WO2017076498A1 - Aéronef à voilures gonflables enroulées à l'intérieur du fuselage - Google Patents

Aéronef à voilures gonflables enroulées à l'intérieur du fuselage Download PDF

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Publication number
WO2017076498A1
WO2017076498A1 PCT/EP2016/001822 EP2016001822W WO2017076498A1 WO 2017076498 A1 WO2017076498 A1 WO 2017076498A1 EP 2016001822 W EP2016001822 W EP 2016001822W WO 2017076498 A1 WO2017076498 A1 WO 2017076498A1
Authority
WO
WIPO (PCT)
Prior art keywords
unit
wing
aircraft
fuselage
wing unit
Prior art date
Application number
PCT/EP2016/001822
Other languages
German (de)
English (en)
Inventor
Michael Lebert
Thomas Ziegler
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2017076498A1 publication Critical patent/WO2017076498A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/30—Wings comprising inflatable structural components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/50—Foldable or collapsible UAVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/10—Wings
    • B64U30/12—Variable or detachable wings, e.g. wings with adjustable sweep

Definitions

  • the invention relates to an aircraft according to the features of the preamble of
  • the invention is based on the object of specifying an improved aircraft compared to the prior art.
  • An aircraft comprises a fuselage unit and at least one inflatable one
  • Wing unit which is arranged in the uninflated state in the fuselage unit and by blowing out of the fuselage unit in a
  • Wing position is positionable.
  • the at least one wing unit in the uninflated state is rolled into the fuselage unit and can be rolled out of the fuselage unit by inflation.
  • the solution according to the invention enables demand-driven support of buoyancy of the aircraft. This is particularly advantageous in the case of an aircraft designed as rotorcraft, in particular in a rotorcraft with a plurality of rotors not arranged on a common axis of rotation, for example in the case of a so-called quadrocopter.
  • the at least one wing unit, in such rotorcraft allows for higher efficiency and thus longer flight time by improving buoyancy, avoiding the disadvantages of conventional rigid wing aircraft with a large span associated therewith, ie
  • the solution according to the invention enables the needs-based adaptation of a wing length and the retraction of the at least one wing unit to reduce the space required for the aircraft
  • the inflatable wing unit according to the invention is a particularly cost-effective, easy to implement and space-saving solution, since it is for example to form a fabric tube, which requires only a small space in the fuselage unit when not inflated.
  • Wing unit with a predetermined pressure the wing unit has sufficient rigidity to withstand any buoyancy forces.
  • the wing unit comprises at least one spiral spring element, so that the rolling out of the wing unit takes place by inflation against the spring force of the spiral spring element.
  • a gas used for inflation for example air
  • Fig. 1 shows schematically a cross-sectional view of a portion of a
  • FIG. 2 shows schematically a sectional view along the sectional plane II-II in Figure 1, and
  • Fig. 3 shows schematically a cross-sectional view of an aircraft.
  • FIG. 1 and 3 each show an aircraft 1>, which may each be the same embodiment or various embodiments of the aircraft 1, as will be explained in more detail below.
  • FIG. 2 shows a
  • the aircraft 1 may be designed, for example, as an aircraft, i. H. as an aircraft 1, which is heavier than air and generates the necessary for flying dynamic buoyancy with non-rotating buoyancy surfaces.
  • the aircraft 1 is particularly preferably designed as a rotorcraft, d. H. as an aircraft 1, which receives its buoyancy by at least one rotor rotating about a vertical axis.
  • the aircraft 1 is designed, in particular, as a helicopter, but may alternatively also be used, for example, as a gyroplane, aircraft helicopter,
  • Compound helicopter, combination helicopter or convertible be formed.
  • the aircraft 1 is designed as a helicopter, which can be converted by the solution described below into a compound helicopter.
  • a compound helicopter is a special form of
  • Helicopter which also has wings, for example in the form of stub wings.
  • the wings take during the cruise part of the buoyancy.
