• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:AT510341A1
    申请号:T14232010
    申请日:2010-08-26
    公开日:2012-03-15
    发明作者:
    申请人:Stagl Roland；
    IPC主号:
    专利说明:

    ^ ljrf: as wfjsrr PATENT OFFICER DIPL.-ΙΝα DK.TLGUN. TILIROPHAN PATENT AND TRADEMARK ATFORNHY A-lBOU'IliN KOPKGASSL 7 03880
    Roland STAGL A-2053 Peigarten 125 (AT)
    The present invention relates to a rotary-wing aircraft, with a fuselage and at least one support rotor rotatably mounted thereon.
    There are basically two different types of rotary wing aircraft. In helicopters (helicopters) the carrier rotor (main rotor) is driven and used both for buoyancy and - by collective and cyclical adjustment of the pitch of the rotor blades - for propulsion and control. For the torque compensation of the main rotor usually used by the main rotor drive via a shaft co-driven tail rotor, which consumes up to 40¾ of the entire drive, without contributing to buoyancy or propulsion. The advantage of the helicopter is its vertical take-off and landing capability and its "hove ring", a disadvantage being the complex mechanics of the main and tail rotor drive and its high power consumption.
    Another decisive disadvantage of helicopters is their system limited maximum speed, which is caused on the one hand by the supersonic range of the leading rotor blade and on the other hand by the stall of the returning rotor blade ("retreating blade stall"): The speed limit of a helicopter is reached, Ί Kl. : (+43 1) 879 17 06 · l -. X: (+43 1} 879 P 07 · KMAII .: M. I1. @ 4 + TKN 1K.NKT WKB: νίΛΧΛν.Ι'Λ'Π '.ΝΊΊ-ΝΚΊ KRSTK BANK: 038 56701 HK /: 20111 1B.W: ΛΊΊ02011100003856704 BIO; GIBAATWW · VI: AT U 53832900 if the returning rotor blade no longer has sufficient relative speed to the wind and loses its buoyancy.
    Last but not least, helicopters always carry a certain risk in the event of a drive failure because the main rotor must then be decoupled from the stationary drive as quickly as possible in order to enable its autorotation when sinking, which requires appropriate training and a good reaction from the pilot and sometimes close to the ground is insufficiently possible.
    The second basic type of rotary wing aircraft are gyrocopters in which the carrier rotor is not powered by engine power but is constantly in autorotation to the wind. For this purpose, the gyrocopter must be propelled by a propeller in the manner of an aircraft. Gyroplanes have many advantages over helicopters, such as their intrinsic safety against a drive case, because the carrier rotor is constantly in autorotation. Complicated drive and adjustment mechanisms for the main rotor and its rotor blades omitted. Since the aircraft is almost constantly in forward motion and thus can be stabilized by a rudder, a complicated and energy-consuming tail rotor is unnecessary. The production, Beriebs- and maintenance costs of a gyroscope are usually only a fraction of a helicopter. The only serious one
    Disadvantage of a gyrocopter is its lack of vertical take-off, landing and Schwebefähgikeit; Gyroplanes must be constantly moving to keep the carrier motor in autorotation.
    In the past, some attempts have been made to combine the benefits of helicopters with those of helicopters. For example, Gyroplane equipped with a launching propeller for vertical take-off and landing phase can be coupled to the propulsion rotor. However, this again required a complex and expensive drive and recliner mechanism for the carrier rotor, which negated many of the main advantages of the gyrocopter except for the safety aspect of autorotation in cruising flight.
    Therefore, there is still an unmet need for a rotary wing aircraft that combines the advantages of helicopters and gyroplanes in a cost-effective manner. The invention has for its object to provide such a rotary wing aircraft.
    This object is achieved with a rotary wing aircraft, which is characterized according to the invention by the following components: at least one supported by the fuselage jet engine for the propulsion of the aircraft, at least one power turbine for driving the support rotor, which is operable with a gas jet, and a downstream of the jet engine Guide for the engine jet, the at least between a first position in which it causes the engine jet propulsion of the aircraft, and a second position in which it directs at least a portion of the engine jet in the power turbine of the support rotor, can be displaced.
