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WO2018145675A1 - Aéronef à décollage et atterrissage verticaux - Google Patents

Aéronef à décollage et atterrissage verticaux Download PDF

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Publication number
WO2018145675A1
WO2018145675A1 PCT/CZ2018/050004 CZ2018050004W WO2018145675A1 WO 2018145675 A1 WO2018145675 A1 WO 2018145675A1 CZ 2018050004 W CZ2018050004 W CZ 2018050004W WO 2018145675 A1 WO2018145675 A1 WO 2018145675A1
Authority
WO
WIPO (PCT)
Prior art keywords
propeller
control tabs
control
trailing edge
wing
Prior art date
Application number
PCT/CZ2018/050004
Other languages
English (en)
Inventor
Martin DRSTICKA
Original Assignee
New Space Technologies s.r.o.
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 New Space Technologies s.r.o. filed Critical New Space Technologies s.r.o.
Publication of WO2018145675A1 publication Critical patent/WO2018145675A1/fr

Links

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
    • B64C29/02—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis vertical when grounded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/24—Transmitting means
    • B64C13/26—Transmitting means without power amplification or where power amplification is irrelevant
    • B64C13/28—Transmitting means without power amplification or where power amplification is irrelevant mechanical
    • B64C13/30—Transmitting means without power amplification or where power amplification is irrelevant mechanical using cable, chain, or rod mechanisms

