WO2014177591A1 - Aéronef à décollage et atterrissage vertical avec unité de moteur et propulsion - Google Patents

Aéronef à décollage et atterrissage vertical avec unité de moteur et propulsion Download PDF

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Publication number
WO2014177591A1
WO2014177591A1 PCT/EP2014/058767 EP2014058767W WO2014177591A1 WO 2014177591 A1 WO2014177591 A1 WO 2014177591A1 EP 2014058767 W EP2014058767 W EP 2014058767W WO 2014177591 A1 WO2014177591 A1 WO 2014177591A1
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WO
WIPO (PCT)
Prior art keywords
wing
engine
aircraft
axis
arrangement
Prior art date
Application number
PCT/EP2014/058767
Other languages
English (en)
Inventor
Johannes Reiter
Original Assignee
Johannes Reiter
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
Application filed by Johannes Reiter filed Critical Johannes Reiter
Publication of WO2014177591A1 publication Critical patent/WO2014177591A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0033—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being tiltable relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/02—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis vertical when grounded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/20—Vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U70/00—Launching, take-off or landing arrangements
    • B64U70/80—Vertical take-off or landing, e.g. using rockets

Definitions

  • the present invention relates to an aircraft for vertical take-off and landing comprising an engine and a propeller unit and to a method for operating an aircraft for vertical take-off and landing comprising an engine and a propeller unit.
  • VTOL Vertical Take-Off and Landing aircraft
  • Propellers may have the disadvantage in travel flight of an aircraft due to a high drag.
  • an efficient solution for a hover flight capable aircraft is performed by helicopters, using e.g . a big wing area.
  • an aircraft comprises an engine for vertical lifting the aircraft (e.g . a propeller) and e.g. a further engine for generating the acceleration of the aircraft in a travel mode up to a desired travelling speed .
  • the rotating wings or blades of an aircraft In the hover flight mode, the rotating wings or blades of an aircraft (e.g. a helicopter) generate the vertical lift.
  • the rotating wings comprise a chord line, wherein an angle between the chord line and the streaming direction of the air may be called angle of attack.
  • a higher angle of attack generates a higher lift and a lower angle of attack generates a lower lift but also less drag.
  • the wings may be tilted around its longitudinal axis.
  • propulsion units are mounted to the wing arrangement for driving the wing arrangement around the fuselage.
  • the propulsion unit comprises rotating masses e.g. the propeller or the driving shaft of the propulsion unit.
  • the rotating masses which comprise a rotating axis that directs during rotation of the wing arrangement along a
  • an aircraft for a vertical take-off and landing comprises a fuselage and a wing arrangement.
  • the wing arrangement is coupled to the fuselage such that the wing arrangement is tiltable around a longitudinal wing axis of the wing arrangement and such that the wing arrangement is rotatable around the fuselage.
  • the wing arrangement is adapted in such a way that in a fixed wing flight mode, the wing arrangement does not rotate around the fuselage.
  • the wing arrangement is further adapted in such a way that in a hover flight mode, the wing arrangement is tiltable around the longitudinal wing axis with respect to its orientation in the fixed wing flight mode and that the wing arrangement rotates around the fuselage.
  • the aircraft further comprises an engine comprising a drive shaft with an engine rotary axis, wherein the engine is coupled to the wing arrangement in such a way that in the hover flight mode, the engine rotary axis comprises at least one component which is parallel or almost parallel to a rotary axis of the wing arrangement around the fuselage.
  • the engine rotary axis is (at least with one component) parallel to the rotary axis of the wing
  • the aircraft comprises a propeller unit which is mounted to the wing arrangement.
  • the propeller unit comprises a propeller shaft which is coupled to the drive shaft such that the engine drives the propeller unit.
  • a method for operating the above-described aircraft for vertical take-off and landing is presented.
  • the aircraft is converted in the fixed wing flight mode by arranging a wing arrangement such that a fixed wing flight is enabled .
  • the aircraft is converted in a hover flight mode by tilting the wing arrangement around the longitudinal wing axis and by rotating the wing arrangement around the fuselage of the aircraft.
  • the aircraft is driven by an engine comprising a drive shaft with the engine rotary axis.
  • the above described aircraft provides the hover flight mode and the fixed wing flight mode.
