WO2016188836A1

WO2016188836A1 - Fixed-wing aircraft and method for operating a fixed-wing aircraft

Info

Publication number: WO2016188836A1
Application number: PCT/EP2016/061212
Authority: WO
Inventors: Ralf Fischer; Markus Reinhard; Johannes Wollenberg; Frank Anton; Swen GEDIGA; Marco Schramm; Dieter Wegener; Thomas Wolf
Original assignee: Siemens Aktiengesellschaft
Priority date: 2015-05-27
Filing date: 2016-05-19
Publication date: 2016-12-01
Also published as: DE102015209672A1

Abstract

The invention relates to a fixed-wing aircraft (10) having a fuselage section (12) and a first and second wing section (14, 16) on both sides of the fuselage section (12), at least one drive unit (24) being mounted below and/or above the first and second wing section (14, 16). Said drive unit comprises at least one electric motor in the form of a double-coil-operated actuator motor (34) and an air blade unit (36) driven by means of the double-coil-operated actuator motor (34). The invention further relates to a method for operating a fixed-wing aircraft (10) comprising at least two such drive units (24).

Description

description

Airplane and method of operating a hydrofoil

The invention relates firstly to an airfoil aircraft, namely a hydrofoil with a fuselage section and a first and a second wing section on both sides of the fuselage section, and with a drive unit, which has at least one electric motor and an air scoop unit, for example a propeller or a turbine wheel, driven by the electric motor. includes. Furthermore, the invention also relates to a particular use of a so-called double coil actuator motor. Furthermore, the invention also relates to a method for operating a hydrofoil aircraft.

An airfoil comprises at least one airfoil above a fuselage section (high decker), with the airfoil extending symmetrically on both sides of the fuselage section. When referred to as mid-wing or low-wing types of a wing aircraft, the wings are already visually usually perceived as two individual wings on both sides of the fuselage section. Furthermore, also known as a flying wing design of a wing aircraft is known in which the fuselage section is aerodynamically integrated into the wing and so far - without a prominent fuselage section that could be perceived as a functional separation point of two wings - would rather speak of a single wing, which is already reflected in the name of the design. The innovation proposed here is applicable to all of these designs and, to the extent that there is a need to refer to the respective wing or the respective wings in the further description, is in the interest of better readability and to avoid uncertainty in the naming hereinafter Tragflächenab- cut spoken, wherein on both sides of a fuselage portion of the wing aircraft each extending an airfoil portion. This applies to a high-decker, but also for mid-and low-wing aircraft. In a flying wing, an area around its symmetry or roll axis is considered as a body section. Starting therefrom extends on both sides in each case a wing section of the flying wing.

A wing aircraft of the type mentioned with a driven by an electric motor drive unit is known.

An object of the present invention is to provide a wing aircraft with a novel and particularly efficient drive unit and a particularly favorable arrangement of such a drive unit.

This object is achieved by means of a hydrofoil aircraft, which comprises a fuselage section and a first and a second wing section on both sides of the fuselage section, with the features of claim 1. For this purpose, it is provided in such a wing aircraft that at least one drive unit is arranged below and / or above the first and second wing section, that the drive unit comprises at least one electric motor and an air scoop unit driven by the electric motor, for example a propeller or a propeller Turbine, and that it is the electric motor to an electric motor in the form of a Doppelspulenaktor- motor.

The advantage of the invention is that the double coil actuator motor is an electric motor which, due to its comparatively low weight and good efficiency, is excellently suited for use in a propulsion unit intended for a hydrofoil aircraft. Advantageous embodiments of the invention are the subject of the dependent claims. Here used backlinks indicate the further development of the subject matter of the main claim by the features of the respective subclaim. They should not be construed as a waiver of obtaining independent, objective protection for the feature combinations of the dependent claims. Furthermore, with a view to an interpretation of the claims in a closer specification of a feature in a subordinate claim, it is to be assumed that such a restriction does not exist in the respective preceding claims.

In one embodiment of the hydrofoil aircraft, at least one drive unit is in each case placed in a housing assigned to the first wing section and the second wing section. The housing may each be located on a lower side of the first and the second wing section, for example by being integrated into the underside of the respective wing profile. The housing may also be located above the respective airfoil profile.

