WO2018099856A1 - Aéronef électrique à décollage et atterrissage verticaux - Google Patents

Aéronef électrique à décollage et atterrissage verticaux Download PDF

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Publication number
WO2018099856A1
WO2018099856A1 PCT/EP2017/080511 EP2017080511W WO2018099856A1 WO 2018099856 A1 WO2018099856 A1 WO 2018099856A1 EP 2017080511 W EP2017080511 W EP 2017080511W WO 2018099856 A1 WO2018099856 A1 WO 2018099856A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
air
propeller
energy source
rechargeable battery
Prior art date
Application number
PCT/EP2017/080511
Other languages
English (en)
Inventor
Thomas PFAMMATTER
Dominique Steffen
Sébastien DEMONT
Original Assignee
Pfammatter Thomas
Dominique Steffen
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 Pfammatter Thomas, Dominique Steffen filed Critical Pfammatter Thomas
Priority to EP17805180.1A priority Critical patent/EP3548377B1/fr
Priority to US16/463,702 priority patent/US20190375495A1/en
Publication of WO2018099856A1 publication Critical patent/WO2018099856A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0033—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being tiltable relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
    • 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
    • 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
    • B64C29/0083—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 several motors of different type
    • 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
    • B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
    • 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
    • B64D27/10—Aircraft characterised by the type or position of power plants of gas-turbine type 
    • B64D27/14—Aircraft characterised by the type or position of power plants of gas-turbine type  within, or attached to, fuselages
    • 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
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B64C2027/8245—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft using air jets
    • 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
    • B64D2221/00—Electric power distribution systems onboard aircraft
    • 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 the field of airborne and flying vehicles. More specifically it relates to an electrically powered aircraft having vertical take-off and landing as well as stationary flight capabilities.
  • VTOL vertical take-off and landing
  • FALX AIRTM Hybrid Tilt Propeller Although numerous low-performance electric fixed-wing aircraft have been built, the only widely publicized claims to an electric tilt rotor aircraft are made by FALX AIRTM Hybrid Tilt Propeller. To the degree that popular descriptions are accurate: (1 ) the configuration is a low aspect ratio tilt-wing, not a tilt-propeller; (2) the batteries in the FALX AIR are supplemental to the internal combustion engine to assist Hover-Out-of- Ground-Effect (HOGE) and climb and do not provide separate full HOGE power; hence, the FALX AIR lacks fully redundant power in the dead man zone for silent, safe take-off and landing in built-up areas; (3) the dual electric motors/nacelle are insufficient at this moderately high disk loading to supply HOGE with one-propulsion-motor- inoperative (OPMI), thus severely compromising safety in built-up areas; and (4) the FALX AIR makes no pretence of basing-independence allowing all-electric operation for basing in the
  • VTOL electric hybrid is not a tilt-propeller configuration, but rather a direct thrust turbofan, 70% of vertical lift, with supplemental electric ducted fan lift during HOGE.
  • Battery energy densities have also increased and can provide specific energy densities of 100, 200, 300, or even up to 400 W-h/kg (watt-hour per kilogram).
  • autonomous flight control and management systems have dramatically improved. For example, autonomous flight control and route/ATC management with pilot override, which allow for totally autonomous flight from take-off to landing have been demonstrated in the A-160 Hummingbird.
  • E-VTOL aircraft have tolerable noise, zero emissions, or acceptable outwash velocity necessary for powered terminal operations in populated, built-up geography.
  • An E-VTOL aircraft has vertical flight safety improvements to bring rotary- wing aircraft into parity with fixed-wing competitors (e.g., factor of 10 reductions in accidents per flight-hour) and makes vertical flight politically compatible with terminal operations in built-up areas, such as elimination of the "dead man's zone”.