  • the wing arrangement In a hover flight mode, the wing arrangement is rotating around a rotary axis (e.g. a fuselage axis or an axis which comprises an angle to the fuselage axis) around the fuselage, so that due to the rotation of the wing through the air a lift is generated even without a relative movement of the aircraft (i.e. the fuselage) through the air.
  • the fuselage may be rotatable together with the wing arrangement around the rotary axis.
  • the wing arrangement may be rotatable with respect to the fuselage, so that only the wing arrangement rotates in the hover flight mode for generating lift.
  • a stabilizing moment e.g. a gyroscopic moment, i.e. a conservation of angular momentum
  • the wing arrangement is fixed to the fuselage without having a relative motion between the wing arrangement and the fuselage, so that by a forward motion of the aircraft through the air lift is generated by the wing
  • the aircraft according to the present invention may be a manned aircraft or an unmanned aircraft vehicle (UAV).
  • the aircraft may be e.g . a drone that comprises for example a wing span of approximately 1 m to approximately 40 m (meter) with a weight of approximately 4 kg to 200 kg (kilograms).
  • the wing arrangement comprises a longitudinal wing axis, wherein the longitudinal wing axis is the axis around which the wing arrangement is tiltable with respect to the fuselage.
  • the longitudinal wing axis may be defined by the run of a main wing spar or by a bolt (e.g . one of the below described fixing elements) that connects for example a wing root of the wing arrangement with the fuselage.
  • the wing arrangement is mounted with its wing root to the fuselage, wherein at an opposite end of the wing arrangement with respect to the wing root the wing tip is defined, which is a free end of the wing
  • the longitudinal wing axis may be parallel e.g . with a leading edge or a trailing edge of the wing arrangement. Moreover, the longitudinal wing axis may be an axis that is approximately perpendicular to the fuselage axis and/or the rotary axis.
  • the wing arrangement may comprise a first wing, a second wing or a plurality of wings.
  • Each wing may comprise an aerodynamical wing profile comprising a respective leading edge, where the air impinges and a respective trailing edge from which the air streams away from the wing .
  • a chord line of the wing arrangement and the wings, respectively, refers to an imaginary straight line connecting the leading edge and the trailing edge within a cross-section of an airfoil .
  • the chord length is the distance between the trailing edge and the leading edge.
  • the fuselage describes a main body of the aircraft, wherein in general the centre of gravity of the aircraft is located inside the area of the fuselage.
  • the fuselage may be in one exemplary embodiment of the present invention a small body to which the wing arrangement is rotatably mounted, so that the aircraft may be defined as a so-called flying wing aircraft.
  • the fuselage may be a section of the wing and the fuselage may comprise a length equal to the chord line (e.g . a width) of the wing .
  • the fuselage comprises a length that is longer than e.g . the chord line (e.g. the width) of the wing that connects the leading edge and the trailing edge.
  • the fuselage comprises a nose and a tail section.
  • the wing arrangement rotates through the air and the air has a defined streaming direction with respect to the wing arrangement.
  • a so-called angle of attack defines the alignment of the wing arrangement with respect to the streaming direction of the air, through which the wing arrangement moves (i.e. in the hover flight mode and the fixed wing flight mode, respectively).
  • the angle of attack is defined by an angle between the cord line of the wing arrangement and the streaming direction of the air which attacks and impinges at the leading edge of the wing arrangement. If the angle of attack is increased, the coefficient of lift c is increased till a critical angle of attack is reached, where generally stall occurs.
  • the lift of the aircraft may be defined for example by the rotational speed of the wing arrangement around the rotary axis and by adjusting the angle of attack.
  • the term "lift” denotes a force which forces the device to move along a defined direction, e.g . horizontally or vertically.
  • the rotating wings generate lifting forces for lifting the aircraft.
  • Different loads and load changes act onto the wings during the rotation of the wings.
  • flapping hits act onto the wings within each rotation.
  • wind gusts and side winds act onto the rotating wings which cause further flapping hits.
  • high bending cycle loads acts onto the rotating wings.
  • the engine comprises a piston engine, a turbojet engine, a turbofan engine, a turboprop engine, a prop fan engine and/or a propeller engine.
  • the engine comprises a movable and rotatable mass.
  • the rotatable mass is in particular the drive shaft of the engine.
  • the engine may comprise a movable piston which conducts a piston stroke along a certain piston stroke direction.
  • the engine generates a driving torque which is transmitted by the drive shaft.
  • the drive shaft extends along the engine rotary axis.
