• 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:
    An aircraft that includes an aircraft structure having afixed wing section and a plurality of articulated electric rotors,at least some of these variable position rotors havingdifferent operating configurations based on the rotor position. Onefirst operating configuration is a vertical flight configuration, in thewhich rotors primarily generate vertical thrust for vertical flight, anda second operating configuration is a horizontal configuration offlight of fixed wings. The control circuit independently controls therotor thrust and rotor orientation of variable position rotorsto provide maneuvering by thrust vectoring. The wing sectionfixed wings can employ removable wing panels so that the aircraftcan be implemented in both fixed and wing configurationsrotating wing for different missions.
    公开号:BR112020008776A2
    申请号:R112020008776-9
    申请日:2018-11-02
    公开日:2021-03-23
    发明作者:Sean Marshall Baity；David D. Billingsley；Brad S. Galloway；Richard M. Chapman
    申请人:Textron Systems Corporation；
    IPC主号:
    专利说明:

    [0001] [0001] The invention relates to aircraft systems, and, in particular, to aircraft with vertical takeoff and landing capabilities (VTOL).
    [0002] [0002] Aircraft systems are known to have certain characteristics. Examples of systems include the following: 1) Unmanned small multi-rotor quadcopters 2) Unmanned fixed-wing electric 3) Fixed-wing / rotary wings with unmanned internal combustion engine (IC) 4) Rotor fixed-wing (Hybrid-Quad) aircraft with separate unmanned lift / lift 5) tail-sitter aircraft 6) single-engine and fixed-wing manned aircraft 7) manned rotary-wing aircraft
    [0003] [0003] The systems above exhibit differences across a variety of characteristics, including cost and complexity; durability; paid cargo capacity; launch / recovery features; energy density; scalability; presence of human operator; and others. ABSTRACT
    [0004] [0004] A configurable aircraft that can group Unmanned Aircraft (UAS) of Group 2 is disclosed. In one embodiment, the aircraft is a fully electric UAS capable of VTOL that maximizes capacity within a weight class below 25kg (55lb ), usable in applications such as precision research and monitoring during both linear and vertical missions with a reduced cost of unit, operation and service life. Generally, the aircraft can be employed in oil and gas, security, fire / territory management, maritime security, environmental monitoring, precision research and mapping, precision agriculture, disaster response, insurance risk management, intelligence, surveillance and recognition, and insurance claim services, for example. In a typical mode, the aircraft is unmanned, but in alternative modes it can be a manned aircraft.
    [0005] [0005] In one embodiment, the concept is a fixed-wing mixed-wing aircraft with articulated engines / thrusters (rotors) that is designed to exploit the full potential of an aircraft with a relatively small gross weight, for example, less than 25 kg (55lbs). The aircraft does not need to include traditional flight control surfaces, achieving control authority primarily or exclusively through vector thrust. The system is designed to be modular in relation to the performance scale based on the best available electric power solutions to cover storage, conversion and regeneration. This may include electrical power generation based on a thermal or chemical process (for example, an internal combustion engine on board, gas turbine, fuel cell) or near-field energy sequestering devices (for example, photovoltaic cells, electromagnetic coupling inductive / capacitive / resonant) or wireless transmission of distant field power (eg, microwaves, lasers). The system may include supplementary control surfaces that provide control authority in the absence of a thrust propellant to withstand sliding or selective activation of installed thrust rotors. The system is capable of vertical takeoff and landing (VTOL). It can be used as a multi-rotor platform or transition to fixed wing flight for increased durability or applications where reach / coverage is required.
    [0006] [0006] Below are additional specific characteristics in at least some modalities: - fully electric capacity of fixed wings without assisted launch - gross weight less than 25 kg (55lbs) - aerodynamic control of vectorized thrust - simplified large volume mixed wing, without need for traditional control surfaces - independently articulated and controlled vector propulsion and buoyancy control modules - buoyancy module airfoil for non-powered glide control - center section forming an autonomous rotor aircraft (for example, a quadcopter) - high start / high altitude operations with engine thrust BRIEF DESCRIPTION OF THE FIGURES
    [0007] [0007] The foregoing objects and other objects, characteristics and advantages will be evident from the following description of particular modalities of the invention, as illustrated in the accompanying drawings, in which reference characters refer to the same parts in different views.
