• 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:
    Aerodyne with vertical take-off and landing capability. The proposed aerodynamic with vertical take-off and landing capability and with capacity to generate lift both by rotors and fixed wings includes: a fuselage (1); two wings (2) fixed; two front rotors (11) and two rear rotors (12) arranged symmetrically and driven by motors (13); each rotor (10) being attached to a central portion of a fixed wing (2) by means of a support (14); and articulated around an axis of articulation (e2), allowing to modify the inclination of each rotor (10) from a position of longitudinal advance, in which the aerodyne is propelled horizontally, to a position of sustentation in which it provides vertical sustentation; said rear rotors being in a partially superimposed position with a portion of the wing including a wing (20) freely articulated to the rest of the wing, its position being determined by the effect of the aerodynamic thrust between a support position and a longitudinal advance position. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2611316A1
    申请号:ES201531579
    申请日:2015-11-04
    公开日:2017-05-08
    发明作者:Jesús Carlos Castellano Aldave；Jesús VILLADANGOS ALONSO；José Javier ASTRAIN ESCOLA；Carlos MATILLA CODESAL；Mael TALEB；Tania JORAJURÍA GOMEZ；Ernö PETER COSMA
    申请人:Fuvex Sist Sl；Fuvex Sistemas Sl；
    IPC主号:
    专利说明:

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    DESCRIPTION
    AERODINE WITH DEPARTURE AND VERTICAL LANDING CAPACITY Field of technology
    The present invention concerns the field of aerodines with vertical take-off and landing capacity and with the ability to generate support both by means of rotors and by fixed wings, which allows a vertical take-off and a rapid horizontal displacement.
    State of the art
    Aircraft heavier than air are known, known as aerodynes, some of which have the ability to take off and land vertically by supporting the rotation of rotors that produce a vertical thrust, and at the same time has the ability to Tilt said rotors so that they produce a horizontal thrust that propel the aerodyne horizontally through the air, creating a stream of air around fixed wings of the aerodyne that produce sufficient support to keep said aerodyne in the air.
    An example of such background is US3231221, which places pairs of rotors at the ends of fixed wings in a swinging manner. This background places said rotors in positions far away from the fuselage, which penalizes the length and weight of the fixed wings, which have to withstand great efforts due to that extreme position of the rotors.
    Also the document US2015136897 describes an aerodyne of this type, but in this case in a position of support the aerodyne consists of four rotors, but the way in which they are connected to the wings causes that when the transition from the position of vertical support to the longitudinal advance position, two of the rotors would slow the advance of the aerodyne, so they must stop and retract their blades, leaving only two operational rotors to propel the aircraft.
    On the other hand, the aircraft described in EP2625098 has four rotors, two of them front rotors located in front of the leading edge of the wing, and two other rear rotors located behind the leading edge of the wing, whereby said four Rotors are substantially spaced apart. Their distance prevents them from being tilted both around a common center, since they would then remain in position
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    of longitudinal advance, very separated from the wing producing a great moment to the subjection, and losing part of the aerodynamic effect that they can produce on the fixed wings.
    Finally, document US6655631 describes an aircraft equipped with four rotors, two of them front and two rear, in which said rotors can swing between a longitudinal advance position and a support position in which they produce a vertical air flow. In this example, the rear rotors are partially superimposed on a portion of the fixed wing in which the controlled control ailerons of the aircraft are housed when they are in a supporting position, and said ailerons can be operated to position themselves in a position perpendicular to that of the rest. of the wing, thus ceasing to be an interference for the vertical air flow generated by the rear rotors located in the support position. However, said driven ailerons require driven control elements that increase their weight and maintenance. In addition, this document does not propose to bring the rotors close enough to be able to swing the front and rear rotors around a common center so that they are not too far from the wing surfaces, which would reduce aerodynamic efficiency.
    Brief description of the invention
    The present invention concerns an aerodyne with vertical take-off and landing capacity and with the ability to generate support both by rotors and by fixed wings.
