WO2018063019A1 - Vertical take-off and landing aircraft - Google Patents

Vertical take-off and landing aircraft Download PDF

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Publication number
WO2018063019A1
WO2018063019A1 PCT/RO2016/050011 RO2016050011W WO2018063019A1 WO 2018063019 A1 WO2018063019 A1 WO 2018063019A1 RO 2016050011 W RO2016050011 W RO 2016050011W WO 2018063019 A1 WO2018063019 A1 WO 2018063019A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
fixed
fuselage
wings
multiple propeller
Prior art date
Application number
PCT/RO2016/050011
Other languages
French (fr)
Inventor
Liviu Grigorian Giurca
Original Assignee
Liviu Grigorian Giurca
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 Liviu Grigorian Giurca filed Critical Liviu Grigorian Giurca
Publication of WO2018063019A1 publication Critical patent/WO2018063019A1/en

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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
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/001—Shrouded propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/20—Rotorcraft characterised by having shrouded rotors, e.g. flying platforms
    • 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
    • B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
    • B64D35/06—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors the propellers or rotors being counter-rotating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention relates to a vertical take-off and landing (“VTOL”) aircraft and especially to this having hybrid or electric drive, used to transport people or goods from one point to the other without the necessity of airport runways.
  • VTOL vertical take-off and landing
  • the VTOL aircraft combines the advantages of helicopter, respectively the ability to flight vertically with the advantages of the conventional (fixed wings) aircraft, respectively the high speed in forward flight and the high efficiency of the travel. Even some solutions were proposed, a significant progress was not yet obtained.
  • a vertical take-off and landing aircraft contains a modular propulsion system which includes three multiple propellers, one located in the front of the aircraft, respectively aligned with the midline of the aircraft and the other two located at the rear of the aircraft, side by side from a fuselage.
  • Each multiple propeller includes at least two joined ducted fans arranged in a long of main axis which coincide or is parallel with the midline of aircraft.
  • the multiple propellers are rotatable mounted around an axis which is perpendicularly on the main axis. Depending on the flight phase, the position of the multiple propellers can be changed by rotating them.
  • the aircraft fuselage is split in two semi-bodies joined by a bridge having a small thickness and an aerodynamic shape.
  • the front multiple propeller is rotatable mounted between the two semi-bodies.
  • the aircraft uses two main wings, fixed in the middle area of the fuselage.
  • Each main wing comprises a fixed wing, solidary with the fuselage and a mobile wing which preferably can be retired in the interior of the fixed wing or can be extended from the fixed wing.
  • the aircraft presents a horizontal stabilizer fixed by two vertical stabilizers which are supported by the semi-bodies.
  • an aircraft contains a modular propulsion system which includes three multiple propellers, two located in the front of the aircraft, side by side from a fuselage, and one located at the rear of the aircraft, respectively aligned with the midline of the aircraft.
  • the rear multiple propeller is mounted between two members, solidary with the fuselage.
  • FIG. 1 is an isometric view of a vertical take-off and landing aircraft of the type with two multiple propellers located in the front of the aircraft and one in the rear of the aircraft.
  • -Fig. 2 is a vertical cross section of the aircraft represented in the figure 1.
  • -Fig. 3 illustrates a rear view of the aircraft represented in the figure 1.
  • -Fig. 4 is an isometric view of the aircraft represented in the figure 1 with the multiple propellers in the position of transition.
  • -Fig. 5 is an isometric view of the aircraft represented in the figure 1 with the multiple propellers in the position of forward flight.
  • FIG. 6 is a partial cross section through a multiple propeller of the simplified type.
  • FIG. 7 is a partial cross section through a multiple propeller of the type with two rotors for each duct.
  • FIG. 8 is a partial cross section through a multiple propeller of the type with two rotors working in two concentric ducts.
  • FIG. 9 is an isometric view of a vertical take-off and landing aircraft of the type with two multiple propellers located in the rear of the aircraft and one in the front of the aircraft in the position of vertical flight.
  • FIG. 10 is a vertical cross section of the aircraft represented in the figure 9.
  • FIG. 11 is an isometric view of the aircraft represented in the figure 9 with the multiple propellers in the position of transition.
  • FIG. 12 is an isometric view of the aircraft represented in the figure 9 with the multiple propellers in the position of forward flight.
  • FIG. 13 is a diagram of hybrid propulsion.
  • an aircraft 1 with vertical take-off and landing, comprises a fuselage 2 and some wings 3, extensible, located side by side from the fuselage 2 as is illustrated in the figure 1, 2, 3 and 4.
  • the fuselage 2 contains a cockpit 4 which has an aerodynamic shape and is extended with two members 5, distanced by an opening 6.
  • the aircraft 1 uses a modular propulsion system 7 which contains two multiple propellers 8, rotatable mounted on the cockpit 4 in the front of the wings 3, side by side from the fuselage 2, and another multiple propeller 9 located in the opening 6 and which is rotatable mounted between the two members 5.
  • In the rear side of the cockpit 4 it is used an inclined surface 10 and an inclined surface 11 which are intersected somewhere in the front of the multiple propeller 9.