  • Electrically- powered, vertically-capable aircraft can have market-competitive speed and range relative to current personal, executive, light cargo, public safety, and military fixed-wing, propeller-driven aircraft below 20 ⁇ 00 lb gross weight. Such aircraft also have the benefit of basing-independence from conventional on-site liquid fossil fuel support for short range operations where only electrical power would likely be required for recharging batteries. The aircraft also have naturally low infra-red and acoustic signature in terminal operations where combat threats are most prevalent. Contemplated designs also eliminate a requirement for a two-speed gearbox or mechanical cross shafting that would ordinarily be necessary for optimized vertical lift, horizontal cruise propeller RPM, and safe vertical terminal operations when separate propeller nacelles are driven by conventional turbine engine mechanical drive trains.
  • E-VTOL electric hybrid VTOL
  • the above advanced capabilities can be achieved using multiple electric motors to drive each propeller through one or more fixed reduction gearboxes and a choice of at least two power supply architectures, all of which enable full redundancy in both propeller drive motors and electric power supply for safe, hover-out-of-ground- effect (HOGE) in built-up areas. All two are purely electric during quiet, emission-free operations in built up areas.
  • a heavy hybrid can be entirely electric, hence basing- independent, for short range operations (e.g., less than 50 nautical miles).
  • a purebred battery architecture can be innately all-electric for full flight range (e.g., greater than 200 nm).
  • a light hybrid offers full range (e.g., on the order of 1000 nm) flight, but can require traditional logistic fuel availability under normal basing conditions even though it retains quiet, safe, all-electric terminal operations capability. All designs benefit from fully autonomous flight control with pilot override to reduce or eliminate pilot skill requirements and further improve safety of this inherently complex vertical lift aircraft.
  • an improved VTOL aircraft in the form of a winged electrically-powered vertical take-off and landing aircraft, comprising: a cockpit having a longitudinal axis, and at least two wings extending each along an axis from the cockpit symmetrically with respect to said longitudinal axis of the cockpit, and at least one electrical propeller unit arranged on each of the wings, each of said propeller unit comprising an electrical motor and a propeller directly or indirectly linked to an arbor of the electrical motor so as to rotate about an axis of rotation, and each of said propeller and/or at least part of the wings being tiltable in a vertical plane containing the propeller's axis of rotation with respect the axis of the wing on which it is arranged, and each of said propeller unit being electrically connected to primary electrical energy source disposed in said cockpit, wherein the aircraft further comprises an air-blowing steering system arranged at a tail of the aircraft so as to blow air in a downward direction for
  • the VTOL aircraft according to the invention provides a much simpler and cost- effective solution than the VTOLs aircraft known from the prior art as it relies essentially on electrically powered tiltable propellers associated with an inventive air-blowing steering system at the tail of the aircraft to provide any necessary steering and/or control of the aircraft during stationary hovering phases, vertical take-off and landing phases as well as pitch steering of the aircraft to engage forward flying thereof.
  • the aircraft of the invention thereby does not require use of complex, heavy and energy- consuming tilt-rotors assembly as known from other VTOLs or helicopters.
  • the aircraft of the invention therefore offers a simpler, more reliable and cost- effective design, making it a viable commercial solution, as opposed to existing aircraft of the kind, reserved for an up-market client range.
  • the air-blowing steering system comprises a fan.
  • the air-blowing steering system advantageously comprises an air projection turret arranged downstream with respect to the air stream projected by the fan so as to direct said air stream projected by the fan in a chosen direction.
  • the air projection turret may be electrically adjustable in orientation with respect to the cockpit to steer the aircraft.
  • the fan is of turbofan or turbojet type, i.e. it comprises an air turbine disposed in line with the fan ducted in an air conveying funnel arranged in the aircraft.
  • the air-blowing steering system comprises a pressurized air tank.
  • the air-blowing steering system may comprises an air projection turret arranged with respect to a pressurized air outlet of the tank so as to direct an pressurized air stream projected, said air projection turret being electrically adjustable in orientation to steer the aircraft.