    An aerodyne is any aircraft heavier than the air that achieves its support due to aerodynamics. In the case of the proposed aerodyne, the support can be achieved through two different systems, on the one hand by means of rotors equipped with rotating blades such as those used in helicopters, and on the other hand by fixed wings such as those used on airplanes.
    Thus the proposed aerodyne includes:
    • a fuselage defining a longitudinal axis, a transverse axis and a vertical axis, said three orthogonal axes being each other;
    • at least two fixed wings arranged symmetrically on two opposite sides of the fuselage, providing two supporting surfaces sufficient to keep the aerodyne in the air during its advance through the air in the direction of the longitudinal axis;
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    • at least two front rotors and two rear rotors symmetrically arranged on two opposite sides of the fuselage and driven by independent motors;
    or each rotor defining a rotation axis;
    or each rotor being attached to a central portion of a fixed wing by means of a support;
    or each rotor being articulated with respect to said fixed wing to which they are connected around an axis of articulation parallel to the transverse axis of the fuselage, allowing to modify the inclination of the rotation axes of each rotor with respect to the fixed wing from a longitudinal forward position parallel to the longitudinal axis of the fuselage, in which the rotors propel the aerodyne through the air in the longitudinal direction, to a support position parallel to the vertical axis of the fuselage in which the motor-driven rotation of the rotors provides sufficient support for hold the aerodyne in the air;
    the front rotors remaining ahead of the leading edge of the fixed wings in the support position, and being below the fixed wings in the longitudinal advance position; Y
    the rear rotors remaining behind the leading edge of the fixed wings in the support position, and remaining above the fixed wings in the longitudinal advance position;
    Said fuselage will preferably be elongated in the direction of the longitudinal axis and will adopt an aerodynamic shape to reduce the friction offered before its advance through the air in the longitudinal direction. The transverse axis will be perpendicular to said longitudinal axis, and finally the vertical axis will be perpendicular to the longitudinal and transverse axes. It will be understood that the vertical axis does not have to be vertical with respect to the ground, since the position of the aerodyne with respect to the ground will vary during the flight.
    On two opposite sides of the fuselage four rotors are symmetrically arranged, a front rotor and a rear rotor on each flank, and two fixed wings, each with an alar profile that provides a supporting surface.
    The size and shape of said fixed wings will be sized to provide sufficient support to hold said aerodyne in the air during its advance in the direction of the longitudinal axis with the impulse of the at least four rotors arranged in a longitudinal advance position.
    Each rotor is fixed to a central portion of a wing by means of a support, said central portion being able to be defined, by way of non-limiting example, as a portion of the wing corresponding to 85% of its length and centered with respect to its ends. Preferably
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    said rotors are fixed at the end closest to the fuselage of said central portion, leaving the rotors spaced a minimum safe distance from the fuselage.
    The rotors will be articulated with respect to the wing in which they are fixed around an articulation axis parallel to the transverse axis of the fuselage, allowing the axis of rotation of each rotor to pivot in a plane perpendicular to said transverse axis from a longitudinal advance position to a position of support.
    In the longitudinal advance position the axis of rotation of the rotors is parallel to the longitudinal axis of the fuselage, and therefore the rotation of said rotors around the corresponding axis of rotation produces a thrust of the aerodyne in the direction of the longitudinal axis, producing its advancing through the air, and causing the circulation of an air flow around the alar profile of the fixed wings producing an aerodynamic support by aerodynamic effect of said fixed wings.
    In the support position the axis of rotation of the rotors is parallel to the vertical axis of the fuselage, and therefore the rotation of said rotors around the corresponding axis of rotation produces a thrust of the aerodyne in the direction of the vertical axis of the fuselage sufficient to support the airfoil in the air. In this support position, the aerodyne can, in addition to staying static in the air, rise, descend, move forward, backward, right and left, and produce its rotation around the vertical axis of the fuselage, all through regulation of The different rotors.