  • Each multiple propeller 8 or 9 has a main axis parallel with the middle plane of the aircraft 1.
  • a shaft 12 which can be rotated solidary with the multiple propeller 8.
  • shaft 13 which can be rotated solidary with the multiple propeller 9.
  • the shafts 12 or 13 can be acted by some actuators (not-shown).
  • a wheel 14 In the front of each multiple propeller 8 or 9 is fixed a wheel 14 by means a bracket 15.
  • Each wing 3 contains a fixed part 16 and mobile part 17 which can be retracted inside of the fixed part 16.
  • the mobile parts 17 When the aircraft 1 arrives at a certain befitting altitude the mobile parts 17 are extended to their maximum lengths being prepared to obtain the maximum aerodynamic lift in forward flight. In the transition from the vertical lift to the forward flight the multiple propellers 8 and 9 are acted in an inclined position which begins to push the aircraft 1 in forward flight (figure 4). In proportion as the horizontal speed of the aircraft 1 increases, the lift begins to be achieved exclusively by the wings 3, helped by the horizontal stabilizer 19. When aircraft 1 arrive near to the cruise speed the multiple propellers 8 and 9 arrive in vertical position and the air streams are horizontally oriented (figure 5). For landing the process is reversed. The aircraft control is achieved by varying the speed of rotors contained by the multiple propellers 8 and 9.
  • the flaps 20 and 21 which can be inclined to change in some measure the air stream direction.
  • the aircraft control is achieved by varying the speed of rotors contained by the multiple propellers 8 and 9 or inclining differently the multiple propellers 8 compared with the multiple propeller 9.
  • the aircraft 1 can glide with the help of the wings 3 as a fixed wing aircraft and can land on an airport runway using the wheels 14.
  • the aircraft 1 can take- off and land from the water due to the natural floatability of its fuselage 2.
  • a multiple propeller 8 or 9 contains a number of rotors 41, which each turns inside a duct 42 as is described in the figure 6.
  • Each rotor 41 is acted by an electric motor 43, preferably of the type without brushes.
  • the electric motor 43 is suspended in the duct 42 using some brackets 44.
  • the walls of the duct 42 show in a cross section an aerodynamic shape.
  • the ducts 44 are tangent each other and take shape together a duct block 45.
  • the rotors 41, ducted, are aligned to a main axis.
  • a multiple propeller 50 contains a number of ducts 51 , as is shown in the figure 7.
  • each duct 51 works two counter-rotating rotors 52, respectively 53.
  • the rotor 52 is acted in rotation motion by an electric motor 54 and the rotor 53 is acted in rotation motion by an electric motor 55.
  • the ducts 51 are tangent each other and take shape together a duct block 56.
  • the air stream passing through the ducts 51 is increased due to the mounting in series of the rotors 52, respectively 53.
  • a multiple propeller 60 contains a number of ducts 61, as is shown in the figure 8.
  • each duct 61 works a rotor 62 located in the lower side of the duct 61.
  • the rotor 62 is acted in rotation motion by an electric motor 63.
  • Each duct 61 is fixed by means some brackets 65 inside of another duct 64, concentric with a duct 61.
  • the walls of the duct 64 show in a cross section an aerodynamic shape.
  • the ducts 64 are tangent each other and take shape together a duct block 66.
  • Inside of each duct 64 works a rotor 67 acted in rotation motion by an electric motor 68.
  • the electric motor 68 can be solidary with the electric motor 63 and are fixed together by means some brackets 69.
  • the rotors 62, respectively 67 are counter-rotating.
  • the air stream passing through the ducts 61 is increased due to the mounting in series of the rotors 62, respectively 67.
  • a by-pass air stream is produced by the rotor 67 inside the duct 64, parallel with the air stream produced in the duct 61.
  • the multiple propellers 50, respectively 60 can develop a high power density and can be used in stand of multiple propellers 8, respectively 9.
  • an aircraft 80 with vertical take-off and landing, comprises a fuselage 81, divided in two semi-bodies 82 as is illustrated in the figures 9, 10, 11 and 12.
  • the two semi- bodies 82 are united by a bridge 83, which has an aerodynamic shape.
  • On the aircraft 80 are fixed some wings 84, extensible, located side by side from the fuselage 81.
  • the aircraft 80 uses a modular propulsion system 85 which contains a multiple propeller 86, rotatable mounted between the two semi-bodies 82 in the front of the aircraft 80, and other multiple propellers 87, located at the rear side of the aircraft 80, rotatable mounted side by side from the fuselage 81, respectively behind the wings 84.
  • each multiple propeller 86 In the middle area of the multiple propeller 86 are fixed two shafts 88 which can be rotated solidary with the multiple propeller 86. In the middle area of each multiple propeller 87 are fixed one shaft 89 which can be rotated solidary with the multiple propeller 87. The shafts 88 or 89 can be acted by some actuators (not-shown).
  • a wheel 90 In the front of each multiple propeller 86 or 87 is fixed a wheel 90 by means a bracket 91.