  • the engine is arranged such that the engine rotary axis comprises at least in the hover flight mode at least one component which is parallel to the rotary axis (e.g.
  • the propeller unit comprises propellers which rotate through the air such that thrust along a driving direction is generated .
  • the propeller unit comprises a propeller shaft which is coupled to the drive shaft for transmitting the driving torque from the drive shaft to the propeller shaft.
  • the propeller shaft and the propeller rotary axis, respectively, may be non-parallel with respect to the engine rotary axis of the drive shaft in the hover flight mode.
  • a gear such as a bevel gear, may be coupled between the propeller shaft and the drive shaft for transmitting the drive torque.
  • the engine and the propeller unit are mounted to the wing arrangement and thus rotate in the hover flight mode around the fuselage.
  • the rotation of the drive shaft around the engine rotary axis and the rotation of the propellers of the propeller unit and the propeller shaft define rotating masses.
  • the wing arrangement and thus the engine and the propeller unit run during rotation around the fuselage along a circumferential path around the rotary axis.
  • the mass of the propeller and the mass of the propeller shaft try to run along a linear and tangential direction with respect to the circumferential path.
  • the propeller unit and the engine Due to the rotation of the wing arrangement around the rotary axis, the propeller unit and the engine are forced to rotate around the rotary axis around the fuselage along the circumferential path, so that a constraint force, which is directed radially to the rotary axis, forces the propeller unit and the engine unit to leave its desired longitudinal and tangential direction and hence forces the propeller unit and the engine unit to move along the circumferential path around the rotary axis around the fuselage.
  • the constraint force acts on the rotating mass, such as the propeller shaft which rotates around the propeller rotary axis and causes a precession force.
  • the precession force acts along a direction which is approximately perpendicular (90°) shifted with respect to the constraint force along the tangential direction of the rotating mass around the propeller rotary axis (i.e. a rotary axis which directs along the tangential direction with respect to the circumferential path).
  • the precession force is dependent on the rotational speed of the rotating mass and in particular on the alignment of the respective mass rotary axis of the rotating mass. Specifically only rotary masses which comprise a mass rotary axis that is tangentially with respect to the circumferential path generate a part of the precession force.
  • the rotating mass, such as the drive shaft, of the engine does not generate or reduce only a small amount of precession force.
  • the propeller unit, which propellers need a propeller shaft and a respective propeller rotary axis along a tangential with respect to the circumferential path, generate a precession force.
  • a rotating mass which comprises a rotary axis that is directed along a tangential direction of the circumferential path around the fuselage cause a precession force.
  • the aircraft comprises a gear to which the drive shaft of the engine and the propeller shaft of the propeller unit are coupled such that a driving torque is transferable from the drive shaft to the propeller shaft via the gear.
  • the gear may be for example a universal joint, a cardan shaft, an angular gear or a bevel gear, respectively.
  • the propeller shaft and its propeller rotary axis differ to the drive shaft and its respective engine rotary axis. Additionally it is to say that the precession force is also dependent on the weight, the rotational speed of the wing arrangement around the rotary axis around the fuselage and the center of gravity of the rotating mass.
  • the drive shaft of the engine and the propeller shaft of the propeller unit are coupled to the gear in such a way that the engine rotary axis and a propeller rotary axis of the propeller shaft comprise an angle between each other.
  • the angle is in the hover flight mode between approximately 60° (degree) and approximately 120°, in particular approximately a right angle.
  • the angle is in a fixed wing flight mode between approximately -20° and approximately +20°, in particular approximately 0°.
  • the propeller rotary axis is parallel with the engine rotary axis.
  • the gear is designed for adjusting the angle between the engine rotary axis and the propeller rotary axis of the propeller shaft.
  • the engine and his engine rotary axis are independently pivotable with respect to the propeller unit.
  • the engine and his engine rotary axis are independently pivotable with respect to the rotary axis of the wing arrangement around the fuselage.
  • the gear is thereby adapted to adjust the gear angel between the drive shaft and the propeller shaft.
  • the precession force may be controllably increased if the engine is pivoted such that an angle between the engine rotary axis of the rotor shaft and the rotary axis of the wing arrangement around the fuselage is increased and an angle between the engine rotary axis of the rotor shaft and the tangential direction of the circumferential path is reduced.
  • the engine is coupled to the wing arrangement such that the engine is tiltable together with the wing arrangement around the longitudinal wing axis.
  • the engine rotary shaft is spatially fixed with respect to the propeller driving shaft.