    In a novel way, the present invention proposes that said rear rotors remain, in a supporting position, partially overlapping or coinciding with a portion of the fixed wing to which they are attached; and because
    each wing includes at least one fin in its portion superimposed or coinciding with the rotor, said fin being freely articulated to the rest of the wing, its position being determined by the effect of the air thrust on said fin between a support position parallel to the vertical axis and a position of longitudinal advance parallel to the longitudinal axis;
    the fin being in a support position outside the air flow driven by the rotors as it is oriented parallel to said flow;
    the fin being in a position of longitudinal advance integrated in the support surface of the wing during its advance through the air in the direction of the longitudinal axis, providing said fin supporting force.
    Thus, the aforementioned fin is articulated to the rest of the wing and its angle can be freely modified by the effect of the incident air flow on said fin.
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    This fin allows placing the rear rotors partially superimposed on the fixed wing, being in a support position, without the fixed wing interfering with the air flow driven by said rear rotors, and therefore without losing support force, allowing the position to be brought closer. from the rear to the front rotors up to a distance less than the width of the fixed wing.
    This reduced distance between the front and rear rotors allows the aerodyne to have a compact body both in a support position and in a longitudinal forward position.
    In addition, the free articulation of the fin allows a simple and resistant construction, without mechanical complications or actuating mechanisms of the fin, which would add weight to the aerodyne and make its maintenance more expensive.
    According to an embodiment with optional character, the articulation of the fin with the fixed wing will be located in a position adjacent to the end of the fin closest to the leading edge of the wing in which said fin is housed, thus being the rotors in supporting position the descending air flow caused by the rear rotors will produce the orientation of said fins in a direction approximately parallel to the vertical axis of the fuselage, forming an angle with respect to the rest of the fixed wing. On the contrary, the advance of the aerodyne through the air in the direction of the longitudinal axis, driven by the rotors in the longitudinal advance position, will produce an air flow that pushes the part of the fin furthest from said joint producing its elevation until it is flush with the rest of the fixed and aerodynamically integrated wing to it.
    Said flap will preferably have an elevation limiter that will prevent the fin from protruding under the wing (its upper face) under any circumstances, in this way the suction produced on the upper side of the flap as the wing advances through the air in the direction of the longitudinal axis, said fin will be retained by the elevation limiter, and said suction could provide support to the whole of the aerodyne, the fin being a functional part of the wing.
    Additionally it is also proposed that each front rotor be attached to said central portion of the wing by means of a support shared with a rear rotor. Optionally, said shared support can be articulated with respect to the fixed wing by means of a single shared joint axis, whereby both the front and rear rotor swing around the same center, and pass from the support position to the longitudinal advance position simultaneously and coordinated.
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    It is also proposed that, optionally, said single shared joint axis be equidistant from the front rotor and the rear rotor supported by said shared support. This feature allows both rotors in the longitudinal advance position to be equidistant from the axis of articulation, the rear rotor being above the fixed wing, and the front rotor below the fixed wing.
    Additionally, it is proposed that each one of these wings also have at least one driven aileron that acts as control surfaces of the plane, which allows the plane to be directed, and that can collaborate with other driven ailerons for the governance of the aerodyne.
    It is also proposed that the motors that drive the four rotors are controlled independently, allowing to regulate their speed and / or power, managing to modify the thrust that each of the rotors provides and thus allowing to obtain a governance of the aerodyne through said regulation.
    According to another embodiment, the minimum separation between the blades of the front rotors and the blades of the rear rotors will be less than the width of the fixed wing in its central portion, or preferably less than half the width of the fixed wing in its central portion, or to the average width of the fixed wing in its central portion.
