WO2022050928A1 - Console d'aile pour aéronef à décollage et atterrissage vertical, et aéronef comprenant une telle console - Google Patents

Console d'aile pour aéronef à décollage et atterrissage vertical, et aéronef comprenant une telle console Download PDF

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Publication number
WO2022050928A1
WO2022050928A1 PCT/UA2020/000086 UA2020000086W WO2022050928A1 WO 2022050928 A1 WO2022050928 A1 WO 2022050928A1 UA 2020000086 W UA2020000086 W UA 2020000086W WO 2022050928 A1 WO2022050928 A1 WO 2022050928A1
Authority
WO
WIPO (PCT)
Prior art keywords
wing
section
mechanization
aircraft
propellers
Prior art date
Application number
PCT/UA2020/000086
Other languages
English (en)
Russian (ru)
Inventor
Виктор Васильевич ПОПОВ
Александр Владимирович КОНОНЫХИН
Евгений Александрович КОНОНЫХИН
Павел Викторович МИКАЛЮК
Original Assignee
Частное Акционерное Общество "Фэд"
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 Частное Акционерное Общество "Фэд" filed Critical Частное Акционерное Общество "Фэд"
Priority to DE112020007562.1T priority Critical patent/DE112020007562T5/de
Publication of WO2022050928A1 publication Critical patent/WO2022050928A1/fr

Links

Classifications

    • 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
    • B64C15/00—Attitude, flight direction, or altitude control by jet reaction
    • B64C15/02—Attitude, flight direction, or altitude control by jet reaction the jets being propulsion jets
    • B64C15/12—Attitude, flight direction, or altitude control by jet reaction the jets being propulsion jets the power plant being tiltable
    • 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
    • B64C3/00—Wings
    • B64C3/32—Wings specially adapted for mounting power plant