  • the engine is coupled to the wing arrangement, such that the wing arrangement is tiltable around the longitudinal wing axis independently of the engine.
  • the engine is rotatable relatively to the propeller by a servomotor, a hydraulic, a pneumatic or an electrical motor with respect to the propeller unit.
  • the orientation of the drive shaft and the engine, respectively may be individually adjusted by adjusting means, such as the servomotor.
  • the aircraft comprises a sleeve to which the wing arrangement is coupled.
  • the sleeve is rotatably mounted to the fuselage.
  • the wing arrangement further comprises a support structure, such as a supporting frame, which is mounted to the sleeve and hence rotates together with a sleeve and the wing arrangement around the fuselage in the hover flight mode.
  • the wing arrangement is tiltable around the longitudinal wing axis relatively to the support structure.
  • the support structure is non-rotatably fixed to the sleeve and does not rotate together with the wing arrangement around the longitudinal wing axis.
  • the engine is mounted to the support structure, such that the wing
  • the sleeve surrounds the fuselage.
  • the sleeve is slidable along the fuselage and rotatable around the fuselage.
  • the wing arrangement is fixed by a second fixing element, such as a fixing bolt, to the fuselage.
  • the second fixing element is rotatable around the fuselage but is not coupled to the sleeve.
  • the wing arrangement is tiltable around the second fixing element.
  • a first fixing element couples the wing
  • the first fixing element is spaced apart from the second fixing element and is relatively movable with respect to the fuselage.
  • the sleeve comprises an elongated through-hole through which the second fixing element is guided. If the sleeve moves along a sliding direction along the fuselage, the sleeve is not blocked by the second fixing element.
  • the sleeve is moved along the fuselage axis. Thereby, the sleeve moves the first fixing element along the fuselage which causes the wing arrangement to rotate around the second fixing element, which is spatially fixed to the fuselage.
  • the angle of attack which defines an angle between the cord line of the wing arrangement and the flowing direction of the air is adjustable.
  • the propulsion unit may be adapted for generating a thrust of 3 kg to 5 kg (kilograms). In the hover flight mode, approximately 25 kg are liftable.
  • the aircraft for vertical take-off and landing may thus have a thrust-to-weight ratio of approximately 0,2 to 0,4, preferably 0,3.
  • Fig. 1 shows a schematical view of an exemplary embodiment of an aircraft for vertical take-off and landing according to the present invention
  • Fig. 2 shows a schematical view of a wing arrangement comprising an engine and the propeller unit according to an exemplary embodiment of the present invention
  • Fig. 3 shows a schematical side view of an aircraft according to an exemplary embodiment of the present invention.
  • Fig. 4 shows a schematical view of an aircraft comprising an engine support structure according to an exemplary embodiment of the present invention.
  • Fig. 1 shows an aircraft 100 for vertical take-off and landing.
  • the aircraft 100 comprises a fuselage 101 and a wing arrangement 110.
  • the wing arrangement 110 is coupled to the fuselage 101 such that the wing arrangement 110 is tiltable around a longitudinal wing axis of the wing arrangement 110 and such that the wing arrangement 110 is rotatable around the fuselage 101.
  • the wing arrangement 110 is adapted in such a way that, in a fixed wing flight mode, the wing arrangement does not rotate around the fuselage. In the fixed wing flight mode, the aircraft 100 flies through the air, wherein the wing arrangement 110 generates lift due to the speed of the aircraft 100 through the air.
  • Fig. 1 shows the aircraft 100 in a hover flight mode.
  • the wing arrangement 110 is adapted in such a way that in the hover flight mode, the wing
  • the wing arrangement 110 is tilted around the longitudinal wing axis with respect to its orientation in the fixed wing flight mode and that the wing arrangement 110 rotates around the fuselage 101 (see arrow in Fig . 1).
  • the wing arrangement 110 comprises two wings, namely a first wing 111 and a second wing 112.
  • the longitudinal wing axis is split in a first longitudinal wing axis 113 and a second longitudinal wing axis 114.
  • the first wing 111 extends along the first longitudinal wing axis 113 from the fuselage 101 and the second wing 112 extends along the second longitudinal wing axis 114 from the fuselage 101.
  • the first wing 111 is tiltable with a first rotary direction around the first longitudinal wing axis 113 and the second wing 112 is tiltable with a second rotational direction around the second longitudinal wing axis.