  • Each wing 94 contains a fixed part 92 and mobile part 93 which can be retracted inside of the fixed part 92.
  • the mobile parts 93 When the aircraft 80 arrives at a certain befitting altitude the mobile parts 93 are extended to their maximum lengths being prepared to obtain the maximum aerodynamic lift in forward flight. In the transition from the vertical lift to the forward flight the multiple propellers 86 and 87 are acted in an inclined position which begins to push the aircraft 80 in forward flight (figure 11). In proportion as the horizontal speed of the aircraft 80 increases, the lift begins to be achieved exclusively by the wings 84, helped by the horizontal stabilizer 95. When aircraft 80 arrives near to the cruise speed the multiple propellers 86 and 87 arrive in vertical position and the air streams are horizontally oriented (figure 12). For landing the process is reversed. The aircraft control is achieved by varying the speed of rotors contained by the multiple propellers 86 and 87.
  • the flaps 97 and 98 which can be inclined to change in some measure the air stream direction.
  • the aircraft 80 is controlled by varying the speed of rotors contained by the multiple propellers 86 and 87 or inclining differently the multiple propeller 86 compared with the multiple propellers 87.
  • the aircraft 80 can glide with the help of the wings 84 as a fixed wing aircraft and can land on an airport runway using the wheels 90.
  • the aircraft 80 can take-off and land from the water due to the natural floatability of its fuselage 81.
  • the aircraft 1, respectively 80 can have smaller dimension and in this case are used as drones, it can have medium dimensions when are used for the transport of people or goods, or it can have lage and very large dimensions and in this case can be used to lift heavy loads or for other reasons.
  • the fuselage 2 or 81 can be filled with a gas easier than air, as it is helium.
  • the gas can compensate partially or totally the weight of the aircraft 1 or 80. Having extended dimensions the aircraft 1 or 80 can use on their superior surface some solar cells which can generate partially the necessary energy for propulsion.
  • the multiple propellers 50, respectively 60 can develop a high power density and can be used in stand of multiple propellers 86, respectively 87.
  • All the disclosed modular propulsion systems can use a hybrid power unit 110 of the redundant type as is shown in the figure 13.
  • the hybrid power unit 110 supplies with electric energy the three groups of electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, each corresponding to a multiple propeller.
  • the hybrid power unit 110 furnishes the electric energy necessary for propulsion by means a fuel cell 111 which can work separately or together with a battery 112.
  • the fuel cell 111 delivers the generated energy to a controller 113.
  • the controller 113 transmits the regulated electric energy to the battery 112 or directly to a distributor 114.
  • the distributor 114 divides the necessary electric energy for each of the electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, as is necessary and taking into account the commands of the pilot.
  • the hybrid power unit 110 is redundant and can work only with the energy delivered by the fuel cell 111, or only with the energy delivered by the battery 112, or using the both source of energy. Due to the configuration of the hybrid power unit 110 the aircraft described before can operate safely even one or few electric motors are damaged.
  • the fuel cell 111 is supplied from a tank 115 by means a reformer 116 which transform the fuel from the tank 115 in hydrogen and other residual substances. These residual substances are exhausted in atmosphere.
  • the energy of the battery 112 can be supplemented with the energy produced by some solar cells 117, which can cover the external surface of the aircraft 1 or 80.
  • a part of the electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, or even all can operate as a turbine-alternator and the produced energy is transmitted to recharge the battery 112.
  • the fuel cell 111 can be supplied directly with hydrogen, eliminating th reformer 116.

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Abstract

The present invention relates to a vertical take-off and landing ("VTOL") aircraft and especially to this having hybrid or electric drive, used to transport people or goods from one point to the other without the necessity of airport runways. An aircraft (1), with vertical take-off and landing, comprises a fuselage (2) and some wings (3), extensible, located side by side from the fuselage (2). The fuselage (2) contains a cockpit (4) which has an aerodynamic shape and is extended with two members (5), distanced by an opening (6). The aircraft (1) uses a modular propulsion system (7) which contains two multiple propellers (8), rotatable mounted on the cockpit (4) in the front of the wings (3), side by side from the fuselage (2), and another multiple propeller (9) located in the opening (6) and which is rotatable mounted between the two members (5).

Description

VERTICAL TAKE-OFF AND LANDING AIRCRAFT
Cross-Reference to Related Application This application claims the benefit of Romanian Provisional Application A/00676/2016 filed September 27, 2016 and incorporated by reference in its entirety.
Technical Field
The present invention relates to a vertical take-off and landing ("VTOL") aircraft and especially to this having hybrid or electric drive, used to transport people or goods from one point to the other without the necessity of airport runways.
Background Art
The VTOL aircraft combines the advantages of helicopter, respectively the ability to flight vertically with the advantages of the conventional (fixed wings) aircraft, respectively the high speed in forward flight and the high efficiency of the travel. Even some solutions were proposed, a significant progress was not yet obtained.