    [0008] [0008] Figure 1 is an isometric view of an aircraft;
    [0009] [0009] Figure 2 is a side view of the aircraft;
    [0010] [0010] Figures 3-5 are views of the aircraft that illustrate configurability;
    [0011] [0011] Figure 6 is an isometric view of the aircraft that illustrates the thrust vector propulsion;
    [0012] [0012] Figure 7 is a block diagram of a flight control system;
    [0013] [0013] Figure 8 is a block diagram of flight control at a detailed level;
    [0014] [0014] Figure 9 is a schematic illustration of an aircraft implantation concept;
    [0015] [0015] Figure 10 is a schematic illustration of another aircraft implantation concept;
    [0016] [0016] Figures 11-12 are illustrations of rotors and their joints;
    [0017] [0017] Figure 13 is a semi-schematic representation of several flight maneuvers ahead using vector thrust;
    [0018] [0018] Figure 14 is a top view of an aircraft that uses photovoltaic solar panels;
    [0019] [0019] Figures 15 and 16 are schematic illustrations of modular components that can be used in connection with other types of aircraft structures;
    [0020] [0020] Figures 17-19 are top, front and side views, respectively, of a first aircraft of another type of aircraft structure that employs modular components;
    [0021] [0021] Figures 20-22 are top, front and side views, respectively, of a second aircraft of another type of aircraft structure that employs modular components;
    [0022] [0022] Figures 23-24 are semi-schematic representations (top view and side view, respectively) of rotor articulation bands;
    [0023] [0023] Figure 25 is an isometric view showing details about the two-dimensional rotor joint;
    [0024] [0024] Figures 26-28 are side views of aircraft with different propulsion configurations;
    [0025] [0025] Figures 29-31 are semi-schematic representations of the differences in flight control and dynamics between the three configurations in Figures 26-28;
    [0026] [0026] Figure 32 is a semi-schematic representation of different propulsion module geometries;
    [0027] [0027] Figure 33 is a view of an aircraft with exposed payload compartment / exposed battery;
    [0028] [0028] Figures 34-35 are schematic representations of the payload and battery sections of the payload compartment / battery;
    [0029] [0029] Figure 36 is an isometric view of a bar with mounted landing gear;
    [0030] [0030] Figures 37-38 are isometric views that illustrate the modular fixation of a support bar to the aircraft. DETAILED DESCRIPTION
    [0031] [0031] Figures 1 and 2 show an aircraft 10 according to an embodiment of the invention. Figure 1 is an isometric view (from the upper right front) and Figure 2 is a side view.
    [0032] [0032] The aircraft 10 has a central body 12 and wing panels 14 that extend laterally. Four motor / rotor assemblies 16 are attached to the respective ends of two support bars 18, each extending longitudinally and mounted on the underside, as shown. Assemblies 16 are also referred to as "rotors" and "propulsion modules" or "modules" in this document. As described below, wing panels 14 are removable to change the operational configuration of aircraft 10. The aircraft can be configured in two main ways: fixed wing with vertical takeoff and landing (VTOL) and VTOL quadcopter (more generally, rotary-wing aircraft), which is described below. The central body 12 is contoured to have the shape of a flying wing, that is, a wing shape capable of providing elevation in a horizontal air stream. In a quad-rotor mode, the rotors 16 are arranged in the respective corners of the central body 12. The front rotors 16 are oriented upwards and the rear rotors 16 downwards, and at least some of the rotors 16 are articulated or of variable position. (for example, all rotors, only forward rotors, only rear rotors). In fixed wing operation, positional control is achieved by vector thrust, described below. The aircraft 10 can be performed without conventional control surfaces, such as flaps, stabilizers, etc. The omission of these control surfaces can help to reduce aircraft structure noise, which can be advantageous in certain applications. In different modalities, a similar aircraft can be built with various combinations and distributions of rotor configurations and be performed with just two rotors. A typical arrangement includes four rotors 16, as shown; other arrangements are possible.