  • Each wing 111, 112 comprise a respective leading edge 115 and trailing edge 116.
  • a sleeve 103 is rotatably mounted to the fuselage 101.
  • the wing arrangement 110 is mounted to the sleeve 103 such that in the hover flight mode the sleeve 103 rotates together with the wing arrangement 110 around the fuselage 101.
  • a respective engine 120 is coupled to each of the first wing 111 and the second wing 112.
  • the engine 120 comprises a drive shaft 121 with an engine rotary axis 122.
  • the engine 120 is coupled to the respective wings 111, 112 in such a way that in the hover flight mode the engine rotary axis 122 comprises at least one component which is parallel to a rotary axis 102 of the wing arrangement 110 around the fuselage 101.
  • the rotary axis 102 is parallel to a fuselage axis.
  • the rotary axis 102 may comprise an angle to the fuselage axis.
  • the engine rotary axis 110 comprises at least one component which is parallel to the rotary axis 102 of the wing arrangement 110. Specifically, as shown in Fig . 1, the engine rotary axis 122 is parallel to the rotary axis 102.
  • respective propeller units 130 are mounted to respective wings 111, 112.
  • Each propeller unit 130 comprises a propeller shaft 131 which is coupled to the respective drive shaft 121 such that the engine 120 drives the propeller unit 130.
  • the propeller unit 130 rotates along a circumferential path around the rotary axis 102.
  • the rotation of the drive shaft 121 around the engine rotary axis 122 and the rotation of the propeller shaft 131 around the propeller rotary axis 132 define rotating masses.
  • the wing arrangement 110 and thus the engine 120 and the propeller unit 130 run during rotation around the fuselage along a
  • the constraint force Fc acts on the rotating mass, such as the propeller shaft 131 which rotates around the propeller rotary axis 132 and causes a precession force Fp.
  • the precession force Fp acts along a direction which is approximately
  • the precession force Fc is dependent on the rotational speed of the rotating mass and in particular on the alignment of the respective mass rotary axis of the rotating mass. Specifically, only rotary masses which comprise a mass rotary axis that is tangentially with respect to the circumferential path 117 generate a part of the precession force.
  • the rotating mass, such as the drive shaft, of the engine does not generate or reduce only a small amount of precession force Fp.
  • the propeller unit 130 which propellers need a propeller shaft 131 and a respective propeller rotary axis 132 along a tangential with respect to the circumferential path 117, generate a precession force.
  • a gear 106 is arranged in order to couple the differently orientated drive shaft 121 and the propeller shaft 131 .
  • the gear 106 may be designed such as a universal joint.
  • the gear 106 may be designed as a bevel gear or angled gear.
  • the drive shaft 121 of the engine 120 and the propeller shaft 131 of the propeller unit 130 are coupled to the gear 106 in such a way that the engine rotary axis 122 and the propeller rotary axis 132 of the propeller shaft 131 comprise an angle ⁇ between each other.
  • the angle ⁇ is approximately perpendicular.
  • the first wing 111 is tiltable with a first rotary direction around the first longitudinal wing axis and the second wing 112 is tiltable with a second rotational direction around the second longitudinal wing axis 114.
  • the first rotational direction differs to the second rotational direction.
  • both propulsion units 130 of the respective wings 111, 112 generate thrust in order to drive the aircraft 100 through the air.
  • lift is generated by the
  • the angle ⁇ may be around +/-20 0 , in particular 0°, depending on an angle of attack a between the respective wings 111, 112 and the direction of air 301 (see Fig. 3).
  • the propeller unit 130 is spatially fixed to the respective wings 111, 112 such that the engine 120 rotates together with the respective wings 111, 112 around the respective longitudinal wing axis 113, 114.
  • a further propulsion unit 104 such as a jet engine
  • tail wings 105 may be attached which provide for example control surfaces for stabilizing the aircraft 100 during the flight.
  • Fig. 2 shows a more detailed schematical of the engine 120 and the propeller unit 130 which are mounted to the first wing 111.
  • the gear 106 may be a bevel gear in order to couple the propeller shaft 131 with the drive shaft 121 which are approximately perpendicular arranged with respect to each other.
  • the engine 120 may be a piston engine which comprises a piston 123.
  • the piston is movable longitudinally along a piston stroke direction 124.