  • these airfoils reduce the performance of a main rotor during hover because they are in its downwash. This disadvantage can also be achieved by means of the following
  • the aircraft 1 comprises several rotors which are not arranged on a common axis of rotation. It has, for example, four such rotors and is thus designed as a so-called quadrocopter.
  • the aircraft 1 is advantageously designed as an unmanned aerial vehicle 1, also referred to as a drone.
  • the aircraft 1 is provided for carrying out transport tasks, d. H. as a transport aircraft, for example, for delivering goods.
  • the aircraft 1 may be provided, for example, for environmental monitoring.
  • a drive of the aircraft 1 can be effected for example by means of one or more rotors, which are driven by at least one internal combustion engine, for example by at least one internal combustion engine or by at least one gas turbine designed as a shaft turbine. Particularly preferred is the drive of the rotor or the rotors by means of at least one electric motor.
  • a power supply of the at least one electric motor for example via a battery
  • electrochemical energy storage which is preferably rechargeable, d. H. is formed as an accumulator, and / or for example via at least one fuel cell and / or via at least one solar cell done.
  • a separate drive unit is expediently provided for each rotor or each axis of rotation, expediently in each case in the form of a
  • the drive of the aircraft 1 can also be effected directly by at least one gas turbine, which is then designed as a jet engine. Combinations of the aforementioned drive forms are possible.
  • the aircraft 1 comprises a fuselage unit 2 and at least one inflatable one
  • Wing unit 3 which is arranged in the uninflated state in the fuselage unit 2 and by blowing out of the fuselage unit 2 into a
  • Wing position is positionable.
  • the at least one wing unit 3 is rolled up in the uninflated state in the fuselage unit 2 and by inflation from the fuselage unit 2 ausrollbar.
  • a curl and rolling direction is illustrated in FIGS. 1 and 3 by means of a directional arrow R in each case.
  • the rolling of the wing unit 3 is illustrated in Figure 1 by means of a scroll arrow P.
  • the aircraft 1 comprises at least two such wing units 3, which at
  • air is used to fill the airfoil unit 3 or the two airfoil units 3, it is thus a rollable and rollable pneumatic airfoil unit 3 or two such rollable and rollable pneumatic airfoil units 3, d. H. the wing unit 3 or expediently the two wing units 3 are pneumatically ausrollbar from the fuselage unit 2 and by discharging the air again in the fuselage unit 2 rolled up.
  • another gas which is used for rolling out the wing unit 3 or the two wing units 3, analogously to the air during the pneumatic actuation, with a predetermined pressure in the wing unit 3 or in the two
  • Wing units 3 is initiated. For example, as a gas
  • lift-promoting gas can be used, d. H. a gas which is lighter than air, so that not only by the aerodynamic effect of the wing unit 3 or the two wing units 3, but in addition by the gas introduced a buoyancy effect is achieved.
  • the wing unit 3 or expediently the two wing units 3 is / are particularly advantageous in the aircraft designed as a rotorcraft, in particular as a helicopter.
  • the helicopter By rolling out the wing unit 3 or the two wing units 3, the helicopter is converted into the composite helicopter already described above.
  • the wing unit 3 or, conveniently, the two wing units 3 enable such rotorcraft to improve efficiency and therefore longer flight time by improving buoyancy while avoiding the disadvantages of conventional rigid wing aircraft with a large span associated therewith; H. in particular the required for rigid wings higher space requirements on the ground for parking the
  • Aircraft 1 is avoided.
  • the solution enables the needs-based adaptation of a wing length and the retraction of the at least one wing unit 3 or the two
  • Wing units 3 to reduce the space required for the aircraft 1, especially on the ground. Furthermore, this solution also the above-described disadvantage of conventional compound helicopters, in which the Airfoils during hovering reduce the efficiency of a main rotor or rotors as they are in downwash, avoided for the
  • the at least one support surface 3 or expediently the two wings 3 can be rolled up.
  • the wing function mode is explained below in particular with reference to FIG. 1 and the resulting sectional view according to FIG. As shown in FIG. 3, the two airfoil units 3 shown here, which are attached to the