Definitions

  • Aircrafts which are characterized by the ability to take off and to land in a perpendicular direction and in an upright position and which assume a horizontal cruising flight position after take-off, are generally referred to as tail sitters.
  • the essential advantage of such aircraft type consist in its ability to take off and to land vertically without needing any runway or another special catapult system and without excluding the possibility of being operated as a fixed-wing aircraft, i.e. with the use of the lifting force caused by the forward airspeed and by the shape of the wings during a cruising flight.
  • a tail sitter aircraft does not undergo any alteration of its configuration during a flight or in connection with changing flight modes, which means that neither any changes to the mutual positions of the propulsion units and the aircraft itself nor any adjustment of the lifting surfaces in relation to the aircraft itself occur.
  • the objective of the present invention is to provide a tail sitter aircraft that will be reliably controllable in any flight mode.
  • a tail sitter aircraft comprising a fuselage and a pair of wings, each wing having a leading edge and a trailing edge, wherein each of the wings is provided with a propeller propulsion unit and a plurality of control tabs arranged at the trailing edge side, the plurality of control tabs comprising at least two pivotally attached control tabs for controlling the direction of the air flowing from the propeller propulsion unit, the plurality of control tabs being interconnected with a an actuating mechanism for controlling the swinging of at least one of the control tabs.
  • the plurality of control tabs comprises a means, preferably a control rod, for interconnecting the control tabs and thereby synchronizing the swinging motion of the control tabs.
  • the axes of the swinging motion of the control tabs are parallel to the trailing edge of the respective wing and/or with the plane of rotation of the propeller of the propulsion unit.
  • each, plurality of control tabs comprises a pair of outer control tabs and one central control tab arranged therebetween, the leading edge of the latter being aligned with the trailing edge of the respective wing.
  • At least one of the control tabs of each plurality has an aerodynamic teardrop shape in a section extending from the leading edge to the respective trailing edge of that tab.
  • the tail sitter aircraft is preferably further provided with a central propulsion unit arranged in the symmetry plane of the aircraft.
  • the central propulsion unit can be used for reducing the load caused by the weight of the aircraft assuming the vertical position when taking off or landing as well as for propelling the aircraft assuming the cruising (horizontal position), whereas the propeller propulsion units installed on the wings, which can be also advantageously used during take-off and landing or, as the case may be, during the transitions between the vertical and horizontal positions, can be disabled during the cruising (horizontal) flight mode, the propellers of the latter propulsion units being concealed within a slot between the respective wing and the respective plurality of control tabs when disabled.
  • the propeller propulsion unit and the plurality of control tabs are arranged in the proximal area of the respective wing, whereas the trailing edge of the distal area of the wing is provided with a pivotally attached roll-control aileron for controlling the rolling motion of the aircraft in flight.
  • the control tab which is arranged closest to the rotation axis of the propeller of the propulsion unit, has a length measured in a direction parallel to the trailing edge of the wing, said length ranging from 80 to 120 % of the diameter of the propeller.
  • the propeller of the propeller propulsion unit is arranged on the respective wing in a manner enabling the propeller to be aligned with the trailing edge of the wing and/or concealed within a slot delimited by the trailing edge of the wing and the plurality of control tabs, when the propeller is disabled.
  • I may be also advantageous to provide the frontal area of the tail sitter aircraft with a pair of additional stabilisation surfaces. And it may be also advantageous to arrange the leading edge of the roll-control aileron at the same line as the leading edge of one of the control tabs.
  • FIG. 1 is a front view showing a tail sitter aircraft in its parking or launching position
  • Fig. 2 is a side view showing the tail sitter aircraft of Fig. 1
  • Fig. 3 is a plan view showing the tail sitter aircraft of Fig. 1
  • Fig. 4 shows a portion of a wing of the tail sitter aircraft where control tabs are situated
  • Figs. 5A and 5b show an exemplary plurality of control tabs for the tail sitter aircraft according to the invention.
  • an exemplary embodiment of the tail sitter aircraft comprises a fuselage 4 carrying a pair of front horizontal stabilizers 6 (so called duck wings) in its front portion.
  • the rear portion of the fuselage 4 carries a pairs of wings 5.
  • a central propulsion unit 7 is arranged in the rear portion of the fuselage 4. According to the embodiment shown in the drawings, a propeller propulsion unit is concerned. Nevertheless, a jet propulsion engine or another suitable propulsion system could be used as an alternative.
  • a pair of stand-type tail planes 8 is attached to the individual wings 5, each tail plane being provided with a stand-type end piece 9 in order to enable the tail sitter aircraft to be parked / to stand in a vertical position.
  • Each wing 5 has a forward facing leading edge 50, i.e. an edge facing in the flight direction, and a rearward facing trailing edge 55. Moreover, each wing 5 is provided with a roll- control aileron 10 tiltably attached to the trailing edge 55 of the respective wing 5 in the distal area thereof and intended for controlling the rolling motion of the aircraft in flight.
  • Each of the wings 5 carries a propeller propulsion unit installed in the proximal area of the respective wing, the propeller 3 of the propulsion unit being arranged in the vicinity of the trailing edge 55 of the wing.