    [0033] [0033] In the illustrated mode, the forward / backward rotor pairs 16 are collinear in lines parallel to the aircraft's longitudinal axis, as shown. The opposite orientation of the rotor up / down uses a propeller propeller at the rear and a propeller propeller at the front. This allows the front and rear rotors 16 to rotate 90 degrees or more and therefore provides for positive thrust retention through the transition between hover or vertical flight (takeoff / landing) and forward flight. In alternative embodiments, the support bars 18 can extend laterally instead of forward / backward.
    [0034] [0034] Rotors 16 can incorporate integrated control surfaces as extensions to the driven propeller and / or variable pitch propeller. These characteristics can be implemented simultaneously or independently to control the forces transmitted in the aircraft and the resulting body moments. Propellants may include variable pitch rotors to operate with variable thrust at constant rotational speeds and / or variable pitch propellers, as shown. Rotors can also be implemented in a variety of ways, including coaxial, counter-rotating, interlaced rotors, duct fans and rotors without a wheel hub, as shown. In addition, the tail section of the central body 12 can be articulated, angled, transformed, to provide pitch control.
    [0035] [0035] Figures 3-5 illustrate the configurability of the aircraft
    [0036] [0036] Figure 4 shows the attachment of a wing panel 14 to the central body 12. This is an example of a blind fitting interlock stringer arrangement, in which a stringer 20 extends to a corresponding channel 22 of the body 12 and is retained by a quick release pin 24 (which can be spring loaded, for example).
    [0037] [0037] Figure 5 shows an alternative configuration in which additional rotors 30 are provided with additional bars 32 attached to the removable wing panels 14 '. This configuration provides greater overall thrust and may be suitable for compliant applications.
    [0038] [0038] Figure 6 illustrates the nature of the vector buoyancy propulsion, with four-dimensional control - longitudinal inclination angle of the rotor assembly lateral inclination angle of the rotor assembly RPM of the rotor and pitch of the rotor blade T indicates the vector resulting buoyancy. The numerical subscripts refer to the four separate rotors 16. In general, each of the rotors 16 can be controlled independently, although, as described below, there may be configurations in which some of the rotors are fixed or restricted in relation to others. All control dimensions of a rotor are actuated and controlled independently. Each rotor is independently controlled. The controller coordinates all control dimensions provided by the plurality of rotors to generate the resulting aerodynamic effect for vertical and fixed-wing flight. This diagram assumes only the inclination of a single axis, but, as also described below, the inclination can be provided in several axes, providing an even greater maneuverability.
    [0039] [0039] Figure 7 illustrates the main components involved in flight control, including the following: - Components related to energy 40, including power generation (for example, solar panels), energy storage (for example, batteries), distribution and energy monitoring, stored energy management and power generation management. - Navigation and related components 42, including data links for external communications, payloads, flight control, navigation, navigation detection and internal measurement.
    [0040] [0040] Figure 8 provides details of flight control, such as involving a computer-implemented flight controller 50 interacting with the dynamics of the aircraft's plant 52. Flight controller 50 generates control outputs including signals representing the values and as mentioned above, which causes physical aircraft 10 to interact with its environment in an appropriate manner. As shown, flight controller 50 can be realized as a model-based controller that incorporates a model of the aircraft's floor plan for predictive control. Detected effects are provided to controller 50 for status estimation and altitude and trajectory estimates, as well as air speed and direction, whose estimates are provided back to flight controller 50 along with other inputs to update the control outputs. As mentioned, the control methodology is based on vector thrust, in contrast to other aircraft that rely on control surfaces such as flaps, etc. The flight controller independently activates all control signals to provide coordinated resulting propelling force and control moments from the aircraft system for both vertical and fixed-wing flight.
    [0041] [0041] Figure 9 illustrates an aircraft deployment concept 10, which is essentially that of a fixed flight mission that employs VTOL with assistant-enhanced operational flexibility. Starting with transport 60 and any pre-flight maintenance 62, the operation proceeds to vertical takeoff 64, transition to horizontal flight 66, execution of flight 68, transition back to vertical flight 70 and vertical landing 72. This can be followed by post-flight maintenance and subsequent transport for storage or for a subsequent mission.