  • Wing units 3 apply.
  • FIG. 1 shows a cross-sectional view of a portion of the aircraft 1.
  • a wing unit 3 of the aircraft 1 is arranged.
  • the cutting plane extends in front of a front edge of the wing unit 3. Die
  • Wing unit 3 as shown in Figure 2, a curved cross section. Therefore, in Figure 1, a surface formed by the curvature of the wing unit 3 can be seen.
  • FIG. 2 shows a sectional view of the wing unit 3 corresponding to the sectional plane II-II in FIG. 1.
  • the wing unit 3 is, as already described, by inflation from the
  • Fuselage unit 2 ausrollbar and positioned in a wing position, which is shown in Figure 3 in the fully unrolled wing unit 3, and by discharging the gas, expediently the air, from the wing unit 3 again in the fuselage unit 2.
  • the wing unit 3 itself is at least partially helical spring-shaped, d. H. designed in accordance with elastic and helical spring biased, or it has, as in the example shown, at least one coil spring element 4.
  • an outer shell 5 of the wing unit 3 is formed from a substantially gas-tight, in particular substantially airtight, tubular material, for example from a corresponding fabric tube.
  • the at least one spiral spring element 4 that is a helical spring preformed spring element, arranged and suitably attached to the outer shell 5.
  • the spiral spring element 4 is arranged in the interior of the wing unit 3, that is, enveloped by the outer shell 5. Conveniently, it is attached to the inside of the outer shell 5.
  • this attachment is effected by an adhesive layer 6, which connects the spiral spring element 4 with the inside of the outer shell 5.
  • an adhesive layer 6 which connects the spiral spring element 4 with the inside of the outer shell 5.
  • an arrangement of the coil spring element 4 on the outside of the outer shell 5 or by the material of the outer shell 5 sheathed would also be possible, for example.
  • the spiral spring element 4 is in the longitudinal direction of the wing unit 3 in the
  • Wing unit 3 arranged, d. H. a longitudinal extent of the unrolled
  • Spiral spring element 4 substantially corresponds to a longitudinal extent of the rolled-out wing element 3.
  • a wing profile of the wing unit 3 is determined by the ratio of a width of the spiral spring element 4 to a width of
  • the width direction corresponds to the direction of travel of the aircraft 1, d. H.
  • width is meant the length of the cross-section shown in FIG.
  • the width of the spiral spring element 4 is less than the width of the uninflated outer shell 5.
  • the spiral spring element 4 is designed such that it in the width direction, d. H. in the direction of travel of the aircraft 1, is substantially flat and stable. Due to the greater width of the outer shell 5 and by the spiral spring element 4, which is attached to a lower portion of the outer shell 5, the outer shell 5 bulges by the inflation, d. H. by filling with gas, preferably with air, upwards and thereby forms the aerodynamically favorable airfoil profile. The greater the distance between the width of the spiral spring element 4 and the width of the non-inflated outer shell 5, the greater the curvature in the inflated
  • the operating principle of the wing unit 3 formed in this way is based on the rolling of the rolled into the fuselage unit 2 wing unit 3 with the aid of an introduced into the wing unit 3 gas pressure, in particular air pressure, which acts against the spring force of the spiral spring element 4 and thus the wing unit 3 from the fuselage unit 2 rolls out.
  • a substantially constant gas pressure, in particular air pressure, in the airfoil unit 3 after stiffening of the airfoil unit 3 stiffening acts on the airfoil unit 3 so that it is able to occur Buoyancy forces withstand.
  • Hull unit 2 is effected by means of the spring force of the spiral spring element 4, which in an increasing reduction of the gas pressure, in particular air pressure, in the
  • Wing unit 3 is increasingly effective, whereby the coil spring element 4 and the outer shell 5 attached thereto independently rewinds increasingly, d. H.
  • the wing unit 3 is automatically rolled back into the fuselage unit 2 as the gas pressure, in particular air pressure, decreases due to the discharge of the gas, in particular the air.
  • the wing opening 7 is expediently arranged in a front side in the hull unit 2