Definitions

  • the present invention relates to the field of aviation, and more specifically to the structures of wings and aircraft with the possibility of vertical takeoff and landing.
  • the thrust vector of the engines is located at a large angle to the horizon, due to the fact that the engines are located on the first section of the flap, which is deflected during takeoff and landing;
  • these gas turbine engines are retracted into the flap section so as not to create additional aerodynamic drag.
  • the necessary thrust in the horizontal direction is provided by the main power plant located in front of the wing.
  • wing design does not imply vertical takeoff and landing, but only reduces the minimum airspeed of the aircraft. Also, gas turbine engines efficiently are used only in the takeoff and landing mode, and in other flight modes they are inoperative and are actually additional cargo for the aircraft.
  • a wing for a vertical take-off and landing aircraft is known according to US Pat.
  • a set of electric propulsors is located on the second part, so that there are 2 extreme deflection positions:
  • the wing according to this patent is taken as a prototype for the present invention.
  • a vertical takeoff and landing aircraft is known according to patent application US2017/0203839, containing a fuselage on which two pairs of all-moving surfaces in the form of wing consoles and control consoles are installed. All-turning surfaces are a set of propellers with additional deflectable aerodynamic bodies located behind the propellers in the upper and lower parts.
  • the disadvantages of the aircraft according to this patent include the absence of a carrier rigidly fixed to the fuselage of the aerodynamic surface, which creates lift both in cruising flight and in takeoff mode, due to rarefaction, above its upper surface. As a result, this aircraft has a low aerodynamic quality.
  • the invention is based on the task of creating a wing console having rotary propellers, which in the takeoff / landing position will provide the vertical direction and thrust required for vertical takeoff / landing, and in the cruising position will provide the horizontal direction and thrust required for horizontal flight at high speed. Also, the wing console must contain elements that provide an additional change in the direction and parameters of the pressure and speed of the air jet emanating from the propellers.
  • the invention is also based on the task of creating a vertical take-off and landing aircraft that has good controllability at low speeds of horizontal flight and combines the advantages of a helicopter and an airplane. Namely: the possibility of vertical takeoff and landing, hovering in the air, flying at low speeds like a helicopter, and a high speed of horizontal flight, together with the efficient use of aerodynamic surfaces like an airplane.
  • the first task is solved by creating a wing console of an aircraft, consisting of a bearing part and a first mechanization section pivotally attached to it, containing electric propulsors located above the wing profile.
  • This console contains a second section of mechanization, hinged to the first and located:
  • this mechanization section can be divided into two parts along the wing span, and each of the parts can play the role of a flap or a flaperon.
  • the second mechanization section provides the possibility additional change in the direction and parameters of pressure and speed of the air jet emanating from the propellers.
  • the second problem is solved by creating a vertical take-off and landing aircraft, which contains a fuselage and two pairs of aerodynamic surfaces in the form of wing consoles, and control consoles, which consist of a part rigidly fixed to the fuselage and a hinged one-piece airfoil having a set of propellers so that the axis of rotation of the propellers coincides with the chord of the airfoil.
  • This aircraft according to the invention comprises a wing as described above and, in combination with rotary control rudders, enables vertical takeoff, hovering and level flight at high speed. Good controllability of the aircraft at low speeds of horizontal flight is achieved by deflection of the second section of the mechanization of the wing console.
  • FIG. 2 Cross-section of the wing console according to the first embodiment in cruising flight mode
  • FIG. 3 Cross-section of the wing console according to the second embodiment in cruising flight mode
  • FIG. 4 Cross-section of the wing console according to the third embodiment in cruising flight mode
  • Fig. 5 The wing console in plan with the second mechanization section divided into two parts - external and internal.
  • Fig. 6 Cross-section of the wing console with the second section of mechanization located above and below the propulsion device performing the function of the flaperon, in the takeoff / landing position,
  • FIG. 8 Cross section of the console of the rudders
  • Fig. 9 Aircraft with wing panels and control rudders in the takeoff / landing position
  • FIG. 10 Aircraft with wing panels and control rudders in the cruising flight position.
  • Fig. 1-6 correspond to the description of the wing console 1
  • FIG. 7-10 correspond to the description of a VTOL aircraft 2 with such a wing.
  • the wing console 1 ( Figure 1) of the aircraft vertical takeoff and landing 2, consists of a bearing part 3 and the first section of mechanization 4, fixed to the bearing part 3 by means of a hinge 5 and containing a section of propellers 6, located above the profile of the wing console 1.
  • the second mechanization section 7 is attached to the first mechanization section 4 by means of a hinge 8.
  • FIG. 2 shows the cross-section I-I of the wing console 1 in the cruising flight mode in the first embodiment, where the second section of mechanization 7 is located above the section of propulsors 6.
  • FIG. 3 shows the cross-section I-I of the wing console 1 in the cruising flight mode in the second version, where the second section of mechanization 7 is located under the section of propellers 6.