  • the propeller 3 of the propulsion unit is followed by a plurality of control tabs 21, 22, 23 having their leading edges arranged substantially parallel to the trailing edge 55 of the respective wing 5.
  • the aforesaid plurality comprises at least two control tabs 21, 22, 23, the illustrated preferred embodiment comprising three.
  • the array can comprise even more control tabs 21, 22, 23.
  • the control tabs 21, 22, 23 are attached to the respective wing 5 by means of a holder 12.
  • the plurality of control tabs 21, 22, 23 comprises a pair of outer tabs 21, 23 and a central tab 22 arranged therebetween, the latter having its leading edge substantially aligned with the adjacent trailing edge 55 of the wing 5 when viewed in the flight direction.
  • the centrally arranged control tab 22 has an aerodynamic shape which specifically means that the tab is gradually slightly widened in its central portion facing the axis of the propeller 3, as particularly apparent in Figs. 5a and 5b.
  • at least the centrally arranged control tab 22 has an aerodynamic teardrop shape in a section extending from the leading edge to the respective trailing edge of that tab (i.e. in a section taken through a plane parallel to the symmetry plane of the aircraft).
  • All the control tabs 21, 22, 23 are pivotally mounted, the respective axes of the swinging motion being parallel with each other and advantageously substantially parallel to the trailing edge 55 of the wing 5, or substantially parallel to a plane which is perpendicular to the axis of rotation of the propeller 3.
  • an actuating mechanism 20 is attached to the centrally arranged control tab 22, said mechanism serving for adjusting the inclination of the latter.
  • Each of the outer control tabs 21, 23 is interconnected with the centrally arranged control tab 22 by means of a control rod 25 so that an adjustment of the inclination of the centrally arranged control tab 22 simultaneously causes a change to the inclination of the outer control tabs 21, 23.
  • the inclination of the outer control tabs 21, 23 can be adjusted by adjusting the inclination of the centrally arranged control tab 22.
  • all the control tabs 21, 22, 23 can be arranged, for example, arranged parallel to each other and their mutual parallelism can be maintained irrespective of any change to the inclination of the centrally arranged control tab 22 (Fig. 5a, 5b).
  • actuating mechanism 20 can be associated with any of the control tabs 21, 22, 23.
  • more than one actuating mechanism 20 can be employed in order to make it possible to adjust the inclination of the individual control tabs separately / independently.
  • motion of the control tabs 21, 22, 23 may be coupled by other means.
  • the actuating mechanism 20 illustrated in Figs. 5 a, 5b comprises a four-joint articulated mechanism or a lever mechanism. However, other types of actuating mechanisms can be used.
  • the axes of the swinging motion of the control tabs 21, 22, 23 are arranged along the leading edges of the latter.
  • the leading edges of the control tabs 21, 22, 23 are arranged in a plane extending parallel to the plane of rotation of the propeller 3 of the propulsion unit arranged on the respective wing 5, the lengths of the control tabs 21, 22, 23 in the direction of the leading edges thereof being advantageously selected in a range that causes the orthogonal projections of the leading edges of the control tabs 21, 22, 23 into the plane of rotation of the propeller 3 to approximately form the chords of the circle circumscribed by the tips of the propeller 3.
  • the length of the centrally arranged control tab 22 approximately corresponds to the diameter of the circle circumscribed by the tips of the propeller 3
  • the outer control tabs 21, 23 are shorter and their lengths approximately correspond to the size of a chord of the circle circumscribed by the tips of the propeller 3, the cord concerned having the distance from the centre of the circle equal to the distance between the leading edge of the centrally arranged control tab 22 and the leading edges of the outer control tabs 21, 23 (Fig. 3).
  • the aircraft When taking off, the aircraft flies upwards in a vertical position, which is the position assumed by the aircraft supported by the stand-type end pieces 9 of the tail planes 8 (Figs. 1 and 2).
  • both the central propulsion unit 7 and the propeller propulsion units arranged on the wings 5 are switched on, the outlet airflow of the latter propulsion units being vectorized in the symmetry plane of the aircraft by means of the plurality of control tabs 21, 22, 23j k
  • the roll, pitch and yaw of the aircraft assuming a vertical position are controlled by the combination of altering the thrust generated by the pair of propeller propulsion units arranged on the wings 5 and independent vectorizing of the outlet air flow of said propulsion units, the respective vectorization being carried out by adjusting the inclination of the control tabs 21, 22, 23.
  • the central propulsion unit 7 is employed, the latter being a propeller unit or a jet propulsion one installed in the symmetry plane of the aircraft.
  • the propulsion units arranged on the wings 5 are disabled and their propellers 3 are concealed in a mutual alignment behind the trailing edge 55 of the wing 5 or within a slot between the latter edge and the centrally arranged control tab 22.
  • the technical solution according to the present invention is particularly suitable for unmanned aerial vehicles but may be also useful for manned aerial vehicles, such as airplanes.
  • the aircraft is provided with a central propulsion unit 7 and with a pair of propeller propulsion units arranged on the wings 5.
  • a central propulsion unit 7 can also be used, in which case the entire propulsive force would be provided exclusively by the propeller propulsion units located on the wings 5.
  • a suitable material for the holder 12 and/or the control tabs 21, 22, 23 can be, for example, a sheet made of a high-strength aluminium alloy.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Toys (AREA)

