• 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:
    It is a vertical take-off and landing aircraft, with a new structural concept, containing eight propulsion assemblies, two pivoting bearing surfaces (front, rear) and a mixed bearing surface (fixed in the central part and pivoting on the sides). By means of a single turning mechanism that rotates all the moving parts in a coordinated way, this aircraft goes from a vertical flight mode, where the thrust of the propellers is used to lift the aircraft, to a horizontal flight mode where the The apparatus is supported by the aerodynamic forces created in its wings and the thrust of the thrusters is used to propel the apparatus horizontally, drastically reducing energy consumption. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2775773A1
    申请号:ES201930059
    申请日:2019-01-25
    公开日:2020-07-28
    发明作者:Trillo Pedro Outon
    申请人:Trillo Pedro Outon；
    IPC主号:
    专利说明:

    [0004] TECHNICAL SECTOR
    [0006] The present invention belongs to the field of aeronautics, and more specifically to the field of electric aerial vehicles with vertical take-off and landing (eVTOL) capability.
    [0007] The object of the invention is a new aircraft equipped with eight pivoting propellers and three supporting aerodynamic surfaces (front, central and rear) designed to carry out air operations safely, increasing its autonomy and reducing its maintenance.
    [0009] BACKGROUND OF THE INVENTION
    [0011] Aerial operations with UAVs (drones) are limited by their autonomy (in the case of multicopters) or by the impossibility of being able to take off and land vertically (in the case of fixed-wing aircraft).
    [0012] The current hybrid models combine both technologies allowing a multipurpose use of the aircraft efficiently and with greater flight autonomy, but most of them (for example in the case of quadcopters) do not do it safely (comparable to the standards). security of commercial aviation) since they are not redundant systems that allow the control of the aircraft in the event of failure of one of its propellers (engine-propeller assembly), or, in the case of being so, these are not positioned equidistant from the center of mass, thus working inefficiently (and unstable in some cases). In other cases, the thrusters are located at the ends of the wings (cantilevered structures), requiring considerable reinforcement of these structures to avoid the appearance of vibrations generated by the thrusters. This translates into an increase in weight and therefore in a reduction in autonomy.
    [0013] On the other hand, the size of the propellers in most cases is conditioned by the design of the aircraft, preventing the use of large propellers that are more efficient and less noisy.
    [0014] EXPLANATION OF THE INVENTION
    [0016] In order to solve the limitations mentioned in the previous section, the invention proposes a multipurpose aircraft with vertical take-off and landing capacity moved with electric power (optionally hybrid) capable of transporting both goods and passengers, which offers the following competitive advantages:
    [0018] • SECURITY and STABILITY:
    [0020] -In its vertical flight configuration (for landing and take-off), the multicopter architecture with eight thruster assemblies, positioned in the shape of an octagon with its geometric center located near the center of mass of the aircraft, provides sufficient stability and safety necessary to be able to carry out these phases of the mission with guarantees, since, in the case of a simple failure of one of the thrusters, it would NOT represent a catastrophic failure.
    [0021] In addition, due to the fact that all the propellers are located at the same distance from the center of mass, the engines work with the same loads (same torque) which provides stability and efficiency since no engine would be underused or overloaded by the fact of being inconveniently distributed. In this way, the aircraft's steering electronics (flight controller) is also simplified since it does not require complicated algorithms to compensate for a possible failure of any of the engines, that is, with the octagonal distribution, the response to failure is the the same regardless of the propellant in question.
    [0023] -In its horizontal flight configuration (efficient flight), the airplane architecture with three aerodynamic surfaces (front or "canard", central and rear) provides additional stability to the aircraft (compared to the classic commercial airplane configuration) since the impact of a possible displacement of the center of mass as a consequence of a bad distribution of weights in the transported payload is minimized.
    [0025] These two configurations combined represent a novelty and an improvement significant with respect to the current state of the art in terms of safety and stability of the aircraft.
    [0027] In the same way, the rest of the critical systems (batteries, electronics, the central mechanism in charge of turning the propellers, the wings and the landing gear), also offer sufficient redundancy to guarantee the control of the aircraft in the event of any incident.
    [0029] • AERODYNAMIC EFFICIENCY,
    [0031] The aircraft object of the invention comprises a fuselage of reduced dimensions, thus minimizing the resistance to the passage of the air stream, thanks to the adoption of the following measures:
    [0032] -Integrating a good part of the components (main batteries, flight controller and other electronic components) inside the wings.
    [0033] -Using independent cargo compartments (for goods or people), hooked in the lower part of the fuselage so that they travel "hanging" from the aircraft with the intention of not limiting the use of the device to a specific volume, or on the contrary penalizing the aerodynamic behavior in the case of carrying an empty or underused large volume warehouse.
    [0035] On the other hand, the position of the propulsion equipment in the front and rear of the fuselage and in the central part of the wings (between the upper and lower surface), blowing and sucking air (in the case of the front and rear respectively) improves considerably the aerodynamic behavior (improving the L / D ratio, breakage of the boundary layer, ...)
    [0036] In addition, with the architecture of this aircraft, it is possible to use large propellers that are much more efficient.
    [0038] • LIGHTNESS AND ROBUSTNESS.
    [0040] Another important feature of the invention is the lightness of the assembly, achieved thanks to the use of composite materials and to a greater extent by taking advantage of the mechanical properties of each of the elements that make up the aircraft, which, working together, create a block compact and highly resistant to tensile-compression, shear, bending and torsional stresses that both the wings and the fuselage must resist.