An innovative solution was applied by Aurora Flight Sciences which proposed to use a number of ducted fans, acted electrically, located on the main wings and on the Canard wings (front wings). This solution has the drawback that the heavy wings are acted by a very complicate and heavy mechanism. On the other hand this kind of wings cannot be made foldable and the aircraft foot print is big. This limits the use of the aircraft in urban area and the parking area must to have a big surface. This type of propulsion cannot be used by large and very large aircraft.
A similar solution was proposed by the German company Lilium GMBH, having same disadvantages. Consequently it is a necessity to carry out a VTOL aircraft with an efficient propulsion system that can be easy acted and controlled and having a low foot-print for easy operation in urban environment.
Disclosure of the Invention In one embodiment a vertical take-off and landing aircraft contains a modular propulsion system which includes three multiple propellers, one located in the front of the aircraft, respectively aligned with the midline of the aircraft and the other two located at the rear of the aircraft, side by side from a fuselage. Each multiple propeller includes at least two joined ducted fans arranged in a long of main axis which coincide or is parallel with the midline of aircraft. The multiple propellers are rotatable mounted around an axis which is perpendicularly on the main axis. Depending on the flight phase, the position of the multiple propellers can be changed by rotating them. The aircraft fuselage is split in two semi-bodies joined by a bridge having a small thickness and an aerodynamic shape. The front multiple propeller is rotatable mounted between the two semi-bodies. For the forward flight lift the aircraft uses two main wings, fixed in the middle area of the fuselage. Each main wing comprises a fixed wing, solidary with the fuselage and a mobile wing which preferably can be retired in the interior of the fixed wing or can be extended from the fixed wing. At the rear side the aircraft presents a horizontal stabilizer fixed by two vertical stabilizers which are supported by the semi-bodies.
In a second embodiment an aircraft contains a modular propulsion system which includes three multiple propellers, two located in the front of the aircraft, side by side from a fuselage, and one located at the rear of the aircraft, respectively aligned with the midline of the aircraft. The rear multiple propeller is mounted between two members, solidary with the fuselage. The described embodiments provide a vertical take-off and landing aircraft with a configuration that is safe, quiet, and efficient, as well as easy to control, highly compact, and which is able to accomplish vertical take-off and landing with transition to and from forward flight even in urban environment.
Brief Description of Drawings -Fig. 1 is an isometric view of a vertical take-off and landing aircraft of the type with two multiple propellers located in the front of the aircraft and one in the rear of the aircraft.
-Fig. 2 is a vertical cross section of the aircraft represented in the figure 1. -Fig. 3 illustrates a rear view of the aircraft represented in the figure 1.
-Fig. 4 is an isometric view of the aircraft represented in the figure 1 with the multiple propellers in the position of transition. -Fig. 5 is an isometric view of the aircraft represented in the figure 1 with the multiple propellers in the position of forward flight.
-Fig. 6 is a partial cross section through a multiple propeller of the simplified type.
-Fig. 7 is a partial cross section through a multiple propeller of the type with two rotors for each duct.
-Fig. 8 is a partial cross section through a multiple propeller of the type with two rotors working in two concentric ducts.
-Fig. 9 is an isometric view of a vertical take-off and landing aircraft of the type with two multiple propellers located in the rear of the aircraft and one in the front of the aircraft in the position of vertical flight.
-Fig. 10 is a vertical cross section of the aircraft represented in the figure 9.
-Fig. 11 is an isometric view of the aircraft represented in the figure 9 with the multiple propellers in the position of transition.
-Fig. 12 is an isometric view of the aircraft represented in the figure 9 with the multiple propellers in the position of forward flight.
-Fig. 13 is a diagram of hybrid propulsion.
Best Mode for Carrying Out the Invention