  • the primary electrical energy source comprises a first rechargeable battery having at least 1 kW/kg power density and at least 150 W-h/kg usable energy density; - the primary electrical energy source is repositionable within the cockpit of the aircraft for adjusting the centre of gravity thereof;
  • the at least one back-up and/or secondary electrical energy source configured to generate sufficient electricity to power the electric motors of the propeller units and/or at least partially recharge the primary electrical energy source;
  • the at least one back-up and/or secondary energy source is selected from the group consisting of a second rechargeable battery having a usable energy density of at least 200 W-h/kg, a second rechargeable battery and a fuel driven electric generator that sequentially supply power, where the second rechargeable battery has a usable energy density of at least 200 W-h/kg, and a fuel driven engine with a generator
  • - the at least one back-up and/or secondary energy source comprises a second rechargeable battery having a usable energy density of at least 200 W-h/kg, such that the aircraft is configured to fly at least 200 nautical miles at the cruise speed of up to 165 knots and at an altitude of at least 4 ⁇ 00 feet using only the second rechargeable battery;
  • the at least one back-up and/or secondary energy source comprises a second rechargeable battery and a fuel
  • the at least one back-up and/or secondary energy source is further configured to retain a preferred orientation relative to gravity as the first and second nacelles tilt.
  • the electrical VTOL aircraft of the invention is advantageously designed such that the electrical motors of the propeller units can support fail-over operation where a first motor can service a second motor's propeller while the second motor is inoperative.
  • the aircraft can achieve HOGE with one propulsion motor inoperative (OPMI).
  • the motors can be deployed within tiltable nacelles accommodating the propeller units, each nacelle having a corresponding propeller or multiple corresponding propellers. It is also contemplated that the nacelles could house one, two, or more additional redundant motors.
  • FIG. 1 -7 present various views of an electrical VTOL aircraft according to a preferred embodiment of the invention as a 2-seater aircraft;
  • FIG. 8 presents a longitudinal cross section of the electrical VTOL aircraft of figures 1 -7 taken along a vertical plane containing a longitudinal axis of the cockpit of the aircraft Detailed description of preferred embodiments
  • the present invention pertains to an electrically driven VTOL tilt-propeller aircraft 1 , which may be described and referred to in the following description under the acronym E-VTOL.
  • the E-VTOL aircraft 1 of the invention exploits advanced electric propulsion technology together with highly efficient, autonomously piloted Vertical Take-Off and Landing (VTOL) systems with pilot override.
  • the E-VTOL aircraft 1 of the invention has been developed by the inventors with the aim of bringing the VTOL capable aircraft to a completely new status and commercial relevance and viability thanks to a tilt-propeller design relying on electrical power as energy for driving tiltable propeller units.
  • the E-VTOL aircraft 1 of the invention accordingly offers a safe, legal, and practical flying vehicle to operate within populated, built-up localities, and to achieve speeds and ranges competitive with current fixed wing, propeller-driven aircraft of the same payload class, while less efficient rotary wing aircraft (e.g., helicopters and compounds) innately show lower lift-to-drag ratios preventing them from competing with fixed-wing, propeller-driven aircraft in speed and range.
  • rotary wing aircraft e.g., helicopters and compounds
  • the inventive subject matter encompasses at least three fundamentally different electric propulsion architectures (e.g., purebred battery; light hybrid; and heavy, basing- independent hybrid, etc.) which, when mechanized on advanced, high-efficiency tilt- propeller vertical take-off and landing (VTOL) aircraft, substantially expand the performance envelope, safety, or basing options over that currently available with conventional helicopters, tiltrotor and fixed wing aircraft, be it electrically or combustion powered.
  • fundamentally different electric propulsion architectures e.g., purebred battery; light hybrid; and heavy, basing- independent hybrid, etc.
  • Regular tilt-rotors have two or more rotors which take over all roll/pitch/yaw steering.
  • the tilt-propeller aircraft 1 of the invention has a steering concept like a drone and is therefore a stable platform. Instead of rotors we only operate propellers 2 with pitch steering or not. This will allows a roll steering through different propeller speeds or different propeller blade angles.