  • FIG. 4 shows the cross-section I-I of the wing console 1 in the cruising flight mode in the third embodiment, where the second mechanization section consists of two aerodynamic surfaces 7 and 9 located above and below the propulsion section 6, respectively.
  • the second section of mechanization 7 (and the surface 9 in the case of the third version) can serve as a flap or flaperon. And also, it can be divided into two parts along the span of the wing, creating an inner second section of mechanization 7' (and a surface 9' in the case of the third version) that performs the functions of a flap, and an outer second section of mechanization 7” (and a surface 9” in the case of the third version performance) performing the function of a flaperon.
  • an inner second section of mechanization 7' and a surface 9' in the case of the third version
  • an outer second section of mechanization 7” (and a surface 9” in the case of the third version performance) performing the function of a flaperon.
  • FIG. 5 shows the wing console in plan, with the second section of mechanization divided into two parts, where the section P-P corresponds to Fig.6, and the section II is similar to the section shown in Fig.4, in which positions 7 and 9 correspond to positions 7' and 9' .
  • the design of the wing console 1, depending on the functions of the second section of mechanization 7, includes a flap deflection mechanism 11 and / or a flaperon deflection mechanism 12.
  • a flap deflection mechanism 11 each position of the first section mechanization 4, corresponds to the only position of the second mechanization section 7.
  • the deflection mechanism of the flaperon 12 it is possible to separately rotate
  • the VTOL aircraft 2 comprises a fuselage 13, on which two pairs of aerodynamic surfaces are installed in the form of wing consoles 1 (made according to any of the above options), so that the carrier part 3 is rigidly attached to the fuselage 13, and the control consoles 14, which consist of a fixed part 15, rigidly attached to the fuselage 13, and an all-turning aerodynamic surface 16, having a set of propellers 17 (Fig. 7), and attached to the fixed part 15 by means of a shaft 18 (Fig. 8).
  • the set of propellers 17 is a continuation of the all-turning aerodynamic surface 16 so that the axis of rotation of the propellers 19 coincides with the chord of the profile of this surface. Similar to the wing console 1, the rudders 14 can be deflected to change the direction of thrust. Thus, together the console rudders 14 and the console wing 1 provide vertical takeoff/landing of the aircraft (Fig.9), hovering in the air and horizontal flight of the aircraft at high speed (Fig.10).
  • the essence of the invention is related to the features of the functioning of the aircraft in all flight modes, namely, in the takeoff/landing mode, transitional mode and cruising flight mode.
  • the advantage of the design of the wing console 1 according to the first embodiment is the possibility of good control of the direction of the air jet emanating from the set of propellers 6.
  • the first section of mechanization 4 with a set of propellers 6 is not vertical, additional rotation the outgoing air jet is carried out by the second section of mechanization 7.
  • This arrangement of the set of propellers 6 leads to an increase in lift due to the creation of additional vacuum above the surface of the bearing part 3.
  • the disadvantages include the complexity of the design of the flap deflection mechanism 1 1 or the flaperon deflection mechanism 12.
  • the advantage of the design according to the second embodiment is the creation of additional lift by the second section of the mechanization 7 in the cruising flight mode due to the fact that the air jet emanating from the set of propulsors 6 creates a rarefaction over the surface of the second section of the mechanization 7.
  • the disadvantages include the fact that in the takeoff / landing, the second section of mechanization 7 cannot turn the air jet at a significant angle, as in the first embodiment, due to the fact that the air jet is prone to stall. Therefore, the set of propellers 6 is located at an angle close to vertical and, as a result, the additional lifting force decreases due to a slight rarefaction above the surface of the bearing part 3.
  • the advantage of the design according to the third embodiment is that an additional lift force is created in the take-off mode, by analogy with the design according to the first embodiment.
  • the advantages include the fact that together the aerodynamic surfaces 7 and 9 determine the outlet section S of the air jet emanating from the propellers 6. During the deflection of the mechanization, the area of the outlet section S may change, depending on the position of the aerodynamic surfaces 7 and 9, which leads to a change in the pressure parameters and the speed of the air jet.
  • the second section of mechanization consists of two surfaces 7 and 9
  • the presence of a connecting link 10 is required to provide the required kinematics of the mutual movement of these surfaces.
  • the wing consoles 1 of the proposed aircraft 2 in their design have a second mechanization section 7, which can perform the function of flaperons, which, in turn, are blown by an air stream emanating from a set of propellers 6, which always has a high speed. Therefore, the flaperons can yaw the aircraft 2 in the takeoff/landing mode. And also, effectively control the aircraft 2 in yaw and roll at low speeds of horizontal flight.
  • the third version of the wing console 1 there is the possibility additionally change the pressure and speed parameters of the air jet emanating from the set of propellers 6, as a result of changing the area of the outlet section S. Thus, good controllability of the aircraft 2 is ensured in all flight modes and speeds.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Toys (AREA)