    [0042] [0042] Figure 10 illustrates another concept for deploying aircraft 10, which is referred to as "station maintenance" - a mission in which aircraft 10 hovers for a prolonged period in a single location. The operation progresses from the VTOL takeoff from a takeoff location 80, transition to fixed wing flight and transit to station 82, transition to hover or maintenance of the station at station 82 and then a subsequent transition back to the fixed-wing flight, transition to a landing site 84 and a VTOL landing.
    [0043] [0043] An advantage of aircraft 10 is the ability of the wing-shaped central body 12 to provide lift in an air current. The resistance of the aircraft on a station maintenance mission can be greater when deployed with winds up, in contrast to a conventional rotary wing aircraft, whose resistance generally decreases when deployed for maintenance of a station with winds up.
    [0044] [0044] Figures 11-12 illustrate the rotors 16 and their articulation in additional details. This arrangement employs parallel tandem servo control, that is, two separate servo mechanisms 90 are arranged in parallel, as best seen in Figure 12. In this arrangement, the axis of rotation 92 extends through the center of gravity of the rotor 16, as best seen in Figure 11. Alternative mechanisms can be employed, such as direct servo (s) on the shaft, serial tandem servos, rotation without center of gravity, pneumatic or hydraulic mechanisms, belt or gear driven arrangements, etc. As noted above, variable positioning can be limited to one axis or it can be multi-axis, for example, tilt / yaw.
    [0045] [0045] Figure 13 illustrates several forward flight maneuvers, all employing vector thrust, except pure yaw movements (yaw to the right, yaw to the left), which can be performed using only thrust differentials (different thrusts applied rotors 16 on different sides of the aircraft). The required buoyancy vectors are shown schematically. Thus, for pitching, for example, the front rotors apply greater upward thrust, while the rear rotors apply downward thrust.
    [0046] [0046] Figure 14 illustrates the use of photovoltaic solar panels 100 on the surface of the aircraft 100 to provide electrical energy for operation. This approach takes advantage of the aircraft's surface area for potential collection. It may be possible to modularize panels 100 into wing panels 14. Internally, aircraft 10 may employ other energy components, including batteries and / or conversion technologies, such as generators that use internal combustion, Otto / diesel cycles, turbines (combustion gas or compressed gas), fuel cells (for example, hydrogen or propane) or a constant energy source, such as nuclear.
    [0047] [0047] Figures 15 and 16 illustrate a certain modularity of the system components that may allow the use of the general vector buoyancy approach in a variety of different types of aircraft, as described below. The propulsion system, including rotors 16, with actuators and associated components of the motion control system and vector thrust drive 110 (including energy storage, energy distribution and other components, as shown) can be adapted to other types of aircraft structure, including the adaptation of existing fixed wing systems.
    [0048] [0048] Figures 17-22 show examples of application to other types of aircraft structures. Figures 17-19 are a top, front and side view of a small conventional fixed-wing structure120 of the type that generally employs a single combustion engine, configured with rotors 16 and bars 18 attached to the underside of the wings similarly to the aircraft 10 Figures 20-22 are top, front and side views of a second type of fixed-wing aircraft 130 configured in a similar manner with rotors mounted on bars 16.
    [0049] [0049] Figures 23-24 illustrate articulation intervals (swept arc shape) and examples of articulation angles (dashed line) of the rotors 16. In this example, Figure 23 illustrates the articulation around a generally vertical axis (yaw ), while Figure 24 illustrates the articulation around a generally horizontal axis (inclination). Generally, individual propulsion modules can have one or more degrees of freedom to rotate in relation to the aircraft's structure / lift surface / body. The pivot axis can be decoupled or coupled to obtain a swept range of motion from the final effect.
    [0050] [0050] Figure 25 shows additional details about the two-dimensional articulation, with (1) rotation from front to back (tilt) and (2) door-to-starboard rotation (yaw).