  • the roll and yaw steering of the aircraft 1 will be done by a fenestra, fan device 3 or with pressurized air that has been produced during travel at the tail 4 or everywhere on the aircraft to provide stable hover, a smooth translation to forward speed. In regular travel speed, the aircraft 1 will be steered like a regular plane with aerodynamic rudders in any kind of configuration.
  • Battery energy will provide energy to have a stable take off, hover and translation to travel speed for minimum of 3 minutes.
  • the electric engines will be switched to generators that will be propelled by a fuel driven engine of any kind and produce the needed energy to a) supply the electricity to recharge the batteries for approach and landing operation and as well the energy for the propulsion electric engines on the nacelles or it can be used as well as a purebred electric VTOL.
  • Example batteries 6 can include the BA 5590 L1-O2 battery produced by Saft Inc. having a specific energy density of 250 W-h/kg.
  • Another example battery can include the BA 7847 Lithium-Manganese Dioxide battery having an energy density of 400 W-h/kg offered by Ultralife Batteries, Inc.
  • Lithium-air exchangeable recyclable primary batteries based on Lithium perchloride could supply energy densities in excess of 1000 W-h/kg, where such batteries have a theoretical energy density greater than 3000 W-h/kg as discussed in "Lithium Primary Continues to Evolve” by Donald Georgi from the 42 nd Power Sources Conference, June 2006.
  • automotive plug-in hybrid can be adapted for use with in the inventive subject matter.
  • the batteries 6 representing the electrical energy store of the VTOL aircraft 1 can also be configured to be field-replaceable for ease of maintenance.
  • a VTOL aircraft could carry one or more spare batteries 6', 6" that can be swapped with a failed or failing battery 6 in the field during a mission without requiring a maintenance facility.
  • the previously discussed propulsion systems can be applied to numerous types of aircraft markets.
  • the propulsion systems can be directly applicable to rotary wing and fixed wing aircraft markets.
  • general aviation e.g., personal, light business, executive business, public safety, light military, light charter, and light cargo class with 1-14 total seats or at least 3'500 lbs payload
  • unmanned aviation with a gross weight of less than 20 ⁇ 00 lbs could leverage the disclosed techniques.
  • drivelines can lack cross shafts coupling the motors to the propeller, or lack a shifting gearbox as is typical in traditional combustion-based designs of efficient tilt propellers as opposed to inefficient tilt propeller aircraft (e.g., the V-22).
  • contemplated E-VTOL aircraft 1 can be used or otherwise operate in built-up or populated arenas.
  • the aircraft 1 has low levels of noise and low level emissions.
  • An all-electric, quiet vertical propulsion system simply produces no unacceptable location emissions during vertical flight regime or initial climb.
  • An E-VTOL aircraft 1 based on the disclosed systems can provide for a market- viable purebred all-battery configuration, where the aircraft can have a range in excess of 200 nm with a vertical ascent within three minutes. Such an aircraft can also have descent and powered vertical landing reserves of at least one minute.
  • a heavy hybrid having a battery-only range in excess of 50 nm could operate locally to and from a logistically unsupported base. These bases are expected to provide electrical recharge energy to recharge the heavy hybrid's batteries.
  • Contemplated configurations also lack a requirement for a 2-speed gearbox normally required to efficiently match the large variation in required propeller RPM between hover and cruise operation modes due to poor turn- down fuel consumption of typical turbine-powered propeller with mechanical drive trains using fixed ratio gearboxes. Rather, the contemplated designs exploit the large turndown required in propeller RPM for cruise efficiency without a multi-speed gearbox. The contemplated designs have safety exceeding that of conventional mechanical driveline rotary-wing aircraft.
  • the contemplated designs not only have a normal innate ability to provide safe auto-rotation upon loss of all drive power, the electrically propelled propellercraft hybrids can descend for controlled battery-powered hover or vertical landing after loss of a back-up and/or secondary energy/power source (e.g., larger batteries, fuel-cells, semi-cells, engine/generator, etc.).
  • a back-up and/or secondary energy/power source e.g., larger batteries, fuel-cells, semi-cells, engine/generator, etc.
