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
  • B64C39/00—Aircraft not otherwise provided for
  • B64C39/12—Canard-type aircraft
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U50/00—Propulsion; Power supply
  • B64U50/10—Propulsion
  • B64U50/19—Propulsion using electrically powered motors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U70/00—Launching, take-off or landing arrangements
  • B64U70/80—Vertical take-off or landing, e.g. using rockets
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
  • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
  • B64U30/20—Rotors; Rotor supports

Definitions

• the object of the invention is a vertical take-off and landing aircraft in manned or unmanned version, powered by one or more electric motors which rotate two contra-rotating, fixed-pitch or variable-pitch propellers located at the front.
• drive units in the form of a turboprop engine with a propeller without periodical propeller pitch variability or a jet engine without thrust vector change applied at that time substantially impeded, and even prevented achievement of intended goals.
• new construction and technological solutions as well as new applications allowing to take a fresh look at the old ideas have appeared since then.
• Such solutions and applications may include appearance in aviation of an electric drive with a high potential for development, appearance and increasing practical application of unmanned aircraft and helicopters, new solutions in the field of aerodynamics, including a new method of aircraft controlling and balancing without changing its stability.
• the vertical take-off and landing aircraft whose longitudinal axis during take-off and landing is in vertical position, and during parking on the ground it is propped on it with the back of the fuselage equipped with a proper shock absorbing system, while during the flight the longitudinal axis is close to being horizontal, is characterised according to the invention by that additional horizontal and vertical control and trim surfaces located in the slipstream of the contra-rotating propellers in front of the aircraft's centre of gravity are used for control during vertical and horizontal flight, whereas the control and trim surfaces are suspended in relation to the aircraft on axles located in front of the centre of aerodynamic forces created by them, owing to which the aerodynamic surfaces place themselves in the direction of the flowing control air of the aircraft, and the lift force created by them depends directly on the moments exerted on their rotation axes, created with linear or angular magneto-dynamic hoists or with the aerodynamic method through auxiliary control tabs installed on the control and trim surfaces.
• the aircraft is powered by at least one electric motor rotating two contra-rotating, fixed-pitch or variable
• the advantage of the application of the electric-powered aircraft according to the invention is its construction that is significantly simpler than those applied currently and enables practically immediate and clear reaction to the change of parameters set by the pilot or the control system, which influences greater reliability and simplicity of operation due to the fact that in the electric drive control system complete elimination of movable mechanical elements is possible that reduces construction and operation costs.
• Owing to the application of variable target frequency inverters it is possible to optimise propellers rotations for particular flight parameters, and thus to apply much simpler, lighter and cheaper fixed-pitch propellers.
• Fig. 1 presents the vertical take-off and landing aircraft in the top view
• Fig. 2 presents the vertical take-off and landing aircraft in the side view
• Fig. 3 presents the vertical take-off and landing aircraft in the take-off position
• Fig. 4 presents the vertical take-off and landing aircraft in the axonometric view during horizontal flight
• Fig. 5 presents the vertical take-off and landing aircraft in the front view during horizontal flight.
• the vertical take-off aircraft in manned or unmanned version, is powered by one or more electric motors 2 which rotate two contra-rotating fixed-pitch or variable-pitch propellers 1 located at the front.
• the aircraft customarily called an airplane, of the relatively large diameter of the propeller ⁇ similar to the diameter of the helicopter rotor, during take-off, landing and parking stands propped on the tail part of the fuselage vertically nose up with the use of intermediary elements 9 - fixed or retractable.
• the essence of the invention is the fact that the direction of forces created by the auxiliary control and trim surfaces 5 and 7 matches the expected and implemented movement of the airplane in contrast to previous solutions, in which to obtain the forward movement of the airplane the nose of the airplane needed to be leant forward, tilting the back of the airplane backwards with the controls, in this case the effect of the forward movement of the airplane is obtained owing to the horizontal component of the drive unit thrust created by leaning the nose of the airplane forward.
• force in the direction opposite to the planned movement direction needs to be created for some time on the back controlled surfaces.
• the final effect of the above is a delay in time of response to control signals/deflections, and with the dynamics of the whole system taken into consideration - including time of response and the human pilot's learned habits - practical impossibility of controlling the airplane by the pilot in this flight condition.
• the forces created by the horizontal and vertical control and trim surfaces 5 and 7 create during hovering a horizontal forward or sideward force, deflecting the slipstream in such a way that the airplane moves in the direction consistent with their deflection without unnecessary delays.
• the airplane without the auxiliary control and trim surfaces 5 and 7 is stable, while auxiliary surfaces, owing to the fact that the aerodynamic centre of pressure is located behind axes of their rotation 6 and 8, practically do not affect its stability.
• contra-rotating propellers applied in the airplane propulsion enable control of its rotation around the axis of the plane. This could be done through differentiation of moments rotating particular propellers that can be obtained by variable arrangement of their blades, which is compiicated, or in case of more than one electric motor by electric differentiation of their power with a controller 13 essential for their correct functioning.

Landscapes

• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Toys (AREA)
• Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
• Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=57211554

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (6)

• 2015
  • 2015-09-23 PL PL414124A patent/PL414124A1/pl unknown
• 2016
  • 2016-09-21 WO PCT/PL2016/000107 patent/WO2017052396A1/en not_active Ceased
  • 2016-09-21 EP EP16788576.3A patent/EP3365227A1/en not_active Withdrawn

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