WO2014076403A1

WO2014076403A1 - Aircraft with vertical take-off and horizontal flight

Info

Publication number: WO2014076403A1
Application number: PCT/FR2013/052708
Authority: WO
Inventors: Yannick FAIVRE
Original assignee: Nfelec
Priority date: 2012-11-13
Filing date: 2013-11-12
Publication date: 2014-05-22
Also published as: FR2997924A1; FR2997924B1

Abstract

The invention concerns an aircraft comprising a fuselage (30) extending along a main longitudinal axis (AA), two wings (10, 20) positioned on either side of the fuselage, two propulsion units (11, 21), each fixed respectively to one wing, each propulsion unit being configured to produce thrust in a plane substantially parallel to the longitudinal axis, and a static balancing unit (31) fixed in the vicinity of one end of the fuselage and configured to produce thrust in a direction substantially orthogonal to the longitudinal axis, said aircraft being characterised in that each wing (11, 21) is rotatably mounted about a transverse axis (BB) between an aerodynamic flight position in which the wing extends in a plane substantially parallel to the longitudinal axis and a static flight position in which the wing extends in a plane substantially perpendicular to the longitudinal axis. Application to the production of unmanned aircraft.

Description

Vertical take-off and horizontal flight air vehicle

Technical field and state of the art

The invention relates to an aerial vehicle comprising a fuselage extending along a longitudinal main axis, two wings positioned on either side of the fuselage, two propulsion units each fixed respectively to a wing, each propulsion unit being configured to produce a thrust in a plane substantially parallel to the longitudinal axis, and a static balancing unit fixed in the vicinity of one end of the fuselage and configured to produce a thrust in a direction substantially orthogonal to the longitudinal axis. The air vehicle developed in the context of the invention is a drone, that is to say an unmanned aircraft.

WO 2010/137016 describes such an air vehicle. The two propulsion units fixed on the wings are steerable to produce either a vertical thrust, for a vertical take-off / landing of the aircraft, or a horizontal thrust for a horizontal flight. The advantages of a vertical take-off / landing and horizontal flight aircraft are well known, including the following advantages. Horizontal flight allows the aircraft to fly far and at high speed. The vertical takeoff / landing does not require a large infrastructure (runway) specific to the ground. The right / left stability of the vehicle is ensured by the positioning on either side of the two propulsion units relative to the longitudinal axis of the fuselage. The forward / backward stability is provided by the lift of wings in horizontal flight, and by the stabilization unit positioned at the rear of the fuselage in vertical flight.

The disadvantage of an aircraft according to WO 2010/137016 is its sails of significant size. Such a wing is interesting for the lift of the aircraft in aerodynamic flight (horizontal flight here), but it strongly penalizes the aircraft in hovering phase and take-off / landing (vertical flight).

Description of the invention

The invention proposes a new air vehicle does not have the disadvantages of existing air vehicles. More specifically, the invention proposes a new air vehicle, moreover compliant with an air vehicle as described above, and characterized in that:

Each wing is rotatably mounted along a transverse axis between an aerodynamic flight position where the wing extends in a plane substantially parallel to the longitudinal axis and a static flight position where the wing extends in a substantially plane. perpendicular to the longitudinal axis,

Each wing has a triangular shape and has a longitudinal edge extending parallel to the longitudinal axis of the fuselage, and a leading edge, an angle between the leading edge and the longitudinal edge being less than or equal to 90 ° a length of the longitudinal edge being between 1.25 and 3 times a length of the leading edge,

When the wings are in aerodynamic flight position, a common end of the leading edge and the longitudinal edge is positioned between a head of the fuselage and the transverse axis and one end of the longitudinal edge opposite the leading edge is positioned between the transverse axis and the tail of the fuselage. The rotatably mounted wings provide a large wing area in horizontal flight, and a minimum wing in vertical flight, which greatly facilitates the take-off / landing phases: the thrust of the engines can be reduced and the volume and weight of the aircraft can be reduced. engines can be reduced accordingly, the balance of the plane is better, etc.