In a further embodiment of the hydrofoil aircraft, in each case two drive units are arranged one behind the other in the flow direction of the resulting air flow in the housing. The cross sections of the successively arranged drive units thereby decrease in the flow direction. In this way, the volume flow generated by means of the air bucket unit is increased. In an optional supplement to this embodiment, with each drive unit following a drive unit, an additional compression of the volume flow is achieved by the drive units being operated with rotational speeds increasing in each case in the flow direction. In a method for operating a hydrofoil with successively arranged in the direction of flow drive units is therefore in each case two successively arranged in the flow direction drive units, the for distinction to be referred to as the preceding drive unit and subsequent drive unit, the subsequent drive unit operated with a higher speed compared to the preceding drive unit.

In an additional or alternative embodiment of the hydrofoil aircraft, at least two drive units are arranged next to one another transversely to the flow direction of the resulting air flow in the housing. By juxtaposed drive units there is effectively a parallel connection with a doubling, tripling, etc., of the air volume flow generated during operation and thus the drive power, achieved in accordance with the number of drive units connected in parallel. An arrangement of two or more drive units side by side is facilitated due to the double coil actuator motor used for the drive, because due to a comparatively flat stator many motors, for example, ten

Double coil actuator motors and up to one hundred

Double coil actuator motors, with a diameter of, for example, each 10-20 cm are arranged side by side. The drive units can therefore be distributed over the entire length or at least substantially the entire length of the respective wing section. A concrete number of double coil actuator motors (for example ten to one hundred or more) results, for example, depending on the application and depending on the usable length of the wing sections. In an optional supplement to this embodiment, the drive units arranged side by side in the flow direction are separated from one another within the housing by means of a separating surface. In this way it is avoided that between each two drive units and their Luftschaufeleinheiten air turbulence arise, which disturb the generated flow rate. In an optional variant of this embodiment, the drive units arranged side by side in the flow direction are arranged inside the housing in each case in a pipe or the like, this acting as a separation surface to an adjacent drive unit. With the drive unit, at least the air scoop unit, surrounding tube this becomes a so-called impeller with the associated advantages, such as a reduction in the induced air resistance of the radially aligned blades of the air blading unit, an increase in the efficiency of

Air blade unit and a directed axially to the axis of rotation of the air blade unit air flow. Of the

Doppelspulenaktormotor may be arranged in each case outside the tube and the circular shape of the tube.

When using such pipes, another embodiment is a bundling of several pipes. In such bundling, a plurality of ends of the tubes, which act as outlet of the air flow during operation of the air flow, are brought together a plurality, so that a common end piece results. From the end piece thus formed, the combined air flow of the drive units detected by the combining / bundling occurs. The bundling allows a generation of high volume flows and allows their needs-oriented alignment by a corresponding geometry and / or adjustment, possibly an adjustable adjustment of the tail.

In a method for operating a hydrofoil, each with at least one drive unit below and / or above the first and second wing section, when cornering, ie when one of the wing sections becomes the wing-outside wing section and the other wing section becomes the inside wing-wing section, a default will be different

Speeds for the or each drive unit of each wing section supports a control function of the wing aircraft. In this case, the or each drive unit of curve outside wing portion given a relatively high speed and the or each drive unit of the inside curve wing section a relatively reduced speed. The formulations "relatively increased" and "relatively reduced" refer to the rotational speed of the corresponding drive unit on the respective other wing section. If a multiplicity of drive units distributed over the entire length or at least substantially the entire length of the respective wing section are used, this speed specification can also be finely granular with respect to the individual drive units of each wing section, such that the outer drive unit of the outer wing section occupies the highest Speed is operated and the speeds decrease to the outer drive unit of the inside curve wing section, for example, according to a predetermined or

predeterminable mathematical function, for example, linear, square and so on, decrease. The advantage of the invention and its embodiments results mainly from the advantages of

Double coil actuator motor. The double coil actuator motor is an ironless motor and is characterized by a comparatively low total mass. A thus possible in comparison to a use of an electric motor of other construction mass reduction allows a significant saving of fuel and thus leads to corresponding cost advantages of the operator of the respective aircraft wing. The high flux linkage of the

Double coil actuator motor leads to an optimal utilization of the stator current. Furthermore, the

Double coil actuator motor compared to other electric motors no iron losses. In addition, the dual coil actuator motor is characterized by a very good efficiency at full load and at part load and in the entire speed range. This good efficiency is accordingly applicable to any propulsion of the wing aircraft. zeugs provided drive unit with at least one

Double coil actuator motor.