    The invention thus provides a in the manner of a helicopter vertical take-off and landing capable gyroplane, the complicated, expensive and heavy transmission mechanism either a drive of the support motor for vertical take-off, landing and hovering on the one hand and an energy-efficient propulsion in cruising under safe autorotation of the carrier rotor on the other hand allows. The use of a jet engine for distribution allows high speeds and reliable operation in travel and long-haul flight at operating costs comparable to those of a surface aircraft compared to conventional lifting or gyroplanes. With optional rigid auxiliary wings, which will be explained in more detail later, cruising speeds of over 400 km / h can be achieved, which far exceeds the operating limits of conventional helicopters. At the same time, the high safety of gyroplanes is achieved by the autorotation of the carrier rotor in forward flight. The use of a jet engine and a gas jet guide for the selective drive of the carrier rotor in take-off, landing and hovering phases compared to helicopters no complicated, heavy and expensive gear for the drive rotor drive is required, so that the vertical start, landing and levitation properties of a helicopter can be achieved at the fractional cost of a gyrocopter. Overall, there is the consistent use of gas jet for both the optional rotor drive and the propulsion only a few moving parts in the aircraft, which significantly increases reliability and safety and significantly reduces maintenance costs.
    The principle of the invention also creates the possibility that the power turbine drives the carrier rotor preferably clutchless. Thus, the complex and heavy separation clutch in the drive train conventional helicopter can be omitted, which is required there for the separation of the drive for autorotation in case of engine failure, because the power turbine, if it is not driven, can run with the autorotating carrier rotor.
    Preferably, the power turbine drives the carrier rotor via a reduction gear, so that a high-efficiency gas turbine can be used with high efficiency.
    In principle, the jet engine could be of the turboprop engine type, i. act on a propulsion propeller of the aircraft. Preferably, however, the jet engine directly effects propulsion of the aircraft by recoil, i. is a commercially available jet engine, as used for example for mini or microjets. * Μ • * * »*« · 6 * i · Μ »· *! * • * > * I * > ^ I · * I t t · | · T
    The support rotor can in the simplest case in the manner of a gyroscope rotor blades with a fixed angle and, for. have adjustable rotor axis. Preferably, however, the carrier rotor has a plurality of pitch-adjustable rotor blades, particularly preferably both collectively and cyclically adjustable, whereby all flight maneuvers of a conventional helicopter are possible when the carrier rotor is driven. For a sliding transition between the helicopter-like vertical take-off, landing and hovering operation and the tragic-like cruise operation, the guide is preferably displaceable in any intermediate positions between the first and the second position.
    The guide may in itself be any routing, steering or branching device for gas jets known in the art, for example one or more adjustable vanes which direct, direct or divert the engine jet into respective directions and / or flow channels for the two positions. In a preferred embodiment of the invention, the guide device comprises a nozzle needle which can be adjusted in the outlet of the jet engine and a flow channel which taps the outlet in front of the nozzle needle and leads to the working turbine. This allows the engine jet to be regulated and steered with the least possible resistance.
    Preferably, said flow channel is provided with an adjustable throttle. Thus, in the propulsion position of the guide, i. in cruising, preventing an unwanted parasitic gas flow into the propulsion engine drive turbine; In addition, with the throttle, the drive of the carrier rotor can be additionally fine-regulated.
    Moreover, the drive concept according to the invention opens up the possibility of achieving torque compensation for the carrier rotor in a particularly simple manner. For this purpose, the outlet of the jet engine is preferably tapped by a further flow channel which leads to a lateral outflow opening at the rear of the aircraft. A heavy and trouble-prone tail rotor shaft including tail rotor, as required in helicopters, can be omitted.
    It is particularly favorable if this further flow channel is also provided with an adjustable throttle valve and / or the lateral outflow opening is equipped with adjustable lamellae at the rear, which with appropriate adjustment regulates the gas jet exiting via the outflow opening for the torque compensation and thus a rotation of the aircraft around the vertical axis.
    As already briefly explained, the rotorcraft of the invention is suitable for particularly high cruising speeds when it is additionally equipped with rigid auxiliary wings according to another preferred feature.