  • End portion of the wing unit 3 is arranged, for example, directly at this front end, as shown in Figure 1, or in an adjacent to the front end portion of the outer shell 5, as shown in Figure 3.
  • the filling of the wing unit 3 with gas in particular when air is used as the gas, can be done for example with a compressor unit, not shown. If another gas is used, the filling of the wing unit 3 expediently takes place from a pressurized gas container. Such a pressurized gas container would also be an alternative to the compressor unit when using air to fill the airfoil unit 3.
  • the compressor unit or the compressed gas tank is expediently arranged in the fuselage unit 2. If it is provided to discharge the wing unit 3 from a respective start and to roll it out of the hull unit 2, an external compressor unit or an external compressed gas tank can also be used for this purpose.
  • the advantage of this solution is a reduced weight of the aircraft 1, since no
  • Compressor unit and no compressed gas tank must be carried.
  • the discharge of the gas, in particular the air, at the bottom, d. H. after landing, or at a correspondingly controllable valve in the wing opening 7 during the flight done, for example, a required space required for the landing of the aircraft 1 by the rolling of the wing unit 3 or the two
  • a compressor unit or a pressurized gas container is carried along in the fuselage unit 2, then during the flight, for example, a multiple unrolling and curling of the Wing unit 3 or the two wing units 3 possible, for example, according to the requirements of a particular flight situation.
  • a compressed gas container to a corresponding volume of the gas cylinder is required to carry a sufficient amount of gas for a multiple filling.
  • a drive of the entrained in the fuselage unit 2 compressor unit can
  • the electrical power supply is conveniently battery powered and / or by means of at least one fuel cell and / or solar cell, as described above for driving the aircraft 1 described. It would, however, especially depending on the particular drive of the
  • Aircraft 1 also corresponding other types of drive the compressor unit possible.
  • Wing unit 3 is advantageously carried out by closing the
  • Wing opening 7, for example, by closing a arranged in the wing opening 7 valve.
  • the end region of the wing unit 3 arranged in the fuselage unit 2 is fastened in the fuselage unit 2 by means of at least one bracket 8.
  • a respective opening in the fuselage unit 2, through which the respective wing unit 3 can be rolled out and rolled in, is
  • two closure elements 9 are provided for the respective opening, which are designed as closure flaps. This division into two closure elements 9 per opening makes it possible for the opening, which must be relatively large due to the helically rolling out and rolling in wing unit 3, even with rolled-wing unit 3 by means of at least one of
  • the closure elements 9 can be opened by a pressure action of the deploying wing unit 3. For example, after the wing unit 3 is rolled out, the upper shutter member 9 automatically falls back to its closed position. However, at least for curling up the wing unit 3, an active opening operation of the upper shutter 9 is required to swing it outward so as not to block curling of the wing unit 3. For closing the lower closure element 9 when the wing element 3 is rolled in, such active actuation is also required.
  • a drive of the closure elements 9 would be possible both for opening and closing. This can be, for example, an electromotive, hydraulic or pneumatic drive.
  • a pneumatic or gas powered drive could be provided with the air or gas supply to inflate the wing unit 3, or both
  • Wing units 3 may be coupled.
  • An electric motor drive is
  • the wing unit 3 expediently has a length which the
  • Wing units 3 corresponds.
  • FIG. 3 which has already been discussed above, shows a cross-sectional view of the aircraft 1, in which the aircraft 1 is shown over its entire width.
  • the aircraft 1 has two of the described wing units 3, which are arranged on opposite sides of the fuselage unit 2 and are each designed as described above.
  • the two airfoil units 3 may be connected or connected to a common compressor unit or to a common compressed gas tank, or there is provided in each case a separate compressor unit or a separate compressed gas tank for each airfoil unit 3.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Remote Sensing (AREA)
  • Toys (AREA)