Further advantages of the approach proposed here arise in the case of a plurality of juxtaposed drive units in the form of a drive power distributed over a certain length of the airfoil sections, for example substantially the entire length of the airfoil sections. This leads to a better weight distribution unc because each Doppelspulenaktormotor each drive unit can be cooled individually, also to an overall better cooling.

An embodiment of the invention will be explained in more detail with reference to the drawing. Corresponding objects or elements are provided in all figures with the same reference numerals.

Show it

1, a wing aircraft in a front view, a side view of a wing portion of a wing aircraft, a cross section of the wing section of FIG 2, a view of the wing section of FIG 2 from the front, a drive unit for a wing aircraft and a wing aircraft operated at different speeds drive units.

The illustration in FIG. 1 shows, by way of the example of a jet aircraft, an airfoil 10 which is known per se Way both sides of a fuselage section 12 each having a wing portion 14, 16 - first wing portion 14, second wing section 16 - has. Shown is likewise a conventional tailplane with a vertical tail 18 and a tailplane 20, 22 included. In the illustrated airfoil 10 there is a jet engine acting as a drive unit 24 on each wing section 14, 16. Basically, the two sections of the tailplane 20, 22 for mounting such a drive unit 24 into consideration. The sections of the horizontal stabilizer 20, 22 can be considered as rear wing sections. The following description is continued in the interests of better readability by the example of drive units 24 attached to or assigned to the (previously mentioned) wing sections 14, 16. The sections of the horizontal stabilizer 20, 22 are always read along as other wing sections.

The representation in FIG. 2 shows a schematically simplified side view of an airfoil section 14, 16 in a viewing direction transverse to a fuselage section 12 (FIG. 1), not shown here. Below the wing section 14, 16 shown here only in the form of a schematically simplified wing profile 26, this comprises a housing 28. The wing profile 26 begins - when viewed in the direction of the resulting during flight air flow - with the so-called wing nose 30th Starting from the wing nose 30th takes the profile thickness of the airfoil 26 initially and tapers from a point maximum profile thickness continuously up to the profile trailing edge 32nd

The illustration in FIG. 3 shows-from the same perspective as the representation in FIG. 2 -a likewise schematically simplified section through an airfoil section 14, 16 according to FIG. 1. A plurality of housing 28 can be seen in the housing 28, which is still recognizable here in the form of its edge line. here two - one behind the other in the flow direction Each drive unit 24 comprises at least one electric motor 34 and each electric motor 34 drives at least one propeller or a turbine wheel. A propeller and a turbine wheel are referred to collectively here and hereinafter as the air blade unit 36.

The illustration in FIG. 4 shows a schematically simplified representation of a wing section 14, 16 according to FIG. 1 in a viewing direction along a fuselage section 12 (FIG. 1), not shown here, and in the form of a plan view of the wing nose 30. Shown in this frontal view of the wing section 14, 16, that in the flow direction front and rear open housing 28 also a plurality of juxtaposed drive units 24 is located. Each drive unit 24 comprises (see FIG. 3) at least one electric motor 34 and at least one air vane unit 36 driven by the electric motor 34. In the representation in FIG. 4, the electric motors 34 are concealed by the air vane units 36 shown there in the form of turbine wheels.

Based on the flow direction of the air flow resulting during the flight of the winged aircraft 10, the drive units 24 are placed next to each other transversely to the flow direction. According to the illustration in FIG. 3, in the embodiment of the airfoil aircraft 10 shown in the figures behind each of the drive units 24 shown in FIG. 4 there is in each case another drive unit 24. An arrangement of drive units 24 in succession, as shown in FIG an arrangement of drive units 24 side by side, as shown in FIG. 4, are independent embodiments. Thus, a single drive unit 24, two or more drive units 24 arranged one behind the other, two or more drive units 24 arranged next to one another and any other such configurations may be located in a housing 28. In addition, all can be a wing section 14, 16 associated drive units 24 in a common housing 28 or in a plurality along the wing section 14, 16 arranged housings 28 are located. The electric motors 34 of the drive units 24 are designed as electric motors 34 on the principle of Doppelspulenaktors. The electric motors 34 are accordingly double-coil actuator motors 34. The illustration in FIG. 2 to FIG. 4, in particular the illustration in FIG. 3, is greatly simplified. The illustration in FIG. 3 shows that each drive unit 24 comprises two double coil actuator motors 34 and each double coil actuator motor 34 drives an air blade unit 36. In principle, each double coil actuator motor 34 can also drive a plurality of air blade units 36 and each drive unit 24 can instead of two