    It should be noted that the equipment of conventional helicopters with auxiliary wings under the name "Flugschrauber " (Gyrodyne) is known. In conventional
    Helicopters are either separate drives for the main rotor and the propeller propeller or complex and heavy mechanical linkage between the main rotor and propulsion propeller used; All this is omitted in the invention. With the help of the jet engine, a high cruising speed can be achieved in a simple way, in which the auxiliary wings assume the main buoyancy function and make the stall boundaries of the carrier rotor obsolete; when the cruising speed is reduced, the main buoyancy is taken over again by the autorotating carrier rotor. As a result, an extremely large speed spectrum can be achieved, from hovering to fast cruising in the type of wing jets.
    Further, to improve the vertical takeoff, landing and hovering characteristics, the rear half of each auxiliary wing may be made vertically hinged to reduce vertical flow resistance of the aircraft and reduced rotor wind with the carrier rotor driven.
    In any case, it is particularly advantageous if the aircraft additionally comprises, in a manner known per se, a tail with at least one rudder, which ensures directional stability and torque compensation in cruising flight, as in a gyroplane.
    As a jet engine, it is possible to use any jet engine known in the art. It is particularly favorable if the jet engine is a turbofan engine which has a low exhaust gas temperature, which facilitates its installation and the branching off of the engine jet for the drive of the carrier rotor.
    The invention will be explained in more detail with reference to embodiments illustrated in the accompanying drawings. In the drawings: Figures 1 to 3 show a first embodiment of a rotary wing aircraft according to the invention in a perspective view, a sectional side view and a broken plan view; Figures 4a and 4b one of the hinged auxiliary wings in two different operating positions in section. and Figs. 4 to 6 a second embodiment of a rotary wing aircraft according to the invention in a perspective view, a sectional side view and a broken plan view.
    A first embodiment of a rotary-wing aircraft ("rotorcraft") 1 is shown in FIGS. The aircraft 1 comprises a fuselage 2, at the rear end of a tail unit 3 with (here) two side elevators 4 is attached. The hull 2 is provided with short, rigid auxiliary wings 5, which may also be omitted in simplified embodiments.
    At the hull 2 at least one support rotor 6 is rotatably mounted with its rotor shaft 7. In the example shown, the carrier rotor 6 has three rotor blades 8, and other numbers of blades are also possible. The rotor blades 8 are mounted on a rotor hub 9 via joints 10 each with adjustable angle of attack. The angles of incidence of the rotor blades 8 may be collectively and / or cyclically via a corresponding mechanism 11, e.g. a collective ring and a swash plate to be adjusted, as known in helicopters. Alternatively, the rotor blades 8 could also be fixed at fixed angles of e.g. 4 degrees mounted on the rotor hub 9 and the rotor shaft 7 pivotally mounted on the fuselage 2, as known in gyroplanes.
    The hull 2 carries a jet engine 12 with suction ports 13 and intake ducts 14 and a jet exit 15 to generate thrust for the propulsion of the fuselage 2 or aircraft 1 by recoil. The jet engine 12 is preferably a turbofan engine in which a cool sheath flow of ambient air surrounds the hot exhaust stream.
    The jet engine 2 is functionally downstream of a guide for its engine jet, which is formed by the components described below. On the one hand, a nozzle needle 17 is adjustably mounted in the axial direction in the output 15 of the jet engine 12, more precisely in the outlet nozzle 16, with which the output 15 can be successively abgeschschnürbar until complete closure. On the other hand, the outlet 15 in front of the nozzle needle 17 is tapped by a flow channel 18, via which - depending on the position of the nozzle needle 17 -a variable part of the engine jet can be branched off. The flow channel 18 leads into a power turbine 19, which drives the rotor shaft 7 of the carrier rotor 6 via a reduction gear 20. Optionally, in the flow channel 18, a throttle valve 21 can be arranged, with which the proportion of the branched engine jet - in addition to or in combination with the position of the nozzle needle 17 - can be regulated.
