WO2017021391A1

WO2017021391A1 - Vtol aircraft having a movable mass for control

Info

Publication number: WO2017021391A1
Application number: PCT/EP2016/068386
Authority: WO
Inventors: Christian SEIWALD
Original assignee: Seiwald Christian
Priority date: 2015-08-06
Filing date: 2016-08-02
Publication date: 2017-02-09
Also published as: AT517539A1; AT517539B1

Abstract

The invention relates to a VTOL aircraft (1, 10) having a displaceable mass (9) attached to or fitted in the fuselage (7), and at least two pivotable rotors (3). The rotors (3) are arrangeable in a substantially horizontal position and are in this case each rotatable about a thrust axis (13) parallel to a vertical axis (28) of the VTOL aircraft (1, 10), such that the VTOL aircraft (1, 10) is able to move in hovering flight. The rotors (3) are arrangeable in a substantially vertical position and are in this case each rotatable about their thrust axis (13) parallel to a longitudinal axis (11) of the VTOL aircraft (1, 10), such that the VTOL aircraft (1, 10) is able to move in horizontal flight. The displaceable mass (9) is displaceable such that the overall centre of mass (6) of the VTOL aircraft (1, 10) is located on the resulting thrust axis (33) substantially at any time.

Description

VTOL aircraft with movable mass for control

The invention relates to a VTOL aircraft with a movable mass according to the preamble of claim 1 and to a method for operating a VTOL aircraft according to claim 17.

Current rotary wing aircraft, particularly VTOL (Vertical Take-Off and Landing) aircraft, such as dual-copters or bopters, tend to be unstable during flight operations, and the flight stability of twin-rotor VTOL aircraft with two rotors is difficult to maintain The technique, because the attitude control around all three axes (six degrees of freedom) of only four control variables (propeller blade position of the two rotors and speed of the two motors) must be compensated .In such VTOL aircraft, the interaction of the inertial torsion of the rotors with the moment of inertia of the stationary Parts of the fuselage, for example, when the rotors are tilted too fast from their plane of rotation, produce a pitching moment that runs counter to the danger of oscillating oscillations, which is why VTOL aircraft are very unstable in hover, as well as in W from hibernation to horizontal flight, and vice versa.

A comparable VTOL aircraft is known from the document EP 2 551 190 AI. This VTOL aircraft requires rotors with cyclic rotor blade adjustment to counteract unwanted pitch pulses.

The document WO 2015/022711 Al discloses a VTOL vehicle with pivotable rotors and a displaceable mass with which the center of mass of the VTOL vehicle can be displaced. Furthermore, it is disclosed that the displaceable mass is positioned during the vertical lifting so that the center of gravity is on the thrust axis of the rotors. However, the instability during flight operations, especially when changing from hover to level flight and when switching from horizontal flight to hovering, may continue to exist, as, among other things, the effect of shifting the mass in the reef may be too small. For complete control of the transverse axis, the VTOL vehicle also requires lifting engines in the horizontal stabilizer. The invention has for its object to provide a VTOL aircraft and a method for operating such a VTOL aircraft, in which the above disadvantages do not occur, and in which the flight characteristics are improved.

According to the invention this object is achieved in that the displaceable mass is adapted to be relocated so that the total mass center of gravity of the VTOL vehicle is substantially at any time on a resulting thrust axis.

This provides the advantage that the VTOL aircraft has a movable mass on or in the fuselage that is movable during a substantially horizontal orientation of the rotors such that the overall mass center of gravity of the VTOL aircraft is substantially on the resulting thrust axis at all times , The VTOL aircraft or the flying system is thus advantageously torque-free essentially at all times.

The provision of this movable mass, which is displaceable in an embodiment according to the invention along the longitudinal axis of the VTOL aircraft, has the advantage that the flight stability in particular during the transition, ie when changing from hover to horizontal flight or when switching from horizontal flight in the hover, and the hover itself, compared to the prior art is improved. Additional lifting engines in the horizontal stabilizer, for example, are not necessary in the VTOL aircraft according to the invention.

The optional embodiment as a high-wing aircraft advantageously makes the VTOL aircraft according to the invention inherently stable. Furthermore, the VTOL aircraft according to the invention can be designed as a Canard aircraft.