Double coil actuator motors 34 just one

Dual coil actuator motor 34 or more than two

Double coil actuator motors 34 include. The illustration in FIG. 5 shows, in a schematically simplified form, a schematic representation of a drive unit 24 proposed here. An air-shovel unit 36 shown here as a propeller is driven by means of an electric motor 34 which is based on the double-coil actuator motor concept (double-coil actuator motor 34). The air blading unit 36 is surrounded by a plurality of arranged on a circular path permanent magnet 38 and double coils 40, which include the permanent magnets 38. The double coil actuator motor concept is described, for example, in EP 1 858 142 A1, to which reference is made for further details and which, insofar as the motor concept and an electric motor 34 realized according to this concept are concerned, are hereby fully incorporated herein by reference Description is included. As provided in the dual coil actuator motor concept, the radially or tangentially magnetized permanent magnets 38 may be passed through the dual coils 40. Corresponding to the opposite winding sense the two sides of each double coil 40 and the permanent magnets 38 are oppositely magnetized and the north and south poles of a permanent magnet 38 are each a Nordbzw. South pole of a permanent magnet 38 adjacent in the direction of movement.

The permanent magnets 38 are attached to a circular support structure 42. This is rotatable relative to the annularly arranged double coils 40. The permanent magnets 38 with their support structure 42 and the double coils 40 together form the electric motor / double coil actuator motor 34. The radial ends of the air blade unit 36 are rotatably connected to the support structure 42. Rotation due to a traveling magnetic field generated by current flow through the double coils 40, resulting movement of the permanent magnets 38, and rotation of the support structure 42 again causes rotation of the air blading unit 36. The air blading unit 36 is disposed in a tube 44. In the embodiment shown, the tube 44 is the inner wall of a hollow cylinder 46. The tube 44 or the hollow cylinder 46 acts as a separating surface 48 to adjacent drive units 24. The separation surface 48 avoids side by side arranged drive units 24, as shown in the illustration in FIG in that air swirls generated by a drive unit 24 disturb the air flow generated by another drive unit 24. In the embodiment shown with the hollow cylinder 46 of the double coil actuator motor 34 is arranged in this and the hollow cylinder 46 is aerodynamically shaped in the axial direction (impeller). The double coils 40, so the stator of the double coil actuator motor 34, are mounted inside the hollow cylinder 46 - or instead of a hollow cylinder 46 on a tube 44 surrounding the air blade units 36 - rotatably mounted. The permanent magnets 38 and the support structure 42 rotate within the hollow cylinder 46. Instead of a Hohlzy- Lindner 46 other geometries are considered, as long as a cylindrical internal volume results.

The illustration in FIG. 6 shows, in a greatly simplified form, a view of a wing aircraft 10 from below. The illustration of the housing 28 (FIG. 2 to FIG. 4) has been omitted for reasons of clarity. Visible is along the on both sides of the fuselage section 12 extending wing sections 14, 16 a plurality of drive units 24 with electric motors 34 in the form of