In a first embodiment an aircraft 1, with vertical take-off and landing, comprises a fuselage 2 and some wings 3, extensible, located side by side from the fuselage 2 as is illustrated in the figure 1, 2, 3 and 4. The fuselage 2 contains a cockpit 4 which has an aerodynamic shape and is extended with two members 5, distanced by an opening 6. The aircraft 1 uses a modular propulsion system 7 which contains two multiple propellers 8, rotatable mounted on the cockpit 4 in the front of the wings 3, side by side from the fuselage 2, and another multiple propeller 9 located in the opening 6 and which is rotatable mounted between the two members 5. In the rear side of the cockpit 4 it is used an inclined surface 10 and an inclined surface 11 which are intersected somewhere in the front of the multiple propeller 9. The inclined surface 10 and 11 direct the air stream through the multiple propeller 9 in forward flight. Each multiple propeller 8 or 9 has a main axis parallel with the middle plane of the aircraft 1. In the middle area of each multiple propeller 8 is fixed a shaft 12 which can be rotated solidary with the multiple propeller 8. In the middle area of the multiple propeller 9 are fixed two shaft 13 which can be rotated solidary with the multiple propeller 9. The shafts 12 or 13 can be acted by some actuators (not-shown). In the front of each multiple propeller 8 or 9 is fixed a wheel 14 by means a bracket 15. Each wing 3 contains a fixed part 16 and mobile part 17 which can be retracted inside of the fixed part 16. At the rear part of the aircraft 1, fixed on the members 5, there are two vertical stabilizers 18 which support a horizontal stabilizer 19, of the inversed type. Aligned with the multiple propellers 8 are rotatable mounted two flaps 20 on the fuselage 2. At the rear of the multiple propeller 9, side by side, are rotatable mounted two flaps 21 on the members 5. The flaps 20 and 21 are acted by actuators (not-shown). In operation, during take-off from a limited space, the mobile parts 17 of the wings 3 are retracted in the interior of the fixed parts 16 so that to minimize the footprint of the aircraft 1 (figure 1). In the same time the multiple propellers 8 and 9 are in horizontal position and their air streams are vectored through down. When the aircraft 1 arrives at a certain befitting altitude the mobile parts 17 are extended to their maximum lengths being prepared to obtain the maximum aerodynamic lift in forward flight. In the transition from the vertical lift to the forward flight the multiple propellers 8 and 9 are acted in an inclined position which begins to push the aircraft 1 in forward flight (figure 4). In proportion as the horizontal speed of the aircraft 1 increases, the lift begins to be achieved exclusively by the wings 3, helped by the horizontal stabilizer 19. When aircraft 1 arrive near to the cruise speed the multiple propellers 8 and 9 arrive in vertical position and the air streams are horizontally oriented (figure 5). For landing the process is reversed. The aircraft control is achieved by varying the speed of rotors contained by the multiple propellers 8 and 9. To orient favourably (to rotate) the aircraft 1 or to compensate the side winds, when take-off or landing, are used the flaps 20 and 21 which can be inclined to change in some measure the air stream direction. At high speed the aircraft control is achieved by varying the speed of rotors contained by the multiple propellers 8 and 9 or inclining differently the multiple propellers 8 compared with the multiple propeller 9. In the case of partial failure of the modular propulsion system 7, the aircraft 1 can glide with the help of the wings 3 as a fixed wing aircraft and can land on an airport runway using the wheels 14. On the other hand the aircraft 1 can take- off and land from the water due to the natural floatability of its fuselage 2.
A multiple propeller 8 or 9 contains a number of rotors 41, which each turns inside a duct 42 as is described in the figure 6. Each rotor 41 is acted by an electric motor 43, preferably of the type without brushes. The electric motor 43 is suspended in the duct 42 using some brackets 44. The walls of the duct 42 show in a cross section an aerodynamic shape. The ducts 44 are tangent each other and take shape together a duct block 45. The rotors 41, ducted, are aligned to a main axis.
In another variant, having a similar construction, a multiple propeller 50 contains a number of ducts 51 , as is shown in the figure 7. In each duct 51 works two counter-rotating rotors 52, respectively 53. The rotor 52 is acted in rotation motion by an electric motor 54 and the rotor 53 is acted in rotation motion by an electric motor 55. The ducts 51 are tangent each other and take shape together a duct block 56. The air stream passing through the ducts 51 is increased due to the mounting in series of the rotors 52, respectively 53. In a third variant, a multiple propeller 60, contains a number of ducts 61, as is shown in the figure 8. Inside of each duct 61 works a rotor 62 located in the lower side of the duct 61. The rotor 62 is acted in rotation motion by an electric motor 63. Each duct 61 is fixed by means some brackets 65 inside of another duct 64, concentric with a duct 61. The walls of the duct 64 show in a cross section an aerodynamic shape. The ducts 64 are tangent each other and take shape together a duct block 66. Inside of each duct 64 works a rotor 67 acted in rotation motion by an electric motor 68. The electric motor 68 can be solidary with the electric motor 63 and are fixed together by means some brackets 69. The rotors 62, respectively 67 are counter-rotating. The air stream passing through the ducts 61 is increased due to the mounting in series of the rotors 62, respectively 67. On the other hand a by-pass air stream is produced by the rotor 67 inside the duct 64, parallel with the air stream produced in the duct 61.
The multiple propellers 50, respectively 60 can develop a high power density and can be used in stand of multiple propellers 8, respectively 9.