An embodiment of the VTOL aircraft according to the invention provides a fuselage, at least two driven rotors, bearing surfaces on which the rotors are arranged, and a movable mass. In addition, the system is designed to make all rotating parts as light as possible in order to reduce the resulting moments of inertia.

The rotors are pivotable by actuators. Preferably, the rotors are pivotable at least at a 120 degree angle, wherein the rotors, and thus the rotor blades, during the hover flight horizontally, substantially parallel to the earth's surface or to the VTOL aircraft longitudinal axis, and during the horizontal flight are arranged vertically, at a substantially 90-degree angle to the ground surface or to the VTOL aircraft longitudinal axis. In particular embodiments, the rotors, and thus the rotor blades, are also pivotable at a 180-degree angle or a 360-degree angle, and may be inclined against the direction of flight.

In preferred embodiments are in the wings recesses in which the rotors are mounted. This offers the advantage that the emergence of a vortex ring, which is often encountered in hovering in VTOL aircraft, which is very detrimental to flight stability, is prevented.

Particularly advantageously, each rotor is mounted on a rotatable about a rotational axis arranged front rudder segment. If each wing additionally has at least one rear rudder segment, the rear rudder segment and the front rudder segment in horizontal flight form a common aerodynamically favorable body during the substantially horizontal movement of the VTOL vehicle. As a result, a common wing segment or a wing of highest aerodynamic quality is formed.

In preferred embodiments, the displaceable mass comprises a part of the fuselage that can be displaced relative to the wings or the entire fuselage. As a result, the entire fuselage or parts thereof can be displaced relative to the wings, so as to achieve the described dynamic mass displacement and to achieve that the overall mass center of gravity of the VTOL aircraft lies on the resulting thrust axis at substantially all times. This embodiment may be advantageous in that a larger displaceable mass is necessary to allow good controllability in all flight attitudes.

This displacement of the fuselage is relative to the wings. Alternatively, both wings in this case can be displaced synchronously as well as each wing individually relative to the fuselage.

Alternatively, the displaceable mass can be displaced relative to one of the wings. In this case, either the hull is displaced relative to only one wing, so each additional wing is mitverlagert to the same extent with the fuselage, or it is a wing shifted relative to the fuselage. In alternative preferred embodiments, the displaceable mass comprises a relative to the wings displaceable energy storage. As a result, a potentially existing energy store is advantageously used as the displaceable mass.

In an advantageous embodiment, the wings are laminar and particularly streamlined. This serves to optimize the high-speed flight characteristics, since the laminar profile of the wings can have a high surface load in horizontal flight.

The movable mass is connected in an embodiment according to the invention via a linear guide or a shaft with the structure. An actuator, mechanically connected by a rigid, fixed connection to the structure of the aircraft, drives the movable mass via a mechanical / electric drive train. The movable mass is preferably a part of the airframe or hull or payload (e.g., energy storage used, for example, to drive the rotors and / or the actuator).

The provision of a digital control system for the rotors and the movable mass, preferably a digital kinematics model, allows the tuning of the position of the movable mass to the current angles of incidence of the rotors. The digital control system allows any number of transition positions of the rotors during transition to be set between the substantially horizontal and substantially vertical positions, and to position the movable mass such that the overall mass center of gravity of the VTOL aircraft during the substantially horizontal position of the rotors and during the transition from the substantially horizontal to the substantially vertical position of the rotors lies substantially at any time on the resulting thrust axis. In preferred embodiments of the VTOL aircraft, the movable mass is movable along the longitudinal axis of the VTOL aircraft.

Preferably, the VTOL aircraft has inertial sensors, a GPS receiver, acceleration sensors, and a 3-axis gyroscope. This makes it possible to collect data in real time and to forward this data, for example, to the digital control system.

With the VTOL aircraft according to the invention, a method for stabilizing the flight characteristics of a VTOL aircraft with at least two rotatable rotors can be carried out, wherein the rotors, and thus the rotor blades, in a first step are arranged in a substantially horizontal position, wherein the rotors each rotate about an axis parallel to the vertical axis of the VTOL aircraft and the VTOL aircraft is thereby moved in hover, and wherein the rotors, and thus the rotor blades, in a next step in a second substantially vertical position, the rotors each rotating about an axis parallel to the longitudinal axis of the VTOL aircraft and thereby moving the VTOL aircraft in horizontal flight, wherein during the substantially horizontal position of the rotors one, in or on the fuselage of VTOL aircraft mounted movable mass is moved such that the total mass center of gravity of the VTOL aircraft is substantially at any time on the resulting thrust axis.