  • the engine 120 may be designed in such a way, that the piston stroke direction 124 is approximately parallel to the longitudinal wing axis 113 such that the centrifugal forces which are generated because of the rotation of the wing arrangement 110 around the fuselage 101 support a proper fuel distribution inside the cylinder of the engine 120.
  • Fig. 3 shows a side view of the aircraft 100.
  • the wing arrangement 110 is fixed by a coupling section 302, such as a coupling pin or a wing spar, to the sleeve 103 which is rotatably mounted to the fuselage 101.
  • the aircraft section of the aircraft 100 as shown in Fig . 3 is shown in the hover flight mode.
  • the wing arrangement 110 comprises a cord line 303 which connects the leading edge 115 with the trailing edge 116.
  • the propeller rotary axis 132 may be parallel to the cord line 303.
  • An angle of attack a is defined between the cord line 303 and a direction of air 301 which streams again the leading edge 115.
  • the angle ⁇ between the propeller rotary axis 132 and the engine rotary axis 122 may be approximately 90°.
  • the gear 106 is shown which couples the propeller shaft 131 with the drive shaft 121.
  • the piston 123 of the engine 120 comprises a piston stroke direction 124.
  • the piston 123 may be arranged inside the engine 120 in such a way that the piston stroke direction 124 is aligned parallel with the longitudinal wing axis of the wing arrangement 110.
  • Fig. 4 shows a further exemplary embodiment.
  • the aircraft 100 is shown in the hover flight mode wherein the wing arrangement 110, i.e. the respective first wing 111 and the respective second wing 112 rotate around the rotary axis 102.
  • the first wing 111 and the second wing 112 are mounted to the sleeve 103 which is rotatably fixed to the fuselage 101.
  • the sleeve 103 comprises a support structure 401, such as a framework.
  • the engine 120 is mounted to the support structure 401 such that the wing arrangement 110 is tiltable around the longitudinal wing axis 113, 114 independently of the engine 120. For sake of clarity, only the engine 120 at the first wing 111 is shown.
  • the propeller unit 130 and its propeller shaft 131 rotates together with the first wing 111, whereas the engine 120 with its driving shaft 121 does not rotate around the first longitudinal wing axis 113.
  • the engine 120 rotates together with the sleeve 103 around the rotary axis 102.
  • the propeller unit 130 is tiltable together with the wing arrangement 110 around the first longitudinal wing axis 113.
  • the drive shaft 121 and its engine rotary axis 122 is approximately parallel to the rotary axis 102 such that no precession force Fp is generated by the rotating of the drive shaft 121.
  • the drive shaft 121 and/or the propeller shaft 131 may be adjustable in its length, such that a proper force transmission between both shafts 121, 131 is provided if the first wing 111 rotates around the longitudinal wing axis 113.
  • the angle ⁇ between the propeller rotary axis 132 and the engine rotary axis 122 may be between 60° and 120° in the hover flight mode and between -20° and +20° in the fixed wing flight mode.
  • the engine 120 is arranged to the first wing 111 in such a way, that the piston 123 in a cylinder of the engine 120 comprises a piston stroke direction 124 which is aligned along a radial direction to the rotary axis 102 and/or parallel with the first longitudinal wing axis 113.
  • the centrifugal force which acts on the engine 120 may provide a proper fuel distribution of the fuel inside the cylinder of the engine 120.

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  • Aviation & Aerospace Engineering (AREA)
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Abstract

La présente invention concerne un aéronef (100) à décollage et à atterrissage vertical. Un agencement d'aile (110) est couplé à un fuselage (101) de telle sorte que l'agencement d'aile (110) est inclinable autour d'un axe d'aile longitudinal de l'agencement d'aile (110) et que l'agencement d'aile (110) peut tourner autour du fuselage (101). L'agencement d'aile (110) est conçu de telle sorte que, dans un mode de vol à aile fixe, l'agencement d'aile (110) ne tourne pas autour du fuselage (101). L'agencement d'aile (110) est en outre conçu d'une manière telle que, dans un mode de vol stationnaire, l'agencement d'aile (110) est basculé autour de l'axe d'aile longitudinal par rapport à ses orientations dans le mode de vol à aile fixe et de manière telle que l'agencement d'aile (110) tourne autour du fuselage (101). Un moteur (120) comprenant un arbre d'entraînement (121) avec un axe rotatif du moteur (122), le moteur (120) étant couplé à l'agencement d'aile (110) de telle sorte que dans le mode de vol stationnaire, l'axe rotatif du moteur (122) comprend au moins un composant qui est parallèle à un axe de rotation (102) de l'agencement d'aile (110) autour du fuselage (101).