    According to an exemplary embodiment, the front rotor support is, in a support position, partially superimposed on the wing intrados, and the rear rotor support is, in a support position, partially superimposed on the wing extractors. In such a case, the articulation axis can be integrated inside the thickness of the wing, and the front and rear rotor supports remain connected to said articulation axis through an interposed connecting element. By way of example, such interposed connecting element can be a disk that protrudes from the wing both by its extractions, connecting with the rear rotor support, and by its intrados, connecting with the front rotor support, and said disc being articulated with the axis of articulation through its center, so that its rotation causes the rotation of the rear rotor and the front rotor.
    The rotation of the rotor supports will be provided in such a way that the rear rotor is positioned, in a longitudinal advance position, above the wing extractors, and that the front rotor is located, in a longitudinal advance position, below the wing intrados. This allows a smooth transition from the support position to the longitudinal advance position, or vice versa, during the flight.
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    The utilization of the interposed connector element allows the supports to be superimposed on the wing, and not integrated inside, which in turn allows the resistant structure of the wing to be continuous throughout its length without being interrupted by a housing for the inclusion of the supports being the rotors in support position. This allows to lighten the structure of the wing and therefore that of the aerodyne in general.
    Additionally it is proposed that the articulation axis be located in the middle of the wing closest to the leading edge, or more preferably in the center of the middle of the wing closest to the leading edge.
    It is also preferable that the length of the front rotor supports is equal to the length of the rear rotor supports. In such a case, if the articulation axis is positioned in the manner described, the rear rotor will be partially superimposed on the leading edge of the wing.
    Another optional feature proposed is that the two front rotors and the two rear rotors, in a support position, are equidistant from an axis, parallel to the vertical axis of the fuselage, which intersects the center of gravity of the aerodyne. In other words, they are equidistant from the vertical center of gravity of the aerodyne.
    Additionally, it is proposed that the articulation axis intersect an axis, parallel to the vertical axis of the fuselage, which in turn intersects the center of gravity of the aerodyne. That is, said axis of articulation is vertically aligned with the center of gravity of the aerodyne.
    These characteristics referred to the center of gravity of the aerodyne allow to ensure the stability of the aerodyne in the air, and a stable support, as well as a homogeneous operation of all the rotors.
    In order to improve the thrust provided by the rotors, and to offer greater security against possible failures of any of the engines or rotors, the possibility that the aerodyne is equipped with four front rotors and four rotors is contemplated rear Preferably at the end of each support two motors each connected to a rotor will be located so that the said two rotors are parallel, and the two motors that drive them, and the end of the support that supports them, fall between said two rotors. . This configuration allows each of the motors and rotors to be duplicated redundantly, which offers greater security in case of failure of any of them, without having to increase the number of supports, which increases the weight of the set.
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    Alternatively or complementary, it is also contemplated to increase the number of articulated supports with respect to the wing, each support holding additional motors and rotors, with characteristics equal to those described so far, providing an aerodyne with a greater number of front and rear rotors for greater safety. Such additional supports would be arranged further away from the fuselage, along the wing.
    It will be understood that references to geometric position, such as parallel, perpendicular, tangent, etc. they admit deviations of up to ± 5 ° with respect to the theoretical position defined by said nomenclature.
    Other features of the invention will appear in the following detailed description of an embodiment example.
    Brief description of the figures
    The foregoing and other advantages and characteristics will be more fully understood from the following detailed description of an embodiment example with reference to the attached drawings, which should be taken by way of illustration and not limitation, in which:
    Fig. 1 shows a perspective view of the proposed aerodyne provided with two front rotors and two rear rotors, all arranged in a support position, according to an embodiment example;
    Fig. 2 shows a sectional view of a wing where a fin, a front rotor, a rear rotor, their respective motors and their respective brackets can be seen projected, connected to a connector element interposed in the form of a plate, said rotors, supports and fin being in a support position;
    Fig. 3 shows a sectional view of the same wing shown in Fig. 2, said rotors, supports and fin being in longitudinal advance position;
    Fig. 4 shows a top perspective view of two wings connected in continuity through the fuselage, devoid of said fuselage and the end portions of the wings, and in which two fins, two front rotors, two rear rotors are appreciated, attached to the wing by means of the corresponding supports, and said rotors being shown schematically as discs being actually rotating blades around the corresponding axes of rotation, said rotors and said fins being in a supporting position;
    Fig. 5 is a bottom perspective view of the same wings shown in Fig. 4, the rotors and fins being in longitudinal advance position;
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    Fig. 6 is a sectional view of a wing like that shown in Fig. 3, but with an alternative embodiment in which two coaxial and opposed motors are located at the end of each support, each connected to a rotor, said two rotors being supported by the same support arranged in parallel.