In preferred variants of the VTOL aircraft, a method is performed wherein the rotors are placed in a transient position, wherein the rotors, and thus the rotor blades, are 45 degrees forward in flight direction as compared to their substantially horizontal forward or forward position be tilted rearward, and wherein the movable mass is moved so that the total mass center of gravity of the VTOL aircraft is substantially at any time on the resulting thrust axis.

In preferred embodiments of the VTOL aircraft according to the invention, a method is carried out in which hover, transition position and horizontal flight are taken in succession.

In preferred embodiments of the VTOL aircraft according to the invention, a method is carried out in which the rotors, and thus the rotor blades, are pivoted continuously between taking their substantially horizontal position and their substantially vertical position and thereby, in addition to horizontal position, vertical position and Transition position, as many transition states can take, and wherein the rotors from its substantially horizontal position starting to pivot to its substantially vertical position, and vice versa, and wherein the movable mass is moved so that the total mass center of gravity of the VTOL aircraft substantially to each Time is on the resulting thrust axis.

Further advantageous embodiments of the device according to the invention are explained in more detail below with reference to FIGS.

FIG. 1A shows a cross-sectional side view of a VTOL aircraft in hover flight according to a first embodiment of the invention.

Figure 1B shows a perspective view of a VTOL aircraft in hover according to the first embodiment of the invention.

Figure 2A shows a cross-sectional side view of a VTOL aircraft in transition according to the first embodiment of the invention.

FIG. 2B shows a perspective view of a VTOL aircraft in transition according to the first exemplary embodiment of the invention.

FIG. 3A shows a cross-sectional side view of a VTOL aircraft in horizontal flight according to the first exemplary embodiment of the invention.

Figure 3B shows a perspective view of a VTOL aircraft in horizontal flight according to the first embodiment of the invention.

Figure 4A shows a cross-sectional side view of a VTOL aircraft in hover according to a second embodiment of the invention.

Figure 4B shows a perspective view of a VTOL aircraft in hover according to the second embodiment of the invention.

FIG. 5A shows a cross-sectional side view of a VTOL aircraft in transition according to the second exemplary embodiment of the invention.

FIG. 5B shows a perspective view of a VTOL aircraft in transition according to the second exemplary embodiment of the invention.

Figure 6A shows a cross-sectional side view of a VTOL aircraft in horizontal flight according to the second embodiment of the invention.

Figure 6B shows a perspective view of a VTOL aircraft in horizontal flight according to the second embodiment of the invention.

Figure 7A shows a cross-sectional side view of a wing of the VTOL aircraft. Figure 7B shows a perspective view of the wing of the VTOL aircraft.

Figure 8 shows a schematic drawing of a functional arrangement of the control system with individual components.

Figure 1A and Figure 1B show a VTOL aircraft 1 in hover according to a first embodiment of the invention. Two rotors 3, and thus the rotor blades, are in their substantially horizontal position. Each rotor 3 is arranged in a recess 4 of the support surface 2, wherein each rotor 3 is attached via a motor pylon of a motor 14 to a front rudder segment 38 rotatably arranged about a rotation axis 37. The motor 14 drives the rotor 3, and the rotor 3 rotates about a thrust axis 13 according to a direction of rotation 40. On the support surface 2, a rear rudder segment 5 is arranged. A displaceable mass 9 arranged in the hull 7, an energy store 15, for example an accumulator, is located on a resultant Shear axis 33 parallel to the thrust axes 13 of the rotors 3. A center of mass 12 of the movable mass 9 and a total mass center of gravity 6 of the VTOL aircraft 1 are also located on the resulting thrust axis 33, which coincides with a vertical axis 28 in Figure 1A and Figure 1B.