PCT/EP2014/058767 2013-04-30 2014-04-29 Aéronef à décollage et atterrissage vertical avec unité de moteur et propulsion WO2014177591A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1307770.6 2013-04-30
GBGB1307770.6A GB201307770D0 (en) 2013-04-30 2013-04-30 Aircraft for vehicle take-off and landing with an engine and a propeller unit

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WO2014177591A1 true WO2014177591A1 (fr) 2014-11-06

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2535231A (en) * 2015-02-13 2016-08-17 Reiter Johannes Propeller for an aircraft for vertical take-off and landing
EP3162707A1 (fr) * 2015-10-30 2017-05-03 BAE Systems PLC Véhicule aérien à voilure tournante et procédé et appareil pour le lancement et la récupération du véhicule
WO2017072517A1 (fr) * 2015-10-30 2017-05-04 Bae Systems Plc Aéronef à aile tournante et procédé et appareil pour le lancement et la récupération de celui-ci
WO2018147810A1 (fr) * 2017-02-10 2018-08-16 Singapore University Of Technology And Design Aéronef
US10807708B2 (en) 2015-10-30 2020-10-20 Bae Systems Plc Air vehicle and imaging apparatus therefor
US10814972B2 (en) 2015-10-30 2020-10-27 Bae Systems Plc Air vehicle and method and apparatus for control thereof
US10822084B2 (en) 2015-10-30 2020-11-03 Bae Systems Plc Payload launch apparatus and method
US11059562B2 (en) 2015-10-30 2021-07-13 Bae Systems Plc Air vehicle and method and apparatus for control thereof
WO2023272353A1 (fr) * 2021-06-30 2023-01-05 Zircon Chambers Pty. Ltd. Véhicule aérien à réaction assisté par rotor à vol vertical et horizontal

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WO2012035153A1 (fr) * 2010-09-17 2012-03-22 Johannes Reiter Avion à décollage et atterrissage verticaux à rotor à aile basculante
US20120248259A1 (en) * 2011-03-24 2012-10-04 Mark Allan Page Long endurance vertical takeoff and landing aircraft

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WO1998002350A1 (fr) * 1996-07-15 1998-01-22 Mcdonnell William R Ensemble d'atterrissage et de decollage pour aeronefs a decollage et atterrissage verticaux et a vol horizontal
WO2012035153A1 (fr) * 2010-09-17 2012-03-22 Johannes Reiter Avion à décollage et atterrissage verticaux à rotor à aile basculante
US20120248259A1 (en) * 2011-03-24 2012-10-04 Mark Allan Page Long endurance vertical takeoff and landing aircraft

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2535231A (en) * 2015-02-13 2016-08-17 Reiter Johannes Propeller for an aircraft for vertical take-off and landing
EP3162707A1 (fr) * 2015-10-30 2017-05-03 BAE Systems PLC Véhicule aérien à voilure tournante et procédé et appareil pour le lancement et la récupération du véhicule
WO2017072517A1 (fr) * 2015-10-30 2017-05-04 Bae Systems Plc Aéronef à aile tournante et procédé et appareil pour le lancement et la récupération de celui-ci
US10807708B2 (en) 2015-10-30 2020-10-20 Bae Systems Plc Air vehicle and imaging apparatus therefor
US10814972B2 (en) 2015-10-30 2020-10-27 Bae Systems Plc Air vehicle and method and apparatus for control thereof
US10822084B2 (en) 2015-10-30 2020-11-03 Bae Systems Plc Payload launch apparatus and method
US11059562B2 (en) 2015-10-30 2021-07-13 Bae Systems Plc Air vehicle and method and apparatus for control thereof
US11077943B2 (en) 2015-10-30 2021-08-03 Bae Systems Plc Rotary-wing air vehicle and method and apparatus for launch and recovery thereof
WO2018147810A1 (fr) * 2017-02-10 2018-08-16 Singapore University Of Technology And Design Aéronef
US11453492B2 (en) 2017-02-10 2022-09-27 Singapore University Of Technology And Design Transformable hovering rotorcraft
WO2023272353A1 (fr) * 2021-06-30 2023-01-05 Zircon Chambers Pty. Ltd. Véhicule aérien à réaction assisté par rotor à vol vertical et horizontal

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