  • hybrids can hover or land vertically using the back-up and/or secondary energy/power source should the batteries become debilitated.
  • the electrically propelled purebred battery-powered tilt-propellers 2 or hybrid propellercraft in battery mode can perform powered hover or vertical landing after partial battery debilitation because the batteries can be split into sections for electrical isolation of a failed battery section. The same reasoning applies to elimination of the dead man's zone during take-off or landing, particularly in built-up areas.
  • Light propulsion motor weight allows for installation of at least two full-lift power propulsion motors per nacelle 21.
  • a nacelle could house at least three half-lift power propulsion motors in each propeller nacelle without requiring mechanical cross-shafting to share load while under OPMI during terminal operations. Such an approach is considered advantageous in conditions where the dead man's curve or auto-rotation creates unacceptable risk in built-up areas.
  • Contemplated E-VTOL aircraft 1 has altitude-independent maximum continuous power from electric propulsion limited by continuous power available from the batteries 6 or from back-up and/or secondary energy/power sources 6', 6".
  • E-VTOL aircraft lack a requirement for coupling propeller/propulsion motor RPM from a back-up and/or secondary RPM if such a back-up and/or secondary relies on rotating generators, thus simplifying design or implementation criteria. Additionally, the designs also eliminate a requirement for multiple axis thermal engine operation in hybrids, hence removing special design restrictions for multi-axis lubrication on typical nacelle mounted tilt rotor engines.
  • the electric tilt-propeller aircraft 1 will, as with other rotary wing aircraft, keep disk loading below 15 Ibs/sq. ft for outwash velocity reasons and propeller tip speed below Mach 0.7 at sea level in a standard atmosphere for acoustic reasons.
  • Such a configuration allows for achieving HOGE while generating less than 60 dB of sound as measured by an observer on the ground 1 '500 feet from the aircraft.
  • FIG. 1 -7 show the layout of a 2-place, cabin class, and 1 '650 lb gross weight t i It— propeller.
  • the aircraft 1 is capable to hover OGE at 8 ⁇ 00 ft at ISA +20°C and carry a payload of 400 lb.
  • Tilt-propeller aircraft is capable to hover for max. 8 min. (at today's battery technology) and accelerate up to 165 kt travel speed for up to 3 hours endurance before again landing configuration can be met for 8 min.
  • regular tiltrotor, and electric tiltrotors is the fact that a tilt-propeller aircraft has only regular pitch-propellers (instead of rotors) and the steering is made by moving air at the specific requested place to become a stable hover configuration.
  • FIG. 8 presents the schematic working concept of the 2-seater. Clearly visible is the way we produce the tail 4 airflow to steer the aircraft. Using as well one or more electric engines that propel a fan 3 or fenestra that can be directed into different directions (up/down/right/left/forward/backward). Additionally the electric engine 5 that is driving the fan 3 is used as a generator during travel speed.
  • the disclosed inventive EVTOL aircraft 1 makes strides over known art by combining various subsystems in manners that achieve unexpected results. Ordinarily, designers would avoid using a plurality of electric drive motors within a VTOL aircraft due to the complexities of de-clutching such motors from a combining gearbox after motor failure. However, the applicants have appreciated that the benefits far outweigh the inefficiencies.
  • the complete new way of steering makes the concept completely new. We do not rely on complex helicopter kind of rotors but on regular propellers and fans.
  • the inventive subject matter is considered to include at least three architectures of electrically driven vertical take-off and landing (VTOL) tilt-propeller aircraft which are (1 ) politically compatible in safety, noise, exhaust emissions, and outwash velocity with terminal operations (powered hovering, VTOL) in densely populated built-up areas, (2) market competitive in range and speed, with existing equivalent class, fixed-wing and rotary-wing aircraft, (3) basing-independent to a degree by reliance on electric energy recharge instead of entirely on on-board electrical generators using logistic fuels, and which are variously composed of previously demonstrated, independently vetted, technically equivalent, aerodynamically efficient, lightweight airframes, efficient multi- RPM propellers, lightweight reduction gears - if any, high power density electric drive motors and generators, high energy and power density batteries, efficient lightweight engines and fuel cells, and autonomous flight management systems and multiple additional safety sensors that as well allow pilots independent flight like a drone today.