If the two rotors 3 are aligned in the same direction, the resulting thrust axis 33 lies in a plane which is spanned by the two thrust vectors of the rotors 3, which respectively lie on the thrust axis 13 of the rotors 3. If the magnitude of the two thrust vectors of the rotors 3 is the same, the resulting thrust axis 33 is in the plane of symmetry of the VTOL aircraft 1. The symmetry plane is in the symmetrically constructed VTOL aircraft 1 according to the first embodiment of the invention, for example, from the vertical axis 28 and Spanned longitudinal axis 11. If the magnitude of the two thrust vectors of the rotors 3 is not the same, the resulting thrust axis 33 may not lie in the plane of symmetry of the VTOL aircraft 1. Likewise, unequal alignment of the two rotors 3 changes the shape of the plane in which the resulting thrust axis 33 lies, which plane can form into a curved surface in space.

When hovering, the rotors 3, and thus the rotor blades, are arranged substantially horizontally, parallel to the earth's surface or to the longitudinal axis 11 of the fuselage 7. This allows a movement of the VTOL vehicle 1 along its vertical axis 28, for which purpose the speed of the rotors 3 is increased synchronously, or if necessary, a change in the orientation of the rotors 3 is made. A (partial) rotation of the VTOL aircraft 1 about its vertical axis 28 is possible by opposing deflection of the rotors 3. By a dynamic mass movement of the movable mass 9 of the total mass center of gravity 6 on the resulting thrust axis 33, ie the vertical axis 28, directed.

For equal thrust vectors (or speeds) of the two rotors 3, the system is in equilibrium when the total mass center of gravity 6 is on the resulting thrust axis 33 and thus no inherent moments occur. In order to get into the hover, lifts the presented here VTOL aircraft 1 by the total amount of thrust vectors is first increased synchronously over the amount of weight 30. In this phase, the total mass center of gravity 6 is on the resulting thrust axis 33.

The possibility of shifting the moving mass 9 described in this invention is used to keep the longitudinal axis 11 horizontal, in the case where the rotor planes are uniform about an axis parallel to a transverse axis 29, which axes in Figure 1A normal to the longitudinal axis 11 and the plane are inclined. As a result, these generate, caused by the gyro effect (inertial tensor), a tilting movement opposite pitching motion of the VTOL aircraft 1. Counter equal deflection of the rotors 3 then affects the position of the longitudinal axis 11, if the amounts of the deflections or the inertia tensors a difference exhibit. Due to the displacement of the displaceable mass 9, an occurring moment can be compensated. Since the displaceable mass 9 is displaced away from the resulting thrust axis 33, a complete controllability is given during all flight conditions.

Due to the displacement of the displaceable mass 9, it may happen that the displaceable mass 9 or the total mass center of gravity 6 are not located on the resulting thrust axis 33 for a short time. However, as soon as an occurring moment is compensated, the displaceable mass 9 is again shifted to the resulting thrust axis 33. In this regard, the displaceable mass 9 or the total mass center of gravity 6 of the VTOL vehicle 1 is substantially at any time on the resulting thrust axis 33 is located. The VTOL aircraft 1 or the flying system is thus advantageously torque-free essentially at any time.

The rotation about the longitudinal axis 11 is achieved by differentiating the thrust vectors. The rotation about a vertical axis 28 takes place by differentiated deflection of the rotors 3, and thus of the thrust vectors, from their vertical position.

Hovering is a permanent interaction of vectors whose magnitude and direction are known in principle at any given time:

Longitudinal axis 11: rotation-> (DI G) R

Translation »aL / aR, (ÄÖ) L + Ä (DR)

Transverse axis: rotation-> m (mass 9) * x (longitudinal axis 11)

Translation »ooL, ooR + aL, aR (synchronous)

Vertical axis 28: rotation-> aL, aR

Translation »Ä (CDL + (DR)

Where L is the left rotor and R is the right rotor; ω denotes the rotational speed of the respective rotor; α denotes the angle of inclination of the respective rotor with respect to a plane spanned by the longitudinal and transverse axes. The displaceable mass 9 has the task of preventing the rotation about the transverse axis 29, especially during the transition from hover to horizontal flight, or vice versa. Due to the displaceable mass 9, the total mass center of gravity 6 of the VTOL aircraft 1 is not rigid. The mass displacement along the longitudinal axis 11 not only has a static effect; Also, the acceleration pulse of the movable mass 9 counteracts a disturbance, whereby the path of the movable mass 9 (depending on their ratio to the total weight) can be kept relatively low with consistent use of this acceleration pulse. In addition, the system is in a physically stable state, since permanent buoyancy is generated above the total mass center of gravity 6.