In a second embodiment an aircraft 80, with vertical take-off and landing, comprises a fuselage 81, divided in two semi-bodies 82 as is illustrated in the figures 9, 10, 11 and 12. The two semi- bodies 82 are united by a bridge 83, which has an aerodynamic shape. On the aircraft 80 are fixed some wings 84, extensible, located side by side from the fuselage 81. The aircraft 80 uses a modular propulsion system 85 which contains a multiple propeller 86, rotatable mounted between the two semi-bodies 82 in the front of the aircraft 80, and other multiple propellers 87, located at the rear side of the aircraft 80, rotatable mounted side by side from the fuselage 81, respectively behind the wings 84. In the middle area of the multiple propeller 86 are fixed two shafts 88 which can be rotated solidary with the multiple propeller 86. In the middle area of each multiple propeller 87 are fixed one shaft 89 which can be rotated solidary with the multiple propeller 87. The shafts 88 or 89 can be acted by some actuators (not-shown). In the front of each multiple propeller 86 or 87 is fixed a wheel 90 by means a bracket 91. Each wing 94 contains a fixed part 92 and mobile part 93 which can be retracted inside of the fixed part 92. At the rear part of the aircraft 80, fixed on the semi-bodies 82, there are two vertical stabilizers 94 which support a horizontal stabilizer 95. Aligned with the multiple propellers 86 and side by side are rotatable mounted two flaps 97 on the fuselage 81. At the rear of the multiple propellers 87 are rotatable mounted two flaps 97 on the semi-bodies 82. The flaps 97 and 98 are acted by actuators (not-shown). In operation, during take-off from a limited space, the mobile parts 93 of the wings 84 are retracted in the interior of the fixed parts 92 so that to minimize the footprint of the aircraft 80 (figure 9). In the same time the multiple propellers 86 and 87 are in horizontal position and their air streams are vectored through down. When the aircraft 80 arrives at a certain befitting altitude the mobile parts 93 are extended to their maximum lengths being prepared to obtain the maximum aerodynamic lift in forward flight. In the transition from the vertical lift to the forward flight the multiple propellers 86 and 87 are acted in an inclined position which begins to push the aircraft 80 in forward flight (figure 11). In proportion as the horizontal speed of the aircraft 80 increases, the lift begins to be achieved exclusively by the wings 84, helped by the horizontal stabilizer 95. When aircraft 80 arrives near to the cruise speed the multiple propellers 86 and 87 arrive in vertical position and the air streams are horizontally oriented (figure 12). For landing the process is reversed. The aircraft control is achieved by varying the speed of rotors contained by the multiple propellers 86 and 87. To orient favourably (to rotate) the aircraft 80 or to compensate the side winds, when take-off or land, are used the flaps 97 and 98 which can be inclined to change in some measure the air stream direction. At high speed the aircraft 80 is controlled by varying the speed of rotors contained by the multiple propellers 86 and 87 or inclining differently the multiple propeller 86 compared with the multiple propellers 87. In the case of partial failure of the modular propulsion system 85, the aircraft 80 can glide with the help of the wings 84 as a fixed wing aircraft and can land on an airport runway using the wheels 90. On the other hand the aircraft 80 can take-off and land from the water due to the natural floatability of its fuselage 81.
The aircraft 1, respectively 80 can have smaller dimension and in this case are used as drones, it can have medium dimensions when are used for the transport of people or goods, or it can have lage and very large dimensions and in this case can be used to lift heavy loads or for other reasons.
In the case when the aircraft 1 or 80 have large dimensions, the fuselage 2 or 81 can be filled with a gas easier than air, as it is helium. The gas can compensate partially or totally the weight of the aircraft 1 or 80. Having extended dimensions the aircraft 1 or 80 can use on their superior surface some solar cells which can generate partially the necessary energy for propulsion.
The multiple propellers 50, respectively 60 can develop a high power density and can be used in stand of multiple propellers 86, respectively 87. All the disclosed modular propulsion systems can use a hybrid power unit 110 of the redundant type as is shown in the figure 13. The hybrid power unit 110 supplies with electric energy the three groups of electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, each corresponding to a multiple propeller. The hybrid power unit 110 furnishes the electric energy necessary for propulsion by means a fuel cell 111 which can work separately or together with a battery 112. The fuel cell 111 delivers the generated energy to a controller 113. The controller 113 transmits the regulated electric energy to the battery 112 or directly to a distributor 114. The distributor 114 divides the necessary electric energy for each of the electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, as is necessary and taking into account the commands of the pilot. The hybrid power unit 110 is redundant and can work only with the energy delivered by the fuel cell 111, or only with the energy delivered by the battery 112, or using the both source of energy. Due to the configuration of the hybrid power unit 110 the aircraft described before can operate safely even one or few electric motors are damaged. The fuel cell 111 is supplied from a tank 115 by means a reformer 116 which transform the fuel from the tank 115 in hydrogen and other residual substances. These residual substances are exhausted in atmosphere. The energy of the battery 112 can be supplemented with the energy produced by some solar cells 117, which can cover the external surface of the aircraft 1 or 80. During operation, if the speed of the aircraft 1 or 80 is reduced (in deceleration) a part of the electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, or even all can operate as a turbine-alternator and the produced energy is transmitted to recharge the battery 112. In another variant the fuel cell 111 can be supplied directly with hydrogen, eliminating th reformer 116.
Any possible combinations from the exposed solutions can be considered as being part of th description and claims.

Claims

Claims
1. A Vertical Take-Off and Landing ("VTOL") aircraft comprising a plurality of electrically powered ducted fans wherein an aircraft (1) uses a modular propulsion system (7) consisting of three multiple propeller having a linear shape.
2. An aircraft as claimed in claim 1 wherein two multiple propellers (8) are located in the front of the aircraft (1) and one multiple propeller (9) is located at the rear side of the aircraft (1).
3. An aircraft as claimed in claim 1 wherein an aircraft (80) uses a modular propulsion system (85) comprising one multiple propeller (85), located in the front of the aircraft (80), and two multiple propellers (87), located at the rear side of the aircraft (80).