  • VTOL vertical take-off and landing
  • E-VTOL aircraft having the following characteristics as discussed above: An electric motor-driven, high aspect ratio (>12) tilt-propeller aircraft, with glide ratio ⁇ 14, cruise propeller propulsive efficiency ⁇ 0.85, empty weight fraction ⁇ 0.50 (absent electrical energy/power package source) A plurality of electric drive motors for each propeller with each motor of sufficient power that one propulsion motor inoperative (OPMI) will not prevent hover- out-of-ground effect (HOGE) and will allow continued HOGE without the requirement for propulsion cross-shafting,
  • sufficient rechargeable electric energy storage e.g., battery
  • sufficient rechargeable electric energy storage e.g., battery
  • sufficient rechargeable electric energy storage e.g., battery
  • sufficient rechargeable electric energy storage e.g., battery at >150 W-h/kg (usable) to enable 8 minutes of take-off and climb and 8 minute of landing, all at HOGE power draw, and power capacity to execute 30 second vertical landing with half electrical energy storage inoperative, all without recourse to non-stored electrical back-

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un aéronef électrique à décollage et atterrissage verticaux (VTOL). L'aréonef VTOL peut comprendre un ou plusieurs réservoirs d'énergie électrique aptes à délivrer de l'énergie électrique à un ou plusieurs moteurs électriques disposés à l'intérieur d'un ou de plusieurs logements d'hélice, les moteurs pouvant entraîner les hélices. L'aéronef VTOL peut également comprendre une ou plusieurs sources d'alimentation/énergie secondaire(s) et/ou de secours (par exemple, des batteries, des moteurs, des générateurs, des piles à combustible, des piles à semi-conducteurs, etc.) aptes à entraîner les moteurs au cas où les réserves d'énergie viendraient à chuter ou s'épuiser. L'aéronef VTOL est significativement différent d'un avion à rotor basculant normal du fait de l'utilisation d'hélices et d'un système de direction moderne qui réduit considérablement la complexité. Les configurations envisagées traitent de la sécurité, du bruit et se libèrent de problèmes pour permettre à de telles conceptions de fonctionner dans des ailes construites tout en conservant une performance compétitive par rapport aux avions existants.
PCT/EP2017/080511 2016-11-29 2017-11-27 Aéronef électrique à décollage et atterrissage verticaux WO2018099856A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP17805180.1A EP3548377B1 (fr) 2016-11-29 2017-11-27 Aéronef électrique à décollage et atterrissage verticaux
US16/463,702 US20190375495A1 (en) 2016-11-29 2017-11-27 Electrical vertical take-off and landing aircraft

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP16201031.8 2016-11-29
EP16201031 2016-11-29
US201762450299P 2017-01-25 2017-01-25
US62/450,299 2017-01-25

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Cited By (14)

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CN109533319A (zh) * 2018-12-07 2019-03-29 湖北航天飞行器研究所 一种具有搭接翼的倾转旋翼无人飞行器结构系统
CN109866919A (zh) * 2019-03-22 2019-06-11 南京乐飞航空技术有限公司 一种舰载热动力电驱倾转旋翼飞行器
US10351235B2 (en) 2017-05-22 2019-07-16 Karem Aircraft, Inc. EVTOL aircraft using large, variable speed tilt rotors