    Detailed description of an embodiment example
    Fig. 1 shows, in an illustrative non-limiting manner, an example of an aerodyne with vertical take-off and landing capacity and with the ability to generate support both by rotors 10 and by fixed wings 2.
    The aforementioned aerodyne has an elongated central fuselage 1 that defines a longitudinal axis L in the largest dimension of the fuselage 1, a transverse axis T and a vertical axis V, all orthogonal.
    As can be seen in Fig. 1 on the flanks of the fuselage 1 and parallel to the transverse axis T two symmetrically straight wings 2 are arranged symmetrically at the ends, said wings having an alar profile that allows generating sufficient support to support the aerodyne. in the air when it travels through the air in the direction of the longitudinal axis L at sufficient speed. Optionally, the aerodyne may have other surfaces that project from the fuselage to offer stability or control of the flight of the aerodyne, such as horizontal or vertical stabilizers, such as the tail of the aerodyne.
    It will be understood that the described aerodyne could have different wing configurations, such as straight or constant-wing straight wings. In the illustrated example, the ends of the wings 2 have wing tip devices provided to reduce turbulence at said ends, increasing the efficiency of the flight. Such wing tip devices are known in the sector as "winglets".
    The vehicle may also include a landing gear, which when the vehicle has vertical take-off and landing capabilities, can be limited to legs or skates that hold the vehicle in a stable position on the ground.
    Each wing 2 has, in the present embodiment, a front rotor 11 and a rear rotor 12, each formed by two blades connected, around an axis of rotation E1, to an electric motor 13 that is fed by a battery (not shown) housed inside the fuselage 1.
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    The front rotor 11 is located, in a support position in which the axis of rotation E1 is parallel to the vertical axis V of the fuselage 1, ahead of the leading edge 3 of the fixed wing 2, while the rear rotor 12 is located behind said leading edge 3.
    Said motor 13 is attached to a support 14, which extends to the wing 2 where the support 14 is fixed to hold the rotor 10, said motor 13 keeping a certain distance from said wing 2. In the present embodiment the supports 14 of the front rotor 11 and the rear rotor 12 are of identical length, as shown in the attached Figs.
    The support 14 is connected to the wing 2 by means of an articulation that allows the tilting of the support 14, and of the motor 13 and the rotor 10 connected to it, around an articulation axis E2 parallel to the transverse axis T of the fuselage 1. This allows modification the angle of the axis of rotation E1 of the rotor 10 with respect to the fuselage 1 from a support position, wherein said axis of rotation E1 of the rotor 10 is parallel to the vertical axis V of the fuselage 1, to a longitudinal advance position in which the axis of rotation E2 of the rotor 10 is parallel to the longitudinal axis L of the fuselage 1. This tilting therefore entails a rotation of 90 ° from the support position to the longitudinal advance position.
    In the support position, the rotors 10 produce a downward air flow, and drive the aerodyne in a vertical direction by counteracting its weight and allowing the aerodyne to be held in the air or propel it in an upward direction. The different regulation of the speed and / or power of the electric motors 13 of each rotor 10 also allow to produce a horizontal displacement in any direction at relatively low speeds, the rotation of the aerodyne around the vertical axis V and its descent.