The triangular shape of the wings allows to have large wings, which allows on the one hand to have a vehicle with a large load capacity (in terms of weight) and on the other hand to have a low-energy vehicle during no-load flights. The aerodynamic wings allow flights with little propulsion effort (limited energy), and wing tips near the tail of the vehicle allow it to be very responsive in terms of trajectory (in terms of direction and in terms of depth).

Preferably, the angle between the leading edge and the longitudinal edge of the wings is between 75 and 90 °. The choice of such an angle makes it possible to obtain a good compromise between a maximum surface area of the wings and a good coefficient of penetration into the air.

According to one embodiment, the angle between the leading edge and the longitudinal edge of the wings is equal to 90 ° so that a wing of the vehicle thus has, when the wings are in aerodynamic flight position, a triangular shape an edge of which consists of the leading edges of the two wings together forming one side of the triangle. This substantially triangular wing shape, similar to the shape of a body Eagle Ray, has a large surface area and a high coefficient of penetration into the air.

According to a particular embodiment, the vehicle is an unmanned vehicle comprising communication means for communicating with a remote base. A remote pilot can thus completely control the vehicle, its trajectory, its speed, the position of its wings, etc.

Means such as one or more electric motors are provided for rotating the wings about their respective axis of rotation. Preferably, the means are able to drive the wings independently of one another, which allows a guidance of the device with better stability. When the wings of the vehicle are hovering position, the free end of the longitudinal edge of each wing can form a foot on which the air vehicle can rest. Thus, the aircraft according to the invention can rest on the end of its wings and does not need additional foot at least in front. The apparatus is thus simplified and its weight is limited.

In addition, the vehicle may comprise a rear foot, positioned near the end of the fuselage; the foot extends under the fuselage, for example under a drift of the vehicle, in a direction parallel to the wings in the hovering position.

A locking means may be provided for securing the wings to the fuselage when the wings are in aerodynamic flight position. The locking means is preferably positioned in the vicinity of the free end of the wings of the apparatus. The locking means limits the mechanical forces on the rotational drive means wings and avoids the need to use a mechanical servo wing to maintain aerodynamic flight position.

An electric accumulator is provided for supplying electric power to the propulsion units, the balancing unit and / or the drive means of the rotating wings. To recharge the accumulator, the vehicle may also include at least one reloading socket attached to one end of a wing; the socket is configured to cooperate with an associated socket of an electric battery charger on the ground when the wings are in the hovering position. Thus, the electric accumulator can be recharged very simply, by placing the free end of at least one wing on the associated socket base placed on the ground. Better, in the particular case of an unmanned vehicle, the vehicle according to the invention can land alone with the free end of a wing placed directly on the associated socket base; this without a person physically handling the vehicle.

The vehicle can be completed by a movable shutter between a closed position where the shutter masks an opening of the balancing unit and an open position where the flap is cleared in front of the opening of the balancing unit. The open position of the flap is used for the takeoff or landing phases of the vehicle, when the wings are in the hovering position. Here, the balancing unit plays its role of balancing the body of the vehicle, exerting a thrust parallel to the thrust exerted by the propulsion units. The closed position of the flap is used instead for the phases of aerodynamic flight of the vehicle to improve the aerodynamics of the vehicle. The shutter can be controlled by a small additional electric motor, or directly by the wing rotation control means.

Advantageously, the vehicle according to the invention also comprises a nacelle arranged to carry a payload of the vehicle; the nacelle is fixed under the fuselage by a quick connection / disconnection device to facilitate the change of nacelle. The vehicle can thus be envisaged for many applications: release of emergency equipment, measurement by measurement equipment embedded in a specific nacelle, etc. Advantageously, the nacelle comprises means of communication with the vehicle, which allows remote control of the nacelle in general, and in particular the connection / disconnection device. This is particularly interesting in the particular case of an unmanned vehicle; indeed, thanks to its communication means, the nacelle can transmit information to the remote driver via the vehicle and receive from said driver (and via the vehicle) information such as data or instructions. The pilot can thus remotely control all the electronic, electrical or electromechanical equipment installed in the nacelle. Thus, the same vehicle can be used with nacelles having different electronic, electrical or electromechanical equipment, without the need to adapt the vehicle to each change of nacelle.