Double coil actuator motors 34 arranged. To illustrate a particular advantage of juxtaposed such drive units 24, a graph is shown in the lower area of the illustration, which according to the vertical and each to a drive unit 24 facing lines, the speeds n of the individual drive units 24, that is to illustrate the speeds of the air scoop units 36 , The graph shows that, starting from an average rotational speed n *, the drive units 24 assigned to the wing portion 14 shown on the left in the illustration are operated at a higher rotational speed compared to the middle rotational speed n * and that the wing section shown on the right in the illustration 16 associated drive units 24 are operated at a lower speed compared to the average speed n *. The different thrust output of the individual drive units 24 correlated with the respective rotational speed initially leads to a rotation of the winged aircraft 10 about the vertical axis, as indicated by the block arrow shown in front of the fuselage section 12 (so-called yawing). By means of a plurality of juxtaposed drive units 24 and a selective control of the same, therefore, the control function of the wing aircraft 10, so the control function of the rudder of the rudder 18, are supported. The rudder can therefore be made smaller, so that the or each provided for the deflection drive can also be made smaller, resulting in a weight saving and cost reduction. In the In addition, the rudder can even be dispensed with, and the drive units 24 arranged next to one another assume their function with a corresponding activation. A resulting due to a corresponding control of the drive units 24 slope of the graph shown only for illustration, concretely more a difference between a maximum and a minimum speed of the drive units 24, allows influencing the curve radius. The linear graph shown is expressly to be understood only as an exemplary illustration. For example, when cornering, the rotational speeds of individual or all drive units 24 of the curve-inner airfoil section 16 can be reduced to a particular predetermined or predefinable minimum speed.

While the invention has been further illustrated and described in detail by the exemplary embodiment, the invention is not limited by the disclosed or disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Individual foreground aspects of the description submitted here can be briefly summarized as follows: An airfoil 10 with a fuselage section 12 and a first and second wing section 14, 16 are indicated on both sides of the fuselage section 12, below and / or above the first and second Wing section 14, 16 each at least one drive unit 24 is arranged, which at least one electric motor in the form of a Doppelspulenaktormotors 34 and one by means of

Double coil actuator motor 34 driven air blade unit 36 includes, as well as a method for operating a wing aircraft 10 with at least two such drive units 24th LIST OF REFERENCE NUMBERS

10 carrying plane

12 fuselage section

14 wing section

16 wing section

18 vertical stabilizer

20 horizontal stabilizer

22 horizontal stabilizer

24 drive unit

26 wing profile

28 housing

30 wing nose

32 profile trailing edge

34 electric motor, double coil actuator motor

36 air scoop unit

38 permanent magnet

40 double coil

42 supporting structure

44 pipe

46 hollow cylinders

48 interface

Claims

claims

An airfoil (10) having a fuselage section (12) and a first and a second wing section (14, 16) on both sides of the fuselage section (12),

wherein at least one drive unit (24) is arranged below and / or above the first and the second wing section (14, 16), respectively

wherein the drive unit (24) comprises at least one electric motor and an air scoop unit (36) driven by the electric motor,

marked by

an electric motor (34) in the form of a

Double coil actuator motor (34).

2. wing aircraft (10) according to claim 1, wherein in each case at least one drive unit (24) in each of the first wing portion (14) and the second wing portion (16) associated housing (28) is placed.

3. A wing aircraft (10) according to claim 2, wherein the housing (28) is disposed respectively on an underside of the first wing portion (14) and the second wing portion (16).

4. wing aircraft (10) according to claim 2 or 3,

wherein in the housing (28) at least two drive units (24) are arranged side by side transversely to the flow direction.

5. wing aircraft (10) according to claim 4, wherein in the flow direction juxtaposed drive units (24) within the housing (28) by means of a separating surface (48) are separated from each other.

6. wing aircraft (10) according to claim 5, wherein the air scoop units (36) of the flow direction juxtaposed drive units (24) within the housing (28) are each arranged in a tube (44) and wherein the tube (44) acts as a separating surface (48) to an adjacent drive unit (24).

7. wing aircraft (10) according to one of claims 2 to 6, wherein in the housing (28) in each case two drive units (24) are arranged one behind the other in the flow direction.

8. A method for operating a wing aircraft (10) according to claim 7, wherein at two in the flow direction successively arranged drive units (24) - preceding drive unit (24), subsequent drive unit (24) - the subsequent drive unit (24) with a comparison with the preceding drive unit (24) higher speed is operated.

9. A method of operating a wing aircraft (10) according to any one of claims 1 to 7, wherein during flight when cornering one of the wing sections (14, 16) the curved wing section (14, 16) and the other wing section (14, 16) forming the inboard airfoil portion (14, 16), and by providing different speeds for the or each drive unit (24) of each airfoil portion (14, 16), a control function of the airfoil (10) is supported for the or each power unit (24) of the curve-outside wing section (14, 16) a relatively increased speed and for the or each drive unit (24) of the inside bend wing section (14, 16) is given a relatively reduced speed.