    On the contrary in the longitudinal advance position the rotors 10 propel the aerodyne in the direction of the longitudinal axis L of the fuselage 1 producing its rapid advance through the air, which causes an air flow over the support surfaces of the wings 2 , which provides support to the aerodyne enough to keep it in the air. In this case the direction control of the aerodyne is produced by control surfaces, such as ailerons, rudders, etc. It is also contemplated that the regulation and direction of the aerodyne flying in the longitudinal forward position is produced by the different regulation of the rotor engines 13.
    In the present embodiment, said articulation axis E2 is located approximately a quarter of the width of wing 2 closer to the leading edge 3 of wing 2 than to the trailing edge of wing 2. Around said articulation axis E2, a joint is fixed. disk doing the functions of
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    interposed connector element 15, which protrudes from those extracted from wing 2 (its upper face) and from the intrados of wing 2 (its lower face), said support 14 of the front rotor being mentioned
    11 jointly and severally attached to the part of the protruding disc by the intrados of the wing 2, and said support 14 of the rear rotor 12 being integrally joined to the part of the protruding disc by the transdos of the wing 2.
    This configuration allows the 90 ° tilting of the rotors 10 to raise the rear rotor
    12 from the support position until it is positioned above the wing 2 in the longitudinal advance position, and that the front rotor 11 descends until it is located below the wing 2 without the wing 2 interfering with the supports 14 during said movement. The distance between the rotors 10 and the wing 2, in longitudinal advance position, will be equal to the length of the support 14.
    This movement allows a transition between the position of support and the position of longitudinal advance in full flight.
    It is convenient that the distance between the rotors 10 and the wing 2 be as short as possible at all times, and also as close to the fuselage 1, thus allowing to reduce the bending stresses on the supports 14 and on the wings 2 which allows a reduction of its resistance and its weight. Also the aerodynamic effects are improved with small distances between these elements.
    According to the described configuration, the front rotor 11 is placed, in a support position, a short distance from the leading edge 3 of the wing 2 to keep the support 14 of short length. Being the length of the support 14 of the front rotor 11 equal to the length of the support 14 of the rear rotor 12, and being the articulation axis E2 located a quarter of the width of the wing 2, it means that the rear rotor 12, in position of support, is superimposed to a little less than the back half of the width of the wing 2. This would produce an aerodynamic decrease in the efficiency of the rear rotors 12.
    To avoid this aerodynamic decline, said part of the wing 2 in superposition with the rear rotors 12, corresponding approximately to the rear half of the wing 2, has freely articulated fins 20 with respect to the rest of the wing 2, allowing the free aerodynamic orientation of said fin 20 under the influence of the incident air flow on it.
    Said fin 20 is articulated to the rest of the wing 2 by its edge closest to the leading edge 3 of the wing 2, that is to say in a region close to the center of the width of the wing 2, the fin 20 being able to swing between a longitudinal advance position in the one that is flush with the rest
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    of wing 2, completing the alar profile, and a support position in which it is hanging below wing 2, perpendicular to it.
    When the rotors 10 are in the support position, the air driven by the rear rotors 12 and gravity will drive the fin 20 towards its support position perpendicular to the rest of the wing 2. On the contrary, the rotors 10 being in longitudinal advance position , the air flow produced around the wing profile 2 of the wing 2 as it moves forward will push the said fin 20 and keep it flush with the rest of the wing 2.
    In the present embodiment a stop limiter is included in the form of a stop which prevents the fin 20 from protruding from the extractions of the wing 2, even under the influence of aerodynamic forces that push it in said direction. This feature allows the upward force produced on the wing extractions due to the low pressures of the air circulating above said wing extractors 2 by sucking the wing 20 upwards to be transmitted to the structure of the wing 2 as a sustaining force. , fin 20 becoming part of the support surface of wing 2.
    In an alternative embodiment shown in Fig. 6, two rotors 10, each connected to an independent motor 13, are coaxial, spaced apart and parallel at the end of each support 14, so that the end of the support 14 supports said two 13 engines that are confined between the two rotors. This configuration allows to double the number of engines and rotors of the aerodyne without having to increase the structure that supports them, and keeping these rotors in the optimal position described next to the fuselage 1. The duplicity of rotors 10 confers greater thrust and also greater security against to possible failures of a motor 13 or a rotor 10.