Advantageously, the vehicle according to the invention comprises a means of taking images or films, in two or three dimensions, and associated image processing means for producing an alert signal when an obstacle is detected at a distance less than a minimum distance from the vehicle. The vehicle may further include other obstacle detection devices such as sonar to produce an alert signal when an obstacle is detected at a distance less than a minimum distance from the vehicle. Such warning signals can then be used, for example, to modify the control of the propulsion units, to modify the trajectory of the propulsion unit. vehicle. Thus equipped, the vehicle can be envisaged for uses in a confined environment, inside a building for example.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood, and other features and advantages of the invention will become apparent in the light of the following description of an example of an aerial vehicle according to the invention. This example is given as a non-limiting example. The description is to be read in conjunction with the accompanying drawings showing different views of the prototype made:

FIGS. 1 and 3 are respectively a view from above, and a front view of the vehicle in an aerodynamic flight position, and

Figures 2 and 4 are respectively a side view and a front view of the vehicle in the rest position and hovering.

Description of an embodiment of the invention

The prototype developed is a vertical takeoff and landing aircraft (ADAV) or Vertical Take-Off and Landing Aircraft (VTOL), unmanned.

The prototype comprises a fuselage extending along a longitudinal main axis AA, two wings 10, 20 positioned on either side of the fuselage 30, two propulsion units 11, 21 each attached respectively to a wing and a balancing unit. 31. According to the invention, the wings are rotatable for a sail change.

Each propulsion unit 11, 21 is for example of the type propeller motor (eg shown) or turbine; in the example shown, each propulsion unit is fixed on a flange 10, 20, close to a leading edge 12, 22 of the wing, and is configured to produce a thrust (or thrust force) according to a direction which is in a plane substantially parallel to the longitudinal axis AA of the fuselage and which is also substantially parallel to a main plane of the wing concerned.

The balancing unit 31 is also of the propeller or turbine type (eg shown); the balancing unit is positioned in the rear end of the fuselage; it is fixed and produces a thrust in a direction (vertical) substantially orthogonal to the longitudinal axis AA. A concealment flap 37 is provided to mask the balancing unit in the aerodynamic flight position. The flap 37 is movable between a closed position where the flap 37 conceals an opening of the balancing unit and an open position where the flap 37 is erased in front of the opening of the balancing unit. The flap is made of a plurality of rotating blades. Each wing 10, 20 is rotatably mounted along a transverse axis BB between an aerodynamic flight position and a static flight position (and rest). In the aerodynamic flight position (FIGS 1-3), each wing extends in a plane substantially parallel to the longitudinal axis for a wing of maximum size facilitating the aerodynamic flight. In the static flight position (and also at rest, Fig. 4) each wing extends in a substantially perpendicular plane to the longitudinal axis AA, for a wing of minimum size facilitating the hovering. Latches 17, 27 are provided for securing the wings to the fuselage when the wings are in aerodynamic flight position.

In the example shown, the wings 10, 20 are rotatably mounted on the same axis of rotation BB, and are rotated by a single electric motor simultaneously driving the two wings in rotation between the two flight positions. The engine is positioned in the fuselage, closest to the axis of rotation BB and the longitudinal axis AA. In a variant, the wings are uncoupled and are each rotated by an electric motor, the two motors being housed in the fuselage of the vehicle. The two wings can thus switch independently of one another, to perform hovering maneuvers for example.