    In the power turbine 19, the jet of gas diverted from the engine jet is e.g. converted by it driven turbine blades into rotary work, which is transmitted via the reduction gear 20 and the rotor shaft 7 on the support rotor 6. Optionally, the reduction gear 20 can be omitted and the power turbine 19 act directly on the support rotor shaft 7.
    A clutch for releasing the drive connection between the power turbine 19 and support rotor 6 is - in contrast to a helicopter - not required because the support rotor 6 in case of failure of the jet engine 12 due to the freewheeling of the drive turbine 19 immediately free running and thus can immediately go into autorotation. In the same way, the support rotor 6 automatically goes into autorotation when the nozzle needle 17 is opened and preferably the optional throttle 21 is closed, because then the power turbine 19 also freewheeling without drive.
    The guide device formed by the nozzle needle 17 and the flow channel 18 and the optional throttle 21 thus has two basic operating positions: A first
    Operating position in which the engine jet causes the propulsion of the aircraft 1 by recoil when the nozzle needle 17 is open and the carrier rotor 6 authorizes to generate lift, wherein the (optional) auxiliary wings 5 contribute to the buoyancy or take this at high speed; and a second operating position, in which the engine jet is redirected with the nozzle needle 17 closed and the throttle 21 open in the power turbine 19 to drive the support rotor 6 helicopter-like for vertical take-off, landing and hovering. Of course, any intermediate positions are possible by corresponding adjustment of the nozzle needle 17 and the optional throttle 21, so that a sliding transition between the two operating states of the aircraft 1 is possible.
    For torque compensation in the helicopter-like drive operation of the support rotor 6 can - instead of the tail rotor of a helicopter - the output 15 of the jet engine 12 are tapped by a further flow channel 22, u.zw. The further flow channel 22 leads to a lateral outflow opening 23 at the rear of the aircraft 1. The outflow opening 23 can be equipped with adjustable slats 24 (FIG. 3), with which the exiting gas jet obliquely forwards , can be directed laterally or obliquely backwards to allow rotations of the aircraft 1 about the vertical axis. Alternatively or additionally, the further flow channel 22 can be provided with a throttle flap 25 in order to regulate the intensity of the gas jet emerging from the outflow opening 23. Instead of or in addition to the flow channel 22 and the outflow opening 23 and the exhaust port 26 of the power turbine 19 can be used to compensate for torque when it opens at a suitable location of the fuselage 2, see Fig. 1 and 3.
    It is understood that instead of the guide device shown from the nozzle needle 17, flow channel 18 and optional throttle valve 21, any other type of gas guide can be used, with which at least a portion of emerging from the jet engine 12 gas or engine jet for driving the support rotor 6 can be redirected, for example, controllable gas valves, vanes, etc.
    As shown in Figures 4a and 4b, the auxiliary wings 5 may be provided in their rearward region 27, e.g. half behind its main spar, vertically folding down to reduce its drag for vertical takeoff, landing and hovering and the downdraft of the powered carrier rotor,
    In the embodiment of Figs. 1 to 4, the fuselage 2 comprises a cockpit 28 with a single pilot seat 25. Figs. 5 to 7 show an alternative embodiment of a rotary wing 1 'having an enlarged passenger cabin with a total of six seats, two pilot seats 29 and four Passenger seats 30. The rotorcraft 1 'here has two jet engines 12 which are arranged symmetrically on the outer sides of the fuselage 2 *. The flow channels 18 of the two jet engines 12 unite here in a collector 31, before they open into the power turbine 19 of the support rotor 6. Instead of two side ranks 4, e.g. Also, a single central rudder 4 are used on tail 3.
    The invention is not limited to the illustrated embodiments, but includes all variants and modifications that fall within the scope of the appended claims.
    权利要求:
    Claims (15)
    [1]
    1. A rotary wing aircraft, comprising a fuselage and at least one support rotor rotatably mounted thereon, characterized by the combination of: at least one of the fuselage (2) carried Jet engine (12) for the propulsion of the aircraft (1, 1 '), at least one power turbine (19) for driving the carrier rotor (6), which is operable with a gas jet, and a downstream of the jet engine (12) guide (17, 18) for the engine jet, the rule at least between a first position in which it causes the engine jet propulsion of the aircraft (1, 1 '), and a second position in which they at least a part of the engine jet in the power turbine (19 ) of the support rotor (6) passes, is displaceable.