When hovering, the circular recess 4 around the rotors 3 counteracts the formation of the dreaded vortex ring, which is no longer a danger even with little forward movement. The rear rudder segment 5 is not in the hovering flight in the area of the airflow of the rotors 3.

FIG. 2A and FIG. 2B show the VTOL aircraft 1 in transition, ie the transition from hover into horizontal flight, or from horizontal flight into hover flight. The transition is usually taken only very briefly. Preferably, the rotors 3 are inclined 45 degrees forward relative to their substantially horizontal position, which corresponds to their transitional position. The rotors 3 rotate during the transition from hover to the transition position in each case synchronously forward to a thrust axis 13 according to the direction of rotation 40th

In Figure 2A, the rear rudder segment 5 is inclined at the same angle as the rotor 3. Each rotor 3 is arranged in a recess 4 of the support surface 2, wherein it is inclined by about 45 degrees. In the fuselage 7, the displaceable mass 9 is arranged, which is movable parallel to the longitudinal axis 11 of the VTOL aircraft 1. Preferably, the displaceable mass 9 is aligned by an actuator. The displaceable mass 9 is aligned such that the total mass center of gravity 6 of the VTOL aircraft 1 is as continuously as possible on the resulting thrust axis 33, and there are no static moments in the transition position or during the transition. The center of gravity 12 of the movable mass 9 is not located directly on the resulting thrust axis 33, which is parallel to the thrust axes 13 of the rotors 3. The attitude of the VTOL aircraft 1 is due to the arrangement of the total mass center of gravity 6 on the resulting thrust axis 33 is particularly stable.

During the transition, it should be emphasized that, due to the physically stable Center of gravity, the dynamic impulse of a correction by means of mass displacement counteracts a deflection about the transverse axis 29.

During the transition, the rear rudder segment 5 briefly travels through the air stream of the rotors 3, wherein the relative angle between the engine pylon of the engine 14 and the rear rudder segment 5 can be chosen so that this has the least possible influence on the accelerated by the rotors 3 air flow.

The rigid and very narrow wing segment arranged in the diffuse region - ie in front of the rotors 3 - has little aerodynamic influence on the air volume entering the rotor plane.

In alternative embodiments, the rotors 3 may also be inclined 45 degrees backwards relative to their substantially horizontal position. Between the hover and horizontal flight, the rotors 3 can theoretically assume an infinite number of positions that are comparable to the transition position and differ primarily by the degree of inclination of the rotors 3 from the transition position.

Figure 3A and Figure 3B show the VTOL aircraft 1 in horizontal flight with the rotors 3, and thus the rotor blades, in their substantially vertical position. The direction of rotation 40 of the rotors 3, which are arranged in a recess 4 of the support surface 2 and each rotate about a thrust axis 13, is also shown. The displaceable mass 9 is arranged below the rotors 3. The total mass center of gravity 6 of the VTOL aircraft 1 is located below the lifting point.

The VTOL aircraft 1 behaves like a "conventional" aircraft during level flight, where the thrust vectors are largely synchronized and the displaceable mass 9 is positioned so that the balance of forces is as good as possible and degrees of freedom of a "fixed wing".

The displaceable mass 9 is positioned by the digital kinematics model in such a way that the total mass center of gravity 6 of the VTOL aircraft 1 lies on the resulting thrust axis 33 at substantially the same time during the hover and the transition, respectively. Due to the dynamic mass displacement of the movable mass 9 acts on the transverse axis 29, an additional balancing force. This mass displacement is both center of gravity specific and pulse controlled. Preferably, all Changes in the position of acceleration sensors, inertial sensors and gyroscopes are determined in real time.

FIGS. 4A to 6B show a VTOL aircraft 10 according to a second exemplary embodiment of the invention. In essence, the VTOL aircraft 10 according to the second embodiment is identical to the VTOL aircraft 1 according to the first embodiment of the invention, with similar or like elements being described by the same reference numerals and will not be explained further here. An essential difference between the two exemplary embodiments is that in this second exemplary embodiment, the entire hull 7 forms the mass 9 that can be displaced relative to the wings 2.

The center of gravity 12 of the displaceable mass 9 and the total mass center of gravity 6 of the VTOL aircraft 10 are located on the resulting thrust axis 33, which coincides with the vertical axis 28 in FIGS. 4A and 4B.