4. An aircraft as claimed in claim 2 wherein:
the aircraft (1) has a fuselage (2) and some wings (3), extensible, located side by side from the fuselage (2), and
the fuselage (2) contains a cockpit (4), which has an aerodynamic shape and is extended with two members (5), distanced by an opening (6), and
each wing (3) contains a fixed part (16) and mobile part (17) which can be retracted inside of the fixed part (16), and
at the rear part of the aircraft (1), fixed on the members (5), there are two vertical stabilizers (18) which support a horizontal stabilizer (19), of the inversed type.
5. An aircraft as claimed in claim 4 wherein:
the two multiple propellers (8) are rotatable mounted on the cockpit (4) in the front of the wings (3), side by side from the fuselage (2), and
the multiple propeller (9) is located in the opening (6) and is rotatable mounted between the two members (5), and
each multiple propeller (8) or (9) has a main axis parallel with the middle plane of the aircraft (1), and
in the middle area of each multiple propeller (8) is fixed a shaft (12) which can be rotated solidary with the multiple propeller (8), and
in the middle area of the multiple propeller (9) are fixed two shaft (13) which can be rotated solidary with the multiple propeller (9), and
the shafts (12) or (13) can be acted by some actuators, and in the front of each multiple propeller (8) or (9) is fixed a wheel (14) by means a bracket (15), and
at the rear of the multiple propeller (8), aligned with the multiple propellers (8) are rotatable mounted two flaps (20) on the fuselage (2), and
at the rear of the multiple propeller (9), side by side, are rotatable mounted two flaps
(21) on the members (5), and
the flaps (20) and (21) are acted by actuators.
6. An aircraft as claimed in claim 5 wherein:
in operation, during take-off from a limited space, the mobile parts (17) of the wings (3) are retracted in the interior of the fixed parts (16) so that to minimize the footprint of the aircraft (1) and in the same time the multiple propellers (8) and (9) are in horizontal position and their air streams are vectored through down, and
when the aircraft (1) arrives at a certain befitting altitude the mobile parts (17) are extended to their maximum lengths being prepared to obtain the maximum aerodynamic lift in forward flight, and
in the transition from the vertical lift to the forward flight the multiple propellers (8) and (9) are acted in an inclined position which begins to push the aircraft (1) in forward flight, and in proportion as the horizontal speed of the aircraft (1) increases, the lift begins to be achieved exclusively by the wings (3), helped by the horizontal stabilizer (19), and
when aircraft (1) arrive near to the cruise speed the multiple propellers (8) and (9) arrive in vertical position and the air streams are horizontally oriented, and concomitantly the wings (3) and the horizontal stabilizer (19) sustain completely the aircraft (1).
7. An aircraft as claimed in claim 6 wherein:
in operation with low speed, near the ground, the control of the aircraft (1) is achieved by using the flaps (20), respectively (21) which can be oriented so that to cancel the influence of the side wind or can be used to make the rotation of the aircraft (1) around the vertical axis, and
in operation at high speed the aircraft control is made by changing the inclination angle of the multiple propellers (8) reported to the inclination angle of the multiple propeller (9), respectively by varying the rotation speed of electric motors which act the rotors, and
in the case of partial failure of the modular propulsion system (7), the aircraft (1) can glide with the help of the wings (3) as a fixed wing aircraft and can land on an airport runway using the wheels (14), and
the aircraft (1) can take-off and land from the water due to the natural floatability of its fuselage (2).
8. An aircraft as claimed in claim 3 wherein: the aircraft (80) comprises a fuselage (81), divided in two semi-bodies (82) which are united by a bridge (83), having in cross section an aerodynamic shape, and
on the aircraft (80) are fixed some wings (84), extensible, located side by side from the fuselage (81), and
each wing (94) contains a fixed part (92) and mobile part (93) which can be retracted inside of the fixed part (92), and
at the rear part of the aircraft (80), fixed on the semi-bodies (82), there are two vertical stabilizers (94) which support a horizontal stabilizer (95).
9. An aircraft as claimed in claim 8 wherein:
the multiple propeller (86) is rotatable mounted between the two semi-bodies (82) in the front of the aircraft (80), and other multiple propellers (87) are located at the rear side of the aircraft (80), rotatable mounted side by side from the fuselage (81), respectively behind the wings (84), and
in the middle area of the multiple propeller (86) are fixed two shafts (88) which can be rotated solidary with the multiple propeller (86), and
in the middle area of each multiple propeller (87) is fixed one shaft (89) which can be rotated solidary with the multiple propeller (87), and
the shafts (88) or (89) can be acted by some actuators, and
in the front of each multiple propeller (86) or (87) is fixed a wheel (90) by means a bracket (91), and
aligned with the multiple propellers (86) and side by side are rotatable mounted two flaps (97) on the fuselage (81), and
at the rear of the multiple propellers (87) are rotatable mounted two flaps (97) on the semi-bodies (82), and
the flaps (97) and (98) are acted by actuators.