    权利要求:
    Claims (18)
    [1]
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    1.- Aerodyne with take-off and vertical landing capacity and with capacity to generate support both by rotors and by fixed wings, including said aerodyne:
    • a fuselage (1) defining a longitudinal axis (L), a transverse axis (T) and a vertical axis (V), said three orthogonal axes being each other;
    • at least two fixed wings (2) arranged symmetrically on opposite sides of the fuselage (1), providing two supporting surfaces sufficient to keep the aerodyne in the air during its advance through the air in the direction of the longitudinal axis (L);
    • at least two front rotors (11) and at least two rear rotors (12) arranged symmetrically on two opposite sides of the fuselage and driven by independent motors (13);
    or each rotor (10) defining a rotation axis (E1);
    or each rotor (10) being attached to a central portion of a wing (2) fixed by a support (14);
    or each rotor (10) being articulated with respect to said fixed wing (2) to which they join around an articulation axis (E2) parallel to the transverse axis (T) of the fuselage (1), allowing the inclination of the axes to be modified of rotation (E1) of each rotor (10) with respect to the fixed wing (2) from a longitudinal forward position parallel to the longitudinal axis (L) of the fuselage, in which the rotors (10) propel the aerodyne through the air in the direction of the longitudinal axis (L), to a support position parallel to the vertical axis (V) of the fuselage (1) in which the motor-driven rotation (13) of the rotors (10) provides sufficient support to support the aerodyne in the air;
    the front rotors (11) being in front of the leading edge (3) of the wings (2) fixed in the support position, and remaining below the wings (2) fixed in the longitudinal advance position; Y
    the rear rotors (12) remaining behind the leading edge (3) of the wings (2) fixed in the support position, and remaining above the wings (2) fixed in the longitudinal advance position;
    characterized by that
    said rear rotors (12) remain, in a supporting position, partially overlapping or coinciding with a portion of the wing (2) to which they are attached; and because
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    each wing (2) includes at least one fin (20) in its portion superimposed or coinciding with the rotor (10), said fin (20) being freely articulated to the rest of the wing (2) determining its position by the effect of the air thrust on said fin (20) between a support position parallel to the vertical axis (V) and a longitudinal advance position parallel to the longitudinal axis (L);
    the fin (20) being in a supporting position outside the air flow driven by the rotors as it is oriented parallel to said flow;
    the fin being in a position of longitudinal advance integrated in the support surface of the wing (2) during its advance through the air in the direction of the longitudinal axis (L), providing said fin (20) supporting force.
    [2]
    2. - Aerodyne according to claim 1 characterized in that each front rotor (11) is attached to said central portion of the wing (2) by means of a support (14) integral with the support (14) attached to the rear rotor (12).
    [3]
    3. - Aerodyne according to claim 2 characterized in that said support (14) is articulated with respect to the fixed wing by means of a single shared joint axis (E2).
    [4]
    4. - Aerodyne according to claim 3 characterized in that said single shared joint axis (E2) is equidistant from the front rotor (11) and the rear rotor (12) supported by said shared support (14).
    [5]
    5. - Aerodyne according to claim 1, 2, 3 or 4 characterized in that each of said wings (2) also have at least one driven wing (30) acting as control surfaces of the plane warping.
    [6]
    6. - Aerodyne according to any one of the preceding claims, characterized in that the motors (13) that drive the four rotors (10) are controlled independently.
    [7]
    7. - Aerodyne according to any one of the preceding claims, characterized in that the articulation of the fin (20) with respect to the fixed wing (2) is in a position adjacent to the end of the fin (20) closest to the leading edge (3) of the wing (2) in which said fin (20) is housed.