    [0051] [0051] Figures 26-28 show examples of different propulsion configurations, as briefly mentioned above. Figure 26 is a symmetrical configuration with variable position front module (rotor) and variable position rear module, where "position" refers to the angular joint, as shown in Figures 23-24. Figure 27 is an asymmetric configuration with a variable position front module and a semi-fixed position rear module (limited variability). Figure 28 is another asymmetric configuration with variable position front module and fixed position rear module.
    [0052] [0052] The following table describes functional details of the different configurations of Figures 26-28 in different phases of the flight. Flight phase Figure 26 Figure 27 Figure 28 Symmetric Restricted set Fixed VTOL / Flight All rotors with Rotors allocated to The pair / set is affixed to a similar range of full range to the aircraft without articulation / movement joints or ability to designate with articulation that allow VTOL actuation capacity in a limited traditional multi-rotor capacity. The remaining set / pair provides vector buoyancy through a full range of articulation capacity Transition All active rotors, All active rotors All active rotors providing assistance with restricted set, with fixed set / pair, elevation and transition providing assistance of providing only elevation and transition. lifting assistance. Fixed wings All active rotors Pair / restricted set Fixed pair / set Option to store is deactivated / stored. deactivated / stored pairs / sets. rotors Option to activate with specific maneuvering assistance, such as aggressive climbs or evasive maneuvers.
    [0053] [0053] For the symmetrical arrangement of Figure 26, all propulsion modules have equivalent ranges of motion and are used during all phases of flight. However, the system can operate with only one pair / set of propulsion systems operating to provide full flight control - with the rest operating with limited capacities or without vector thrust capabilities. In a four-rotor mode, this can be achieved with the front rotor pair or the rear rotor pair. There may be a preference for the pair of front rotors for fixed wing flight, to achieve the most efficient propeller state during the cruise; the rear engines can therefore be stored in a defined position and activated during the fixed-wing flight phases, providing greater electrical efficiency of the system and reduced acoustic signature. The rear / rear rotors can be reactive during the flight of fixed wings for greater starting speed or climbing capacity and enter the transition to the VTOL for recovery at the conclusion of the flight. In addition, this asymmetric control feature allows the system to employ rotor pairs / sets with restricted motion ranges or without tilt / yaw thrust vector capabilities to reduce the weight and complexity of installed propulsion systems. For modalities with more than 4 propulsion modules, the alternative / restricted articulation capability designation can be applied between forward and backward propulsion systems, so that a front and rear assembly can have a mix of restricted propulsion modules / fixed and fully capable articulation capabilities. The selection of these alternative control modes can be done by exchanging and exchanging propulsion modules in the aircraft.
    [0054] [0054] Figures 29-31 illustrate differences in flight control and dynamics between the three configurations in Figures 26-28, respectively. That is, Figure 29 shows the operation for an aircraft having the symmetrical configuration of Figure 26; Figure 30 shows the operation for an aircraft with the restricted configuration of Figure 27; and Figure 31 shows the operation for an aircraft with the restricted fixed configuration of Figure 28. All can take a steep takeoff, but vary in the nature of their transition to the flight ahead, varying from rapid transition (Figure 29,
    [0055] [0055] Figure 32 is a semi-schematic representation of different propulsion module geometries (bar-mounted rotor configurations) that can be used. Five configurations 140-1 to 140-5 are shown. For each configuration 140, three views are shown: top, front and side (proceeding downwards in Figure 32). The different implementations of positioning and fixing the propulsion module in the aircraft body include variations such as displacements and lateral supports.
    [0056] [0056] Figures 33-35 illustrate aspects of battery positioning and dynamic positioning to manage the aircraft's center of gravity. Figure 33 shows aircraft 10 having a compartment 150 within the central body 12. This compartment is divided into a central payload compartment 152 and four surrounding battery compartments 154. This internal layout includes variable battery installation stations that provide flexibility to manage the aircraft's center of gravity (CG) in a deliberate and controlled manner, without modifying the aircraft or other support systems. This is shown in Figures 34 and 35. Figure 34 shows a condition in which a payload 158 is aligned with the CG and, therefore, the batteries 160 are arranged symmetrically. Figure 35 shows a different situation in which the payload 158 is not aligned with the CG and, therefore, the batteries 160 are positioned asymmetrically to compensate, keeping the CG in the same centralized location as in the situation of Figure 34.