In the example also shown, the wings 10, 20 have a generally triangular general shape, with a leading edge 12, 22 substantially orthogonal to the longitudinal axis AA of the fuselage and parallel to the axis of rotation BB of the wings, with a longitudinal edge 13, 23 which comes into contact with the fuselage in aerodynamic flight position of the vehicle, and a free end 14, 24 of the longitudinal edge positioned in the vicinity of the tail 32 of the fuselage. The angle α1 between the leading edge 12, 22 and the longitudinal edge 13, 23 of a wing is here 90 °. The longitudinal edge has a dimension preferably between 1.25 and 3 times a length of the leading edge (twice in the example shown). Thus, in aerodynamic flight position, the wing of the vehicle has a triangular shape. The wing surface and the fuselage surface are designed to be flush in aerodynamic flight position. The wings are completed in known manner by flaps 15, 25 of roll control. The fuselage also comprises a nose 33, and the tail 32 of the fuselage is equipped with an empennage known elsewhere and comprising depth control flaps (pitch) 34, and a drift 35 (yaw control). In another example, the leading edge 12, 22 (in dotted lines in FIG. 1) and the longitudinal edge 13, 23 of a wing form an angle α 2 of approximately 75 °.

The shape of the wings 10, 20 and the fuselage 30, the choice and the position of the propulsion units 11, 21 and the balancing unit 31 are determined to obtain a vehicle as balanced as possible, both in hovering and in aerodynamic flight. Thus, for example, the propulsion units 10, 20 are positioned symmetrically with respect to the longitudinal axis AA of the vehicle, the balancing unit 30 is positioned so that the center of gravity CG of the three units 10, 20, 30 is on the longitudinal axis, etc.

In the rest or hover position, the end 14, 24 of the longitudinal edge 13, 23 of each wing 10, 20 forms a foot on which the vehicle rests (Figure 4). At the rear of the fuselage is also provided a rear foot 36 extending under the fuselage in a direction parallel to the wings in the hovering position. The height of the foot is preferably dimensioned according to the size of the longitudinal edge of the wings so that, at rest, the vehicle rests with a substantially horizontal fuselage.

The engines of the vehicle are electric motors, powered by an electric accumulator. The set of mechanical, electrical and electronic control elements of motors, shutters, etc. of the vehicle are positioned inside the fuselage. To recharge the accumulator, a charging socket 16 is fixed at one end 14, 24 of at least one of the wings 10, 20. The socket 16 is adapted to cooperate with an associated socket of a charging device. accumulator (not shown) when the vehicle rests on its wings. In the nose of the vehicle, two image-taking cameras are positioned in two dimensions. In the fuselage of the vehicle is positioned an image processing means for constructing, from the images taken in two dimensions, a three-dimensional image. The image processing means is also configured to detect, identify one or more obstacles (trees, walls, etc.) fixed or mobile in the space in the vicinity of the vehicle, and produce a warning signal depending on the danger represented by the obstacles for the vehicle. Also installed in the fuselage is a means of control means for all the mechanical and electrical means of the vehicle (propulsion units, balancing unit, orientation flaps in the space, occulting flap, rotation means wings, etc.). The vehicle can still carry traditional navigation tools such as an altimeter, a device for detecting a position in the space (Global Positioning System), etc. A transmitter / receiver is also positioned in the nose or fuselage of the vehicle to communicate with a remote base on the ground. Thus, the vehicle can transmit to the base on the ground the images obtained by the cameras or by the image processing means, the warning signals emitted by the image processing means or by other detection devices. obstacles, the parameters measured by the navigation tools, etc. And the vehicle can receive feedback control instructions for example, instructions for setting the control means, instructions for setting the navigation tools, etc.

In an improved version, a means of autopilot is embedded in the fuselage, means adapted to receive the images of the cameras, the image processing means, the warning signals of the obstacle detection means, the parameters measured by the navigation tools, etc., and to produce control signals for all the mechanical and electrical means of the vehicle in return, according to a final destination indicated by a user.

