 8, the machine 1 has a tendency to dive even stronger than the speed is high. The end nozzles 17 then serve as a stabilizer, reducing the yaw movement of the machine.

In other words, the end nozzles 17 provide a triple function of wingtip fin air navigation, airboat pad moving on the surface of the water and stabilizer underwater navigation . The wing 4 has a positive lift in the deployed position of air navigation and a negative lift in the folded underwater navigation position. In addition, the fixed section 14 can be provided on its inner surface with a movable flap can be moved downwards to increase lift, especially at low speed, for take-off.

The thruster 8 can be provided with counter-rotating propellers, which is particularly interesting to avoid the reaction torque.

As a variant, end nozzles 17 articulated with respect to the section 16 can be provided so that their angular position relative to the section 16 can be modified. It is also possible that the body 2 has a profile seen in longitudinal section, providing lift during movement in the air to promote the take-off of the craft and reduce the length of wing required.

In the embodiment illustrated in FIG. 11, the wing 4 comprises a telescopic portion 24 on which the end nose 17 is fixed, for example in a single piece, and capable of being deployed between an extended position with respect to the section 16 and a retracted position, visible in Figure 1 1. It is seen that most of the portion 24 is disposed in the section 16. The telescopic portion 24 can be deployed in the surface navigation position to serve as The telescopic portion 24 may be optimized to provide an excellent airfoil pad profile, while the section 16 may be optimized to provide an excellent airfoil profile. The telescopic portion 24 is returned to air navigation and underwater. The end spout 17 may be perpendicular to the telescopic portion 24.

Thus, the multi-media vehicle 1 is able to move in three distinct environments, thus offering a very high operating flexibility despite the significant constraints inherent in these three environments. The multi-media machine 1 offers good aerial performance thanks to the large surface area of the deployed wings 4 and 5, the ducks 6 and 7 and the steerable thrust of the vector thruster 8, as well as thanks to the longitudinal profile of the body 2 which ensures additional lift and end nozzles 17 forming wing tip fins. The performance in surface navigation is provided by the front pad 21 and the rear pads formed by the end nose 17 in cooperation with the section 16 or the telescopic portion 24. In underwater navigation, the folded wings 4 and 5 ensure a negative lift that allows the multi-media vehicle 1 to dive while moving under the action of the vector thruster 8. The multi-media vehicle can thus dispense with the presence of ballasts commonly used in submarines, where a significant reduction in the size and weight to be loaded and increased maneuverability regardless of the mode of navigation. The multi-media machine has a bulk density slightly less than 1, so that in case of failure during diving, the multi-air vehicle 1 rises to the surface, the thruster 8 being stopped. An audible, visual or radio alarm can then be implemented. The multi-media vehicle 1 is therefore perfectly adapted for implementation from light infrastructures, such as motorboats, pleasure boats, single pontoons, and can be used to move quickly from one point to the other. other while performing underwater inspections through a surface navigation mode.

In operation, to switch from the air navigation mode to the surface navigation mode, the multi-media machine 1 approaches the surface of the water. The front pad 21 is out of the body 2. The sections 15 and 16 are pivoted about their articulation axes 18 and 19 to give the wings 4 and 5 the surface navigation profile illustrated in FIG. 5. The multi-media vehicle 1 can then be placed on the surface of the vehicle. water and navigate the surface. At the time of landing, the lower flaps of the section 14 may be used to temporarily increase the lift and reduce the landing speed. A ground effect can also be created. The takeoff operation is performed in reverse order.

To switch from the surface navigation mode to the underwater navigation mode, the thruster 8 is progressively slowed down. The gearbox is shifted down so that the propeller rotates at a speed compatible with water. Then, the lower flap of the thruster 8 is open and the upper flap closed. Alternatively, the two flaps can be closed until the stopping of the multi-liner machine that gradually sinks into the water due to the lack of lift of the skids of the hydrofoil due to the fall in speed. The shoe 21 is retracted into the body 2. The section 16 of the wings 4 and 5 is rotated in alignment with the section 15 and the section 15 is rotated 180 ° under the section 14. The thruster is then operated in the mode submarine propulsion with a propeller

9 rotating at slow speed and an open lower flap. The thruster 8, bi-mode type, is particularly advantageous insofar as a single thruster is sufficient, resulting in a considerable reduction in the mass and size of the propulsion means.

Claims

1 -Engin multimilieux (1), comprising a body (2), wings

(4,5) and a propulsion system (3), characterized in that it comprises at least one foldable wing between a first lift position for the flight, a second lift position for the evolution on the surface of the water, and a third diving position.

2-machine according to claim 1, wherein the foldable wing comprises at least one hinge (18) of axis substantially parallel to the longitudinal axis of the body, said hinge being active between at least one of said three positions and another one of said three positions.

3-machine according to claim 2, wherein the foldable wing comprises two joints (18, 19) of axes substantially parallel to the longitudinal axis of the body. 4-A machine according to any one of the preceding claims, wherein, in the first lift position for the flight, the wing has a portion close to the body and end nozzles (17) extending upwards, the near body part being substantially horizontal. 5-A machine according to claim 4, wherein the end noses form stabilizers in the third dive position.

6-A machine according to claim 4 or 5, wherein the end nozzles are part of the airfoil pads in the second lift position.

7-machine according to claim 6, wherein an end zone (16) of said near body part is also part of the hydroplane pads in the second lift position. 8-A machine according to any one of the preceding claims, wherein, in the second lift position for the evolution on the surface of the water, the wing has a V-shape in a vertical plane to form a skid. hydrofoil. 9-machine according to claim 8, further comprising a pad (21) retractable hydrofoil.

10-machine according to any one of the preceding claims, wherein in the third dive position, the wing has two parts folded against each other. 1 1 -Engin according to any one of the preceding claims, wherein the wing has a profile in section along a vertical plane parallel to the longitudinal axis of the machine tending to sink said machine during its advancement dive.

12-machine according to any one of the preceding claims, wherein, in the third dive position, the propulsion system (8) comprises a propeller (9) capable of propelling said craft in flight on the surface of the water and in diving.

13-machine according to claim 12, wherein the propulsion system comprises a faired propeller. 14-machine according to claim 12 or 13, wherein the propulsion system comprises flaps movable between an overhead propulsion position and an aquatic propulsion position.

15-machine according to claim 14, wherein the propulsion system comprises at least one movable flap capable of closing a lower inlet and comprises at least one movable flap capable of closing off an upper entrance.

16-A method of moving a multi-media vehicle provided with a body, wings and a propulsion system, wherein is given to at least one foldable wing a first lift position for the flight, a second lift position for evolution on the surface of the water, and a third position for diving.

17. The method of claim 16, wherein the same propulsion system is active in flight, on the surface of the water, and underwater.

18. The method of claim 16 or 17, wherein the foldable wing is deployed for flight and folded for diving.