US20190263515A1 (en) * 2017-05-22 2019-08-29 Karem Aircraft, Inc. eVTOL Having Many Variable Speed Tilt Rotors
CN112722273A (zh) * 2021-03-08 2021-04-30 安徽鸠兹航空智能产业技术研究院有限公司 一种重心可调的复合推进无人机及其控制方法
CN114476051A (zh) * 2021-12-29 2022-05-13 北京特种机械研究所 飞行器矢量动力旋转机构
US11427344B2 (en) 2019-03-01 2022-08-30 Pratt & Whitney Canada Corp. Cooling system configurations for an aircraft having hybrid-electric propulsion system
US20220399591A1 (en) * 2021-06-15 2022-12-15 Beta Air, Llc System for battery management in electric aircraft
US11574548B2 (en) 2019-04-25 2023-02-07 Pratt & Whitney Canada Corp. Aircraft degraded operation ceiling increase using electric power boost
US11639228B2 (en) 2019-03-01 2023-05-02 Pratt & Whitney Canada Corp. Engine layouts and associated compartmentalization for aircraft having hybrid-electric propulsion system
US11667391B2 (en) 2019-08-26 2023-06-06 Pratt & Whitney Canada Corp. Dual engine hybrid-electric aircraft
US11738881B2 (en) 2019-10-21 2023-08-29 Hamilton Sundstrand Corporation Auxiliary power unit systems
US11905008B2 (en) 2018-12-31 2024-02-20 Air Vev Ltd VTOL aircraft
US11999509B2 (en) 2021-05-17 2024-06-04 Pratt & Whitney Canada Corp. Hybrid-electric and all-electric aircraft power systems

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US11964755B2 (en) 2017-05-22 2024-04-23 Overair, Inc. Tilt actuator for aircraft
US10351235B2 (en) 2017-05-22 2019-07-16 Karem Aircraft, Inc. EVTOL aircraft using large, variable speed tilt rotors
US20190263515A1 (en) * 2017-05-22 2019-08-29 Karem Aircraft, Inc. eVTOL Having Many Variable Speed Tilt Rotors
US10974826B2 (en) 2017-05-22 2021-04-13 Overair, Inc. EVTOL having many variable speed tilt rotors
US11066159B2 (en) 2017-05-22 2021-07-20 Overair, Inc. EVTOL aircraft using large, variable speed tilt rotors
CN109533319A (zh) * 2018-12-07 2019-03-29 湖北航天飞行器研究所 一种具有搭接翼的倾转旋翼无人飞行器结构系统
US11905008B2 (en) 2018-12-31 2024-02-20 Air Vev Ltd VTOL aircraft
US11427344B2 (en) 2019-03-01 2022-08-30 Pratt & Whitney Canada Corp. Cooling system configurations for an aircraft having hybrid-electric propulsion system
US11639228B2 (en) 2019-03-01 2023-05-02 Pratt & Whitney Canada Corp. Engine layouts and associated compartmentalization for aircraft having hybrid-electric propulsion system
CN109866919A (zh) * 2019-03-22 2019-06-11 南京乐飞航空技术有限公司 一种舰载热动力电驱倾转旋翼飞行器
US11574548B2 (en) 2019-04-25 2023-02-07 Pratt & Whitney Canada Corp. Aircraft degraded operation ceiling increase using electric power boost
US11667391B2 (en) 2019-08-26 2023-06-06 Pratt & Whitney Canada Corp. Dual engine hybrid-electric aircraft
US11738881B2 (en) 2019-10-21 2023-08-29 Hamilton Sundstrand Corporation Auxiliary power unit systems
CN112722273B (zh) * 2021-03-08 2023-05-02 安徽鸠兹航空智能产业技术研究院有限公司 一种重心可调的复合推进无人机及其控制方法
CN112722273A (zh) * 2021-03-08 2021-04-30 安徽鸠兹航空智能产业技术研究院有限公司 一种重心可调的复合推进无人机及其控制方法
US11999509B2 (en) 2021-05-17 2024-06-04 Pratt & Whitney Canada Corp. Hybrid-electric and all-electric aircraft power systems
US20220399591A1 (en) * 2021-06-15 2022-12-15 Beta Air, Llc System for battery management in electric aircraft
CN114476051A (zh) * 2021-12-29 2022-05-13 北京特种机械研究所 飞行器矢量动力旋转机构

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