    [2]
    2. rotary wing aircraft according to claim 1, characterized in that the power turbine (19) drives the carrier rotor (6) clutchless.
    [3]
    3. rotary wing aircraft according to claim 1 or 2, characterized in that the power turbine (19) drives the support rotor (6) via a reduction gear (20).
    [4]
    4. rotary wing aircraft according to one of claims 1 to 3, characterized in that the jet engine (12) the drive before the aircraft (1, 1 ') causes by recoil.
    [5]
    5. rotary wing aircraft according to one of claims 1 to 4, characterized in that the support rotor (6) has a plurality of pitch-adjustable rotor blades (8), preferably both collectively and cyclically adjustable.
    [6]
    6. rotary wing aircraft according to one of claims 1 to 5, characterized in that the guide device (17, 18) is displaceable in intermediate positions between the first and the second position.
    [7]
    7. rotary wing aircraft according to one of claims 1 to 6, characterized in that the guide device (17, 18) in the output (15) of the jet engine (12) adjustable nozzle needle (17) and the output (15) in front of the nozzle needle (17 ) tapping flow channel (18) leading to the power turbine.
    [8]
    8. rotary wing aircraft according to claim 7, characterized in that the flow channel (18) is provided with an adjustable throttle valve (21).
    [9]
    9. rotary wing aircraft according to one of claims 1 to 8, characterized in that the output (15) of the jet engine (12) by a further flow channel (22) is tapped to a lateral outflow opening (23) at the rear of the aircraft (1). leads.
    [10]
    10. rotary wing aircraft according to claim 9, characterized in that the further flow channel (22) is provided with an adjustable throttle valve (25).

    · * · IV


    [11]
    11. rotary wing aircraft according to claim 9 or 10, characterized in that the outflow opening (23) is equipped with adjustable slats (24).
    [12]
    12. rotary wing aircraft according to one of claims 1 to 11, characterized in that it is additionally equipped with rigid auxiliary wings (5).
    [13]
    13. rotary wing aircraft according to claim 12, characterized in that the rear half (27) of each auxiliary wing (5) is vertically hinged.
    [14]
    14. rotary wing aircraft according to one of claims 1 to 13, characterized in that it comprises a tail unit (3) with at least one rudder (4).
    [15]
    15. rotary wing aircraft according to one of claims 1 to 14, characterized in that the jet engine (12) is a turbofan engine.
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    同族专利:
    公开号 | 公开日
    AT510341B1|2014-01-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3381474A|1966-06-10|1968-05-07|Gen Electric|Compound aircraft and propulsion system|
    US3957226A|1975-01-27|1976-05-18|The Boeing Company|Helicopter yaw and propulsion mechanism|
    DE3343152A1|1982-12-01|1984-06-07|Rolls-Royce Ltd., London|TURNING PLANE|
    US20090045294A1|2005-11-02|2009-02-19|The Boeing Company|Systems and Methods for Rotor/Wing Aircraft|WO2020180173A1|2019-03-04|2020-09-10|Pal-V Ip B.V.|Vertical take off and landing vehicle|
    CN113022847A|2021-03-11|2021-06-25|北京航空航天大学|High-speed helicopter with vector duct tail rotor|
    DE102016002231B4|2016-02-25|2021-10-07|Ramin Assisi|Aircraft with actively operated swiveling rotors and passively operated main rotor|
    FR3078681B1|2018-03-12|2020-02-21|Airbus Helicopters|METHOD FOR ALLOCATING A POWER DEFICIT IN THE EVENT OF AN ENGINE FAILURE ON A MULTI-ENGINE AIRCRAFT AIRCRAFT|
    法律状态:
    2021-04-15| MM01| Lapse because of not paying annual fees|Effective date: 20200826 |
    优先权:
    申请号 | 申请日 | 专利标题
    AT14232010A|AT510341B1|2010-08-26|2010-08-26|SWING PLANE|AT14232010A| AT510341B1|2010-08-26|2010-08-26|SWING PLANE|
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