The displacement of the fuselage 7, which is illustrated by the possible positions 35 of the fuselage 7, can be carried out depending on the regulation so that the system remains torque-free during the hover, the transition and the horizontal flight. In this case, the center of gravity 12 is displaced within the degrees of freedom 34. The system or the VTOL aircraft 10 remains fully controllable during the entire (reversible) cycle, ie during the transition from hover to horizontal flight and vice versa.

In hovering, the hull 7 is displaced with great precision parallel to the longitudinal axis 11 in order to compensate for undesired deflections about the pitch axis.

Due to the displacement of the fuselage 7, it may happen that the fuselage 7 or the total mass center of gravity 6 does not lie on the resulting thrust axis 33 for a short time. However, as soon as an occurring moment is compensated, the hull 7 is shifted back to the resulting thrust axis 33. In this regard, the fuselage 7 or the total mass center of gravity 6 of the VTOL vehicle 10 lies substantially at any time on the resulting thrust axis 33. The VTOL aircraft 10 or the flight system is thus advantageously free of torque essentially at any time.

During the transition, the hull 7 and its center of mass 12 migrate with the resulting thrust axis 33 with, until the elevator force 31 is adjusted by the increasing horizontal speed. From this point on, the hull 7 then moves forward again, ie in the direction of flight, until it produces an ideal center of gravity for horizontal flight. In this system condition, the aft rudder segments 5 and forward rudder segments 38 which receive the engine pylon and motor 14, respectively, align at a nip plane 39 thereby forming a high aerodynamic grade gapless wing segment. The rear rudder segments 5 are rotatable about an axis of rotation 36 and the front rudder segments 38 about the axis of rotation 37. FIGS. 7A and 7B illustrate this situation in detail.

In horizontal flight, the dynamic displacement of the center of mass 12 can be used to increase the efficiency, so that rudder forces are minimized.

Alternatively, the displaceable mass 9 can be displaced only relative to one of the wings 2, wherein, for example, the other of the wings 2 is mitverlagert to the hull 7 to the same extent. Alternatively, only a part of the fuselage 7 can form the mass 9 which can be displaced relative to the wings 2.

FIG. 8 shows in a schematic drawing an arrangement for controlling a VTOL vehicle 1 or 10 according to the invention. The displaceable mass 9 is connected to a control system 18, preferably a digital kinematics model. The control system 18 is also connected to an ultrasonic proximity sensor 17, a 3-axis gyroscope 22, a GPS receiver 23, an electronic compass 24, an air pressure sensor 25, a dynamic pressure sensor 27, and acceleration sensors. This is called an AHRS (Attitude / Heading References System). In addition, the control system 18 is connected to the rotors 3, aileron servos 19 and transverse axis servos 20. The control system 18 communicates with the motors 14, which drive the rotors 3 and serve the deflection of the rotors 3. In addition, the control system 18 controls via the servos 26 the height position and the lateral deflection of the VTOL vehicle 1 or 10. The displaceable mass 9 is steered via a servo 16 for actuating the movable mass 9. The control system 18 is connected via connections 21 to the listed components.

Inertia tensors of the rotors 3 counteract tilting in the direction of horizontal attitude, which in principle has a negative pitching moment result. This effect is compensated by a corresponding positioning of the movable mass 9. In addition, the system is designed to make all rotating parts as light as possible are to reduce the moments of inertia and to slow down the sequence of tipping (change from hover to horizontal flight or vice versa). This is in contrast to the ability to quickly respond to disturbing forces from each synchronous rotor position, as compensate for the same rotation of the rotor planes their moments of inertia. The remaining portion is adjusted by the actuation of the mass. About another size, the dynamic pressure, the system can independently determine which force acts on aerodynamically acting surfaces on the VTOL vehicle 1 or 10 depending on the speed to the ambient air, and thus the total mass center of gravity 6 of the VTOL vehicle 1 or 10 on the adjust the respective attitude (horizontal or hover).

In an embodiment according to the invention of the VTOL vehicle 1 or 10, the wings 2 for control in horizontal flight conventional rudder surfaces (ailerons, elevator, rudder) on. The rudder surfaces can be moved and controlled independently of the inclination of the wings 2.