    [8]
    8. - Aerodyne according to any one of the preceding claims, characterized in that the union of the fixed wing (2) and the fin (20) consists of an elevation limiter that prevents the fin (20) from protruding from the wing extractions (2). ).
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    [9]
    9. - Aerodyne according to any one of the preceding claims, characterized in that the minimum separation between the blades of the front rotors (11) and the blades of the rear rotors (12) is less than the width of the wing (2) fixed in its central portion.
    [10]
    10. - Aerodyne according to any one of the preceding claims, characterized in that the minimum separation between the blades of the front rotors (11) and the blades of the rear rotors (12) is less than half the width of the fixed wing in its central portion.
    [11]
    11. - Aerodyne according to any one of the preceding claims characterized in that
    the support (14) of a front rotor (11) is, in a supporting position, partially superimposed on the wing intrados (2); Y
    the support (14) of a rear rotor (12) is, in a support position, partially superimposed on the wing extractors (2).
    [12]
    12. - Aerodyne according to claim 11 characterized in that said supports of a front rotor (11) and a rear rotor (12) are articulated with respect to the wing (2) fixed by a single the shared joint axis (E2) that is integrated inside the thickness of the wing (2), and the supports (14) of the front (11) and rear rotors (12) are connected to said articulation shaft (E2) through an interposed connecting element (15) .
    [13]
    13. - Aerodyne according to claim 12 characterized in that the interposed connector element (15) is a disk that protrudes from the wing (2) both by its extracted, connecting with the support (14) of the rear rotor (12), as by its intrados , connecting with the support (14) of the front rotor (11), and said disc being articulated with the axis of articulation (E2) at its center.
    [14]
    14. - Aerodyne according to any one of the preceding claims 3 or 12, characterized in that the articulation axis (E2) is located in the middle of the wing (2) closest to the leading edge (3).
    [15]
    15. - Aerodyne according to claim 14 characterized in that said articulation axis (E2) is located in the center of the middle of the wing (2) closest to the leading edge (3).
    [16]
    16. - Aerodyne according to any one of the preceding claims, characterized in that the two front rotors (11) and the two rear rotors (12), in a supporting position, are equidistant from an axis, parallel to the vertical axis (V) of the fuselage (1), which intersects the center of gravity of the aerodyne.
    [17]
    17. - Aerodyne according to any one of the preceding claims, characterized in that the articulation axis (E2) intersects an axis, parallel to the vertical axis (V) of the fuselage (1), which in turn intersects the center of gravity of the aerodyne.
    [18]
    18. - Aerodyne according to any one of the preceding claims, characterized in that each support (14) supports two motors (13), each connected to a rotor (10),
    said rotors (10) being coaxial, spaced apart and parallel.
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    同族专利:
    公开号 | 公开日
    WO2017077144A1|2017-05-11|
    US20190152593A1|2019-05-23|
    ES2611316B1|2018-01-22|
    US11053000B2|2021-07-06|
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    法律状态:
    2018-01-22| FG2A| Definitive protection|Ref document number: 2611316 Country of ref document: ES Kind code of ref document: B1 Effective date: 20180122 |
    2018-05-25| PC2A| Transfer of patent|Effective date: 20180521 Owner name: UNIVERSIDAD PUBLICA DE NAVARRA Effective date: 20180521 |
    优先权:
    申请号 | 申请日 | 专利标题
    ES201531579A|ES2611316B1|2015-11-04|2015-11-04|AERODINE WITH TAKE-UP CAPACITY AND VERTICAL LANDING|ES201531579A| ES2611316B1|2015-11-04|2015-11-04|AERODINE WITH TAKE-UP CAPACITY AND VERTICAL LANDING|
    PCT/ES2016/000112| WO2017077144A1|2015-11-04|2016-10-14|Aerodyne with vertical-takeoff-and-landing ability|
    US15/773,785| US11053000B2|2015-11-04|2016-10-14|Aerodyne with vertical-takeoff-and-landing ability|
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