    [0057] [0057] Figure 36 shows the aspects of the landing gear design and the fastening method. As shown, in one embodiment, the landing gears 170 are attached to the bar 18, and their positions on it can be adjustable to the station (for example, using sliding clamps 172) to achieve a desired center of gravity (CG). All 170 landing gear can be manufactured using the same stock component and employ different layering tables for adjustment based on the different weight and load cases of the aircraft. This allows the rest of the aircraft to optimize the structural mass fraction to increase payload / resistance capacity, while allowing for unloading and varying configurations.
    [0058] [0058] Figures 37-38 illustrate the modular fixation of a support bar 18 to the aircraft. Each bar 18 is modularly connected to the lower lifting structure, for example, central body 12. An adjustable shim 180 is disposed between the bottom of the aircraft and the bar 18, allowing the propulsion system (rotors mounted on the bar 16) to be aligned with aircraft 10 to achieve the desired thrust lines, angle of attack and compensation.
    [0059] [0059] The following table provides additional information about the aircraft system. Feature Discussion Reconfigurable Aircraft Design The disclosed system differs from the systems - Fixed-wing aircraft capable of VTOL that from aircraft known not only for being able to operate as a multi-rotor transiting between the rotor aircraft and the fixed-wing flight, but also due to the fact that the wings can be removed, reducing the form factor / wingspan and facilitating operation in hover mode, while the benefits of the lift body (for example, station maintenance) are maintained. Maneuvers through vectors The aircraft does not use surfaces of independent propellants generated by traditional controls (ailerons, rudder, elevator, exclusive control of the thrust outlet and the flaps) or control actions of aircraft of relative angle of inclination of each rotating wings ( collective cyclic step), using the thruster module instead a single system of independently controlled thrusters, providing control of elevation, thrust and flight.
    [0060] [0060] Although various embodiments of the invention have been particularly shown and described, it will be understood by those skilled in the art that various changes in form and details can be made therein without departing from the spirit and scope of the invention, as defined by the claims attached.
    权利要求:
    Claims (21)
    [1]
    1. Aircraft, characterized by comprising: an aircraft structure, having a section of fixed wings; a plurality of articulated electric rotors attached to the aircraft structure, at least some of the rotors being variable position rotors that have first and second operating configurations and transitions between them based on rotor position signals provided there, the first operating configuration being a vertical flight configuration in which the collective rotors generate primarily vertical thrust for the aircraft's vertical flight, the second operating configuration being a horizontal flight configuration in which the collective rotors generate primarily horizontal thrust for the horizontal flight of fixed wings; a source of electrical energy to power the electrical rotors; and control circuit configured and operative to independently control at least the rotor thrust and rotor orientation of each of the variable positions to provide: (i) the transitions between the first and second operating configurations during corresponding transitions between the flight configuration vertical and the horizontal flight configuration of fixed wings, and (ii) maneuvering commanded by the aircraft's thrust vectoring both in the vertical flight configuration and in the horizontal flight configuration.
    [2]
    2. Aircraft, according to claim 1, characterized by the fact that the aircraft structure has a central body similar to a wing with the rotors arranged there, the central body being configured to receive removable wing panels to constitute the section of fixed wings for fixed wing flight with vertical takeoff and landing.
    [3]
    3. Aircraft, according to claim 2, characterized by the fact that the wing panels and the central body are co-configured with a coupling stringer arrangement to hold the wing panels to the central body.
    [4]
    4. Aircraft according to claim 1, characterized by the fact that the rotors include front rotors located at the front of an aircraft center and rear rotors located at the rear of the aircraft center, the front rotors having either an upper or lower orientation and the rear rotors having an orientation opposite to the orientation of the front rotors.
    [5]
    5. Aircraft, according to claim 4, characterized by the fact that the front rotors have the upper orientation providing traction propulsion and the rear rotors have the lower orientation providing propulsion propulsion.