A VTOL vehicle 1 or 10 according to the invention is designed as a high-decker in order to utilize the physically stable state and the pulse direction during the displacement of the fuselage 7. The VTOL vehicle 1 or 10 according to the invention can be executed as a Canard aircraft.

The aircraft 1 or 10 may have at least two or more coaxially or transversely arranged rotors 3. For example, the aircraft 1 or 10 may have four coaxially arranged rotors 3, two each per wing 2. As a result, the reliability of the aircraft 1 or 10 is increased.

The rotors 3 of the VTOL vehicle 1 or 10 according to the invention are operated purely electrically in preferred embodiments or are based on serial or parallel hybrid operating trains. In special embodiments, the rotors 3 are driven by internal combustion engines. In preferred embodiments, the propeller blade position of the rotors 3 and / or the speed of the motors 14 are adjustable. In particularly preferred embodiments, the angle of attack of the motors 14 is adjustable. In alternative embodiments, the pan and tilt of the rotors 3 are based on digital / BL servos. The rotors 3 can be designed with or without fanductuct / impeller sheath.

In alternative embodiments, the rotors 3 are at, on or under the Attached wings 2, wherein the rotors 3 in these embodiments are not in recesses 4 of the wings 3 can be arranged. In alternative embodiments, the rotors 3 are attached to the ends of the wings 2. In particular embodiments, the rotors 3 are arranged on the hull 7. In alternative embodiments, the rotors 3 are surrounded by a ring structure, wherein the rotors 3 form the wings 2 together with the ring.

Directory:

1, 10 VTOL vehicle

2 wing

3 rotor

4 recess of the wing

5 rear rudder segment

6 Overall mass of the VTOL vehicle

7 hull

8 tail

9 Displaceable mass

11 longitudinal axis

12 Mass center of the movable mass

13 thrust axis of the rotor

14 engine

15 energy storage

16 Servo for actuating the displaceable mass 9

17 ultrasonic proximity sensor

18 (digital) control system

19 aileron servo

20 Querachsenservo

21 connections

22 3-axis gyroscope

23 GPS receivers

24 Electronic compass

25 air pressure sensor

26 servo height / side

27 dynamic pressure sensor

28 vertical axis

29 transverse axis

30 weight

31 balancing elevator

32 point of attack of the resulting buoyancy force

33 Resulting thrust axis

34 Degree of freedom of the center of mass 12

35 Possible positions of the fuselage 7 after relocation

36 axis of rotation of the rear rudder segment 5 Rotary axis of the front rudder segment 38 Front rudder segment

Oscillating plane of the rudder segments Direction of rotation of the rotor

Claims

claims

A VTOL vehicle (1, 10) having a displaceable mass (9) mounted on or in the fuselage (7) and at least two pivotable rotors (3) for substantially substantially vertical movement of the VTOL vehicle, respectively horizontal position and about a thrust axis (13) parallel to a vertical axis (28) of the VTOL vehicle (1 10) are rotatable, and wherein the rotors (3) for a substantially horizontal movement of the VTOL vehicle in each case in a substantially vertical position and about a thrust axis (13) parallel to a longitudinal axis (11) of the VTOL vehicle (1, 10) are rotatable, characterized in that the displaceable mass (9) is adapted to be displaced so that Total mass center of gravity (6) of the VTOL vehicle (1, 10) substantially at any time on a resulting thrust axis (33).

2. VTOL vehicle (1, 10) according to claim 1, characterized in that the rotors (3) in transition positions between the horizontal position and the vertical position, in particular forward or backward inclined, can be arranged.

3. VTOL vehicle (1, 10) according to claim 1 or 2, characterized in that the VTOL vehicle (1, 10) has a digital control system (18) for the rotors (3) and the movable mass (9), wherein the digital control system (18) places the rotors (3) in the horizontal position, the vertical position and the intermediate transition positions and displaces the mass (9) so that the total mass center of gravity (6) of the VTOL vehicle (1, 10) on a resulting thrust axis (33).

4. VTOL vehicle (1, 10) according to claim 3, characterized in that the control system (18) is configured as a digital kinematics model.

5. VTOL vehicle (1, 10) according to one of claims 1 to 4, characterized in that the displaceable mass (9) along the longitudinal axis (11) of the VTOL vehicle (1, 10) is displaceable.