Abstract

L'invention concerne un aéronef à décollage et atterrissage verticaux, comprenant un fuselage (4) et une paire d'ailes (5), chaque aile ayant un bord d'attaque (50) et un bord de fuite (55), chacune des ailes (5) étant pourvue d'une unité de propulsion d'hélice et d'une pluralité de servocompensateurs (21, 22, 23) disposés au niveau du bord de fuite (55), la pluralité de servocompensateurs comprenant au moins deux servocompensateurs (21, 22, 23) fixés en pivotement pour commander la direction de l'air circulant depuis l'unité de propulsion d'hélice, la pluralité de servocompensateurs (21, 22, 23) étant interconnectés avec un mécanisme d'actionnement (20) destiné à régler le balancement d'au moins l'un des servocompensateurs (21, 22, 23).
PCT/CZ2018/050004 2017-02-09 2018-02-08 Aéronef à décollage et atterrissage verticaux WO2018145675A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CZ2017-78A CZ201778A3 (cs) 2017-02-09 2017-02-09 Překlopný letoun
CZPV2017-78 2017-02-09

Publications (1)

Publication Number Publication Date
WO2018145675A1 true WO2018145675A1 (fr) 2018-08-16

Family

ID=61873248

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CZ2018/050004 WO2018145675A1 (fr) 2017-02-09 2018-02-08 Aéronef à décollage et atterrissage verticaux

Country Status (2)

Country Link
CZ (1) CZ201778A3 (fr)
WO (1) WO2018145675A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3116040A (en) * 1961-06-26 1963-12-31 Us Industries Inc Supersonic rotary wing platform
US20060097107A1 (en) * 2004-09-17 2006-05-11 Robert Parks System and method for controlling engine RPM of a ducted fan aircraft
US20060231675A1 (en) * 2005-03-17 2006-10-19 Nicolae Bostan Gyro-stabilized air vehicle
US20160016652A1 (en) * 2014-06-10 2016-01-21 Ronald M. Barrett Aerial vehicles and methods of use
US20160144957A1 (en) * 2014-11-26 2016-05-26 XCraft Enterprises, LLC High speed multi-rotor vertical takeoff and landing aircraft
EP3121117A1 (fr) * 2015-07-23 2017-01-25 Sikorsky Aircraft Corporation Système de commande et stratégie pour personne assise à l'arrière

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2478847A (en) * 1944-10-06 1949-08-09 Gen Motors Corp Convertible helicopter-airplane
CH388110A (de) * 1959-10-28 1965-02-15 Aero Consultor Ag Propellergetriebenes Verwandlungsflugzeug mit Starrflügel
US9567075B2 (en) * 2014-02-10 2017-02-14 Northrop Grumman Systems Corporation Tilt wing aerial vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3116040A (en) * 1961-06-26 1963-12-31 Us Industries Inc Supersonic rotary wing platform
US20060097107A1 (en) * 2004-09-17 2006-05-11 Robert Parks System and method for controlling engine RPM of a ducted fan aircraft
US20060231675A1 (en) * 2005-03-17 2006-10-19 Nicolae Bostan Gyro-stabilized air vehicle
US20160016652A1 (en) * 2014-06-10 2016-01-21 Ronald M. Barrett Aerial vehicles and methods of use
US20160144957A1 (en) * 2014-11-26 2016-05-26 XCraft Enterprises, LLC High speed multi-rotor vertical takeoff and landing aircraft
EP3121117A1 (fr) * 2015-07-23 2017-01-25 Sikorsky Aircraft Corporation Système de commande et stratégie pour personne assise à l'arrière

Also Published As

Publication number Publication date
CZ307350B6 (cs) 2018-06-20
CZ201778A3 (cs) 2018-06-20

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