Finally, a nacelle 38 for load transport is fixed under the fuselage by a quick connection device. The nacelle can take on any type of material or material, such as for example measuring devices for parameters, for example for measuring parameters (temperature, radioactivity, etc.) in potentially dangerous remote locations. Control means may be provided, either in the fuselage of the vehicle, or in the nacelle itself, for controlling an opening of the rapid connection device in flight, at a predefined time or at a predefined flight position, etc. This allows to drop the basket at will, in flight, and consider applications such as remote delivery of survival equipment in inaccessible or dangerous areas for example.

NOMENCLATURE wings

11, 21 propulsion units

12, 22 leading edge

13, 23 longitudinal edge

14, 24 free end of the longitudinal edge

15, 25 roll control flaps

16 recharging socket of an electric accumulator

17, 27 locks

fuselage

31 balancing unit

32 tail

33 nose

34 elevator control panel (pitch)

35 drift

36 foot back

37 occultation shutter

38 nacelle

Claims

1. An aerial vehicle comprising a fuselage (30) extending along a main longitudinal axis (AA), two wings (10, 20) positioned on either side of the fuselage, two propulsion units (11, 21) each fixed respectively to a wing, each propulsion unit being configured to produce a thrust in a plane substantially parallel to the longitudinal axis, and a static balancing unit (31) fixed in the vicinity of a tail of the fuselage and configured to produce a thrust in a direction substantially orthogonal to the longitudinal axis, characterized in that:

Each wing (11, 21) is rotatably mounted along a transverse axis (BB) between an aerodynamic flight position where the wing extends in a plane substantially parallel to the longitudinal axis and a static flight position where the wing extends in a plane substantially perpendicular to the longitudinal axis,

Each wing has a triangular shape and has a longitudinal edge (13, 23) extending parallel to the longitudinal axis of the fuselage, and a leading edge (12, 22), an angle between the leading edge and the longitudinal edge being less than or equal to 90 °, a length of the longitudinal edge being between 1.25 and 3 times a length of the leading edge,

When the wings are in the aerodynamic flight position, a common end of the leading edge and the longitudinal edge is positioned between a head of the fuselage and the transverse axis and an end (14, 24) of the longitudinal edge opposite the edge of the fuselage. attack is positioned between the transverse axis and the tail (32) of the fuselage.

2. Vehicle according to claim 1 wherein the angle between the leading edge and the longitudinal edge of the wings is equal to 90 ° so that a wing of the vehicle thus has, when the wings are in aerodynamic flight position, a triangular shape whose edge consists of the leading edges of the two wings together forming a side of the triangle.

3. Vehicle according to one of claims 1 or 2 wherein, when the wings are hovering position, the end (14, 24) of the longitudinal edge (13, 23) of each wing forms a foot on which the vehicle can rest.

4. Vehicle according to one of the preceding claims also comprising a locking means (17, 27) for securing the wings on the fuselage when the wings are in aerodynamic flight position.

5. Vehicle according to one of the preceding claims also comprising means for rotating the wings independently of one another.

6. Vehicle according to one of the preceding claims also comprising a rear foot (36), positioned in the vicinity of the end of the fuselage, extending under the fuselage in a direction parallel to the wings hovering position.

7. Vehicle according to one of the preceding claims comprising an electric accumulator for supplying electrical energy to the propulsion units, the balancing unit and / or the drive means of the rotating wings, and comprising at least one socket (16) reloading attached to one end of a wing, configured socket to cooperate with an associated socket of an electric accumulator charger when the wings are in a hovering position.

8. Vehicle according to one of the preceding claims also comprising a concealment flap (37) movable between a closed position where the shutter masks an opening of the balancing unit and an open position where the flap is erased in front of the opening of the balancing unit.

9. Vehicle according to one of the preceding claims, also comprising a nacelle (38) arranged to carry a payload of the vehicle, said nacelle being fixed under the fuselage by a quick connection device, said nacelle preferably comprising means for communicate with the vehicle.