Abstract

L'invention concerne un aéronef (1) comprenant une unité de fuselage (2) et au moins une unité de voilure (3) gonflable qui, à l'état dégonflé, est agencée dans l'unité de fuselage (2) et qui peut se gonfler pour adopter une position de voilure, à l'extérieur de l'unité de fuselage (2). Selon l'invention, ladite au moins une unité de voilure (3) est enroulée à l'intérieur de l'unité de fuselage (2) à l'état dégonflé, et peut se dérouler à l'extérieur de l'unité de fuselage (2) par gonflage.
PCT/EP2016/001822 2015-11-05 2016-11-03 Aéronef à voilures gonflables enroulées à l'intérieur du fuselage WO2017076498A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015014319.0A DE102015014319A1 (de) 2015-11-05 2015-11-05 Luftfahrzeug
DE102015014319.0 2015-11-05

Publications (1)

Publication Number Publication Date
WO2017076498A1 true WO2017076498A1 (fr) 2017-05-11

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PCT/EP2016/001822 WO2017076498A1 (fr) 2015-11-05 2016-11-03 Aéronef à voilures gonflables enroulées à l'intérieur du fuselage

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DE (1) DE102015014319A1 (fr)
WO (1) WO2017076498A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107458600A (zh) * 2017-08-10 2017-12-12 北京航空航天大学 一种利用充放气驱动收放的扑翼
CN109941435A (zh) * 2019-04-08 2019-06-28 华南农业大学 一种宽幅喷杆自平衡飞行器及其控制方法
WO2022179743A1 (fr) 2021-02-26 2022-09-01 Thorwald Bastian Structure de surface portante textile pour une voilure, et dispositif de transport

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3298142A (en) * 1964-08-19 1967-01-17 Isaac Peter Reelable reversibly flexible and rigid structural members
US6260797B1 (en) * 1998-01-13 2001-07-17 Science Applications International Corporation Transformable gun launched aero vehicle
US20030192985A1 (en) * 2002-04-10 2003-10-16 Jay Lipeles Stealthy duffel bag airplane
US20060060706A1 (en) * 2004-08-26 2006-03-23 Elam Daryl B Inflatable aerodynamic wing and method
US20090049757A1 (en) * 2007-08-21 2009-02-26 Potter Steven D Roll-up inflatable beam structure

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010027801A2 (fr) 2008-08-25 2010-03-11 University Of Florida Research Foundation, Inc. Avion transformable

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3298142A (en) * 1964-08-19 1967-01-17 Isaac Peter Reelable reversibly flexible and rigid structural members
US6260797B1 (en) * 1998-01-13 2001-07-17 Science Applications International Corporation Transformable gun launched aero vehicle
US20030192985A1 (en) * 2002-04-10 2003-10-16 Jay Lipeles Stealthy duffel bag airplane
US20060060706A1 (en) * 2004-08-26 2006-03-23 Elam Daryl B Inflatable aerodynamic wing and method
US20090049757A1 (en) * 2007-08-21 2009-02-26 Potter Steven D Roll-up inflatable beam structure

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107458600A (zh) * 2017-08-10 2017-12-12 北京航空航天大学 一种利用充放气驱动收放的扑翼
CN109941435A (zh) * 2019-04-08 2019-06-28 华南农业大学 一种宽幅喷杆自平衡飞行器及其控制方法
WO2022179743A1 (fr) 2021-02-26 2022-09-01 Thorwald Bastian Structure de surface portante textile pour une voilure, et dispositif de transport
DE102021134502A1 (de) 2021-02-26 2022-09-01 Bastian Thorwald Textile Tragflügelstruktur für ein Flügelsystem sowie Transportgerät
DE102021134502B4 (de) 2021-02-26 2022-11-03 Bastian Thorwald Textile Tragflügelstruktur für ein Flügelsystem sowie Transportgerät

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Publication number Publication date
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