10. An aircraft as claimed in claim 9 wherein:
in operation, during take-off from a limited space, the mobile parts (93) of the wings (84) are retracted in the interior of the fixed parts (92) so that to minimize the footprint of the aircraft (80) and in the same time the multiple propellers (86) and (87) are in horizontal position and their air streams are vectored through down, and
when the aircraft (80) arrives at a certain befitting altitude the mobile parts (93) are extended to their maximum lengths being prepared to obtain the maximum aerodynamic lift in forward flight, and
in the transition from the vertical lift to the forward flight the multiple propellers (86) and (87) are acted in an inclined position which begins to push the aircraft (80) in forward flight and in proportion as the horizontal speed of the aircraft (80) increases, the lift begins to be achieved exclusively by the wings (84), helped by the horizontal stabilizer (95), and
when aircraft (80) arrives near to the cruise speed, the multiple propellers (86) and (87) arrive in vertical position and the air streams are horizontally oriented, and
concomitantly the wings (84) and the horizontal stabilizer (95) sustain completely the aircraft (80).
11. An aircraft as claimed in claim 10 wherein:
in operation with low speed, near the ground, the control of the aircraft (80) is achieved by using the flaps (97), respectively (98) which can be oriented so that to cancel the influence of the side wind or can be used to make the rotation of the aircraft 1 around the vertical axis, and
in operation at high speed the aircraft control is made by changing the inclination angle of the multiple propeller (86) reported to the inclination angle of the multiple propellers (87), respectively by varying the rotation speed of electric motors which act the rotors, and in the case of partial failure of the modular propulsion system (85), the aircraft (80) can glide with the help of the wings (84) as a fixed wing aircraft and can land on an airport runway using the wheels (90), and
the aircraft (80) can take-off and land from the water due to the natural floatability of its fuselage (81).
12. A multiple propeller wherein:
a multiple propeller (50) contains a number of ducts (51) , in each duct (51) working two counter-rotating rotors (52), respectively (53), and
the rotor (52) is acted in rotation motion by an electric motor (54) and the rotor (53) is acted in rotation motion by an electric motor (55), and
the ducts (51) are tangent each other and take shape together a duct block (56), and the air stream passing through the ducts (51) is increased due to the mounting in series of the rotors (52), respectively (53).
13. A multiple propeller wherein:
a multiple propeller (60), contains a number of ducts (61), inside of each duct (61) working a rotor (62) located in the lower side of the duct (61), and the rotor (62) is acted in rotation motion by an electric motor (63), and
each duct (61) is fixed by means some brackets (65) inside of another duct (64), concentric with a duct (61), the walls of the duct (64) showing in a cross section an aerodynamic shape, and
the ducts (64) are tangent each other and take shape together a duct block (66), and inside of each duct (64) works a rotor (67) acted in rotation motion by an electric motor (68), and
the electric motor (68) can be solidary with the electric motor (63) and are fixed together by means some brackets (69), and
the rotors (62), respectively (67) are counter-rotating, and
the air stream passing through the ducts (61) is increased due to the mounting in series of the rotors (62), respectively (67), and
a by-pass air stream is produced by the rotor (67) inside the duct (64), parallel with the air stream produced in the duct (61).
14. An aircraft as claimed in claim 4 or 8 wherein:
in case when the aircraft (1) or (80) has large and very large dimensions, the fuselage (2) or (81) can be filled with a gas easier than air, as it is helium, the gas can compensating partially or totally the weight of the aircraft (1) or (80), and
having extended dimensions the aircraft (1) or (80) can use on their superior surface some solar cells which can generate partially the necessary energy for propulsion.
15. A modular propulsion system as claimed in claim 1 wherein:
the modular propulsion system (7) or (85) can use a hybrid power unit (110), of redundant type, which supplies with electric energy the three groups of electric motors Ml-
1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, each group corresponding to a multiple propeller, and
the hybrid power unit (110) furnishes the electric energy necessary for propulsion by means a fuel cell (111) which can work separately or together with a battery (112), the fuel cell (111) delivering the generated energy to a controller (113), and the controller (113) transmits the regulated electric energy to the battery (112) or directly to a distributor (114), and
the distributor (114) divides and distributes the necessary electric energy for each of the electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, as is necessary and taking into account the commands of the pilot, and the hybrid power unit (110) is redundant and can work only with the energy delivered by the fuel cell (111), or only with the energy delivered by the battery (112), or using the both source of energy, and
due to the configuration of the hybrid power unit (110) the aircraft described before can operate safely even one or few electric motors are damaged, and
during operation, if the speed of the aircraft (1) or (80) is reduced in deceleration, a part of the electric motors Ml-1, Ml-2, Ml-n, respectively M2-1, M2-2, M2-n, respectively M3-1, M3-2, M3-n, or even all, can operate as a turbine-alternator and the produced/recovered energy is transmitted to recharge the battery (112).
16. A system as claimed in claim 15 wherein the fuel cell (111) is supplied from a tank (115) by means a reformer (116) which transform the fuel from the tank (115) in hydrogen and other residual substances, the residual substances being exhausted in atmosphere.
17. A system as claimed in claim 15 wherein the fuel cell (111) is supplied directly from a hydrogen tank.
PCT/RO2016/050011 2016-09-27 2016-12-27 Vertical take-off and landing aircraft WO2018063019A1 (en)

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