6. VTOL vehicle (1, 10) according to one of claims 1 to 5, characterized in that it is designed as an unmanned VTOL vehicle (1, 10).

7. VTOL vehicle (1, 10) according to one of claims 1 to 6, characterized in that in that it has bearing surfaces (2) on which the pivotable rotors (3) are arranged.

8. VTOL vehicle (1, 10) according to claim 7, characterized in that the pivotable rotors (3) in recesses (4) of the support surfaces (2) are arranged, wherein each rotor (3) at one about an axis of rotation (37 ) rotatably mounted front rudder segment (38) is mounted.

9. VTOL vehicle (1, 10) according to claim 8, characterized in that each support surface has at least one rear rudder segment (5), wherein the rear rudder segment (5) and the front rudder segment (38) are designed such that they during the substantially horizontal movement of the VTOL vehicle together result in an aerodynamically designed wing segment.

10. VTOL vehicle (10) according to one of claims 7 to 9, characterized in that the displaceable mass (9) comprises a relative to the support surfaces (2) displaceable part of the hull (7) or the entire hull (7).

11. VTOL vehicle (10) according to claim 10, characterized in that the displaceable mass (9) relative to one of the support surfaces (2) is designed to be displaceable.

12. VTOL vehicle (1) according to one of claims 7 to 9, characterized in that the displaceable mass (9) comprises a relative to the support surfaces (2) displaceable mass (15).

13. VTOL vehicle (1, 10) according to one of claims 7 to 12, characterized in that the support surfaces (2) have a low-resistance profile.

14. VTOL vehicle (1, 10) according to one of claims 1 to 13, characterized in that the VTOL vehicle (1, 10) has a cross member on which the displaceable mass (9) is mounted.

15. VTOL vehicle (1, 10) according to one of claims 1 to 14, characterized in that the VTOL vehicle (1, 10) has an actuator for displacing the displaceable mass (9).

16. VTOL vehicle (1, 10) according to claim 15, characterized in that the actuator via a rigid connection with the cross member of the VTOL vehicle (1, 10) mechanically is firmly connected.

17. VTOL vehicle (1, 10) according to any one of claims 15 or 16, characterized in that the drive of the actuator via a mechanical / electrical drive train with the displaceable mass (9) is connected.

18. VTOL vehicle (1, 10) according to one of claims 1 to 17, characterized in that the rotors (3) by means of motors (14) are pivotable.

19. VTOL vehicle (1, 10) according to one of claims 1 to 18, characterized in that the VTOL vehicle (1, 10) has a GPS receiver (23) and a 3-axis gyroscope (22) and acceleration sensors.

20. VTOL vehicle (1, 10) according to one of claims 1 to 19, characterized in that the VTOL vehicle (1, 10) is designed as a high-decker.

21. VTOL vehicle (1, 10) according to one of claims 1 to 20, characterized in that the VTOL vehicle (1, 10) is designed as a Canard aircraft.

22. A method for stabilizing the flight characteristics of a VTOL vehicle (1, 10) with at least two pivotable rotors (3), wherein the rotors (3) are arranged for a substantially vertical movement of the VTOL vehicle in each case in a substantially horizontal position and about a thrust axis (13) parallel to a vertical axis (28) of the VTOL vehicle (1, 10) rotate, and wherein the rotors (3) arranged for a substantially horizontal movement of the VTOL vehicle in each case in a substantially vertical position and about a thrust axis (13) parallel to a longitudinal axis (11) of the VTOL vehicle (1, 10) rotate, characterized in that in or on the hull (7) of the VTOL vehicle (1, 10) mounted, displaceable Mass (9) is displaced so that the total mass center of gravity (6) of the VTOL vehicle (1, 10) is substantially at any time on a resulting thrust axis (33).

A method according to claim 22, characterized in that the rotors (3) are pivoted in transition positions between the horizontal position and the vertical position, in particular inclined forwards or backwards.

24. A method according to any one of claims 22 or 23, characterized in that the rotors (3) between the substantially horizontal position and the substantially vertical position continuously and thereby continuously assume transient positions, and wherein during the pivoting of the rotors (3) the displaceable mass (9) is moved such that the total mass center of gravity (6) of the VTOL vehicle (1, 10) substantially to each Time on the resulting thrust axis (33).