    [6]
    6. Aircraft, according to claim 1, characterized by the fact that the rotors of variable position are configured for variable angular position around an inclination axis relative to a direction of movement of the aircraft.
    [7]
    7. Aircraft according to claim 6, characterized by the fact that the variable position rotors are additionally configured for variable angular position around a yaw axis relative to a direction of movement of the aircraft, a combination of the variable angular positions around the tilt axis and yaw axis providing a resulting rotor orientation that has respective angular components around the tilt axis and yaw axis.
    [8]
    8. Aircraft, according to claim 1, characterized by the fact that one or more of the rotors is additionally configured for the variable pitch position of the respective rotor blades, and the control circuit additionally provides control of the variable pitch of the rotor blades. in commanded maneuvering of the aircraft.
    [9]
    9. Aircraft, according to claim 1, characterized by the fact that the rotors of variable position include control servomechanisms for their commanded positioning.
    [10]
    10. Aircraft, according to claim 9, characterized by the fact that the control servomechanisms are tandem parallel servomechanisms.
    [11]
    11. Aircraft, according to claim 1, characterized by the fact that the rotors include restricted rotors with limited variable positioning more limited than the variable positioning of the variable position rotors.
    [12]
    12. Aircraft, according to claim 1, characterized by the fact that the rotors include fixed position rotors with non-variable positions.
    [13]
    13. Aircraft, according to claim 1, characterized by the fact that the rotors are mounted at the respective ends of the respective support bars, each support bar attached to a respective area of the aircraft structure.
    [14]
    14. Aircraft, according to claim 13, characterized by the fact that each support bar is attached to a central body of the aircraft structure, the central body being configured to receive removable wing panels to constitute the fixed wing section for flight of fixed wings with vertical takeoff and landing.
    [15]
    15. Aircraft, according to claim 14, characterized by the fact that it still comprises additional support bars with rotors mounted on them, the additional support bars being attached to the removable wing panels.
    [16]
    16. Aircraft according to claim 13, characterized by the fact that the support bars extend in a forward / rear direction
    [17]
    17. Aircraft, according to claim 13, characterized by the fact that the support bars extend in off-axis directions, not aligned with the front / rear direction of the aircraft.
    [18]
    18. Aircraft, according to claim 17, characterized by the fact that the support bars extend in a lateral direction perpendicular to the forward / rear direction of the aircraft.
    [19]
    19. Aircraft, according to claim 13, characterized by the fact that it also comprises adjustable position gears attached to the support bars.
    [20]
    20. Aircraft, according to claim 13, characterized by the fact that each of the support bars is modularly attached to the aircraft structure through an adjustable wedge, the wedge being adjusted to align the rotors mounted on the bars in relation to the aircraft to achieve desirable thrust lines, angle of attack, and stabilization.
    [21]
    21. Aircraft, according to claim 1, characterized by the fact that the central body includes a payload compartment surrounded by battery compartments configured for adjustable positioning of the respective batteries to manage the general center of gravity of the aircraft.
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    CN111619797A|2020-06-05|2020-09-04|中国科学院长春光学精密机械与物理研究所|Compound many rotors unmanned vehicles and wing connecting device|
    US11247773B2|2020-06-12|2022-02-15|Kitty Hawk Corporation|Pylon mounted tilt rotor|
    WO2021260730A1|2020-06-26|2021-12-30|Ucal Fuel Systems Limited|Multipurpose and long endurance hybrid unmanned aerial vehicle|
    KR102355526B1|2020-07-24|2022-02-07|주식회사 샘코|Unmanned Aerial Vehicle having folding type wings|
    CN112407299A|2020-11-27|2021-02-26|中国商用飞机有限责任公司|Wing body integration layout aircraft|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US201762581093P| true| 2017-11-03|2017-11-03|
    US62/581,093|2017-11-03|
    US201862663415P| true| 2018-04-27|2018-04-27|
    US62/663,415|2018-04-27|
    PCT/US2018/058899|WO2019090046A1|2017-11-03|2018-11-02|Vtol aircraft having fixed-wing and rotorcraft configurations|
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