Abstract

L'invention concerne une console d'aile (1) pour aéronef à décollage et atterrissage vertical (2), comprenant une partie porteuse (3), et une section mécanisée (4) connectée à celle-ci de manière articulée et comprenant un ensemble de propulseurs (6) disposés sous le profil de l'aile. La console d'aile (1) comprend une seconde section mécanisée (7), par exemple sous forme d'un volet ou d'un aileron haute vitesse, connectée de manière articulée à la première section mécanisée. L'invention concerne également un aéronef (2) dans lequel on utilise ladite console d'aile (1).
PCT/UA2020/000086 2020-09-03 2020-09-17 Console d'aile pour aéronef à décollage et atterrissage vertical, et aéronef comprenant une telle console WO2022050928A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112020007562.1T DE112020007562T5 (de) 2020-09-03 2020-09-17 Flügelkonsole eines vertikal startenden und landenden Flugzeugs sowie Flugzeug mit einem solchen Flügel

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
UAA202005680A UA124132C2 (uk) 2020-09-03 2020-09-03 Консоль крила для літального апарата вертикального зльоту і посадки і літальний апарат з такою консоллю
UAA202005680 2020-09-03

Publications (1)

Publication Number Publication Date
WO2022050928A1 true WO2022050928A1 (fr) 2022-03-10

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PCT/UA2020/000086 WO2022050928A1 (fr) 2020-09-03 2020-09-17 Console d'aile pour aéronef à décollage et atterrissage vertical, et aéronef comprenant une telle console

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DE (1) DE112020007562T5 (fr)
UA (1) UA124132C2 (fr)
WO (1) WO2022050928A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4361026A1 (fr) * 2022-10-27 2024-05-01 Lilium eAircraft GmbH Aile portante

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3127475B1 (fr) * 2021-09-30 2024-02-16 Safran Aeronef et sa mise en œuvre

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU64516A1 (ru) * 1941-05-12 1944-11-30 И.П. Гурский Самолет с измен емым в полете числом несущих поверхностей
RU2375252C1 (ru) * 2008-07-02 2009-12-10 Рем Георгиевич Гаспаров Флюгерное крыло
UA50301U (uk) * 2010-02-09 2010-05-25 Назар Васильевич Силка Літак вертикального зльоту і посадки
US8544787B2 (en) * 2011-07-29 2013-10-01 Korea Aerospace Research Institute High performance tilt rotor aircraft in which nacelle tilt angle and flaperon angle mechanically interwork with each other
US9902486B2 (en) * 2013-04-15 2018-02-27 Christian Emmanuel Norden Transition arrangement for an aircraft
RU2674900C1 (ru) * 2017-12-18 2018-12-13 Публичное акционерное общество (ПАО) "Туполев" Консоль крыла летательного аппарата с устройством для управления по курсу
US10597133B2 (en) * 2015-04-23 2020-03-24 Lilium GmbH Aerofoil for an aircraft, and an aircraft
CN210235306U (zh) * 2019-05-23 2020-04-03 厦门大学 一种翼型可变的飞翼式飞机

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2964264A (en) 1956-01-27 1960-12-13 Martin Co Power flap for aircraft
US10926874B2 (en) 2016-01-15 2021-02-23 Aurora Flight Sciences Corporation Hybrid propulsion vertical take-off and landing aircraft

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU64516A1 (ru) * 1941-05-12 1944-11-30 И.П. Гурский Самолет с измен емым в полете числом несущих поверхностей
RU2375252C1 (ru) * 2008-07-02 2009-12-10 Рем Георгиевич Гаспаров Флюгерное крыло
UA50301U (uk) * 2010-02-09 2010-05-25 Назар Васильевич Силка Літак вертикального зльоту і посадки
US8544787B2 (en) * 2011-07-29 2013-10-01 Korea Aerospace Research Institute High performance tilt rotor aircraft in which nacelle tilt angle and flaperon angle mechanically interwork with each other
US9902486B2 (en) * 2013-04-15 2018-02-27 Christian Emmanuel Norden Transition arrangement for an aircraft
US10597133B2 (en) * 2015-04-23 2020-03-24 Lilium GmbH Aerofoil for an aircraft, and an aircraft
RU2674900C1 (ru) * 2017-12-18 2018-12-13 Публичное акционерное общество (ПАО) "Туполев" Консоль крыла летательного аппарата с устройством для управления по курсу
CN210235306U (zh) * 2019-05-23 2020-04-03 厦门大学 一种翼型可变的飞翼式飞机

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4361026A1 (fr) * 2022-10-27 2024-05-01 Lilium eAircraft GmbH Aile portante

Also Published As

Publication number Publication date
DE112020007562T5 (de) 2023-08-31
UA124132C2 (uk) 2021-07-21

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