    [0041] The main body of the wing and fuselage structure is made up of:
    [0043] -Stringers and Ribs: They are flat carbon fiber structures, lightened with hollows in their internal part (close to the midline), which in addition to giving lightness to the whole allow the passage of air through the interior of the structure cooling in this way the batteries.
    [0045] -Larguerillos: Another important characteristic of the invention is the use of the resistance to traction (and to a lesser extent to compression) that the semi-rigid copper cables used to connect the different electrical components have. These cables, conveniently located just below the outer skin and resting on each of the ribs, allow the loads of the assembly to react. In addition to this, they form a longitudinal network of cables on which the outer skin rests, allowing its thickness (and, consequently, its weight) to be considerably reduced by eliminating the effects of local buckling of the skin between ribs and stringers (“ crippling ”).
    [0047] -Batteries: Batteries (being made up of metal cells) have high rigidity (torsional and bending). These represent a high percentage of the weight of the assembly that in this invention ceases to be a "dead weight" hanging from the structure, to form part of it, providing rigidity to the aircraft.
    [0048] To do this, the batteries are supported by internal stringers capable of transmitting the forces directly to the ribs and from these to the entire structure.
    [0050] Another important characteristic of this invention is the robustness of the assembly, which avoids vibration problems generated by the propellers. In this invention, the thrusters are located at the "nodes" (or nodes) of the structure or in areas where the structure has sufficient rigidity without the need to resort to unnecessary reinforcements.
    [0051] • RELIABLE AND LOW MAINTENANCE:
    [0053] Reliability and low operating maintenance (and consequently low operating cost) is another of the characteristics provided by this invention. For this reason, the number of mechanisms used for the operation of its elements has been reduced.
    [0055] -Swing mechanism: A single centralized mechanism (redundant in its operation) is responsible for rotating all the propellers and all the pivoting wings in a coordinated way when making the transition from vertical flight to horizontal flight, thus avoiding the use of a turning mechanism for each of the eight thrusters that make up the aircraft. In addition to reducing the probability of system failure, it greatly simplifies your electronic management.
    [0057] -Landing gear: The landing gear of the aircraft of this invention is made up of three supports (on tripod). One of the supports is the inverted vertical stabilizer itself that functions as a fixed rear leg. For the other two supports, it consists of two front pivoting legs (left and right) that rotate thanks to the centralized turning mechanism itself, so that when the aircraft is in vertical flight, these legs are extended. When the aircraft goes into horizontal flight, the two front legs rotate together with the thrusters and are hidden within the lateral longitudinal supports without the need for any additional mechanism.
    [0058] -For the movement of the rest of the moving parts (ailerons, elevator and rudder) simple servos are used that move each of the elements independently. These components are easily replaceable and inexpensive.
    [0060] • MODULAR AND SCALABLE:
    [0062] As mentioned above, in a preferred embodiment the device can additionally incorporate independent cargo compartments (for goods or people). In this way, compartments of different sizes can be hung from the fuselage depending on the mission for which it is intended (sensors, cameras, cargo of different volumes, passenger cabins, etc.). This gives the aircraft a modular character.
    [0064] Another feature of the invention is that it is a fully scalable aircraft.
    [0066] • SILENT:
    [0068] When operating in urban environments, noise pollution can become a problem. To minimize this fact, the aircraft of the invention, in the preferred embodiment, uses electrical energy for its operation. The propellants powered by this type of energy are quieter than those powered by fossil fuels (in addition to providing other benefits for the environment).
    [0069] In the same way, the use of large propellers reduces the noise level since they work at a lower rotation speed when compared to smaller propellers.
    [0071] With the combination of all the aforementioned characteristics, a safe, autonomous aircraft to transport goods and people is obtained, capable of flying long distances, with extended autonomy, silent and with low operating costs.
    [0072] BRIEF DESCRIPTION OF THE DRAWINGS
    [0074] To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, a set of drawings is attached as an integral part of said description, in which, with an illustrative and non-limiting nature, the following has been represented following:
    [0076] Figure 1.- Shows an isometric view of the aircraft of the invention in its vertical flight configuration.
    [0077] Figure 2.- Shows a plan view of the aircraft of the invention in its vertical flight configuration.
    [0078] Figure 3.- Shows a side view of the aircraft of the invention in its vertical flight configuration.
    [0079] Figure 4.- Shows an isometric view of the aircraft of the invention in its horizontal flight configuration.
    [0080] Figure 5.- Shows a plan view of the aircraft of the invention in its horizontal flight configuration.
    [0081] Figure 6.- Shows a right front isometric view of the aircraft of the invention in its horizontal flight configuration.
    [0082] Figure 7.- Shows an isometric view of the structure of the central wing
    [0083] Figure 8.- Shows a side view of the structure of the central wing
    [0084] Figure 9.- Shows a block diagram with some of the components of the electronics of the invention.
    [0085] Figure 10A.- Shows an operating diagram of the aircraft of the invention in its vertical flight mode.
    [0086] Figure 10B.- Shows an operating diagram of the aircraft of the invention in its transition mode (from vertical to horizontal flight and vice versa).
    [0087] Figure 10C.- Shows an operating diagram of the aircraft of the invention in its horizontal flight mode.
    [0088] Figure 11.- Shows the installation (optional) on the lower part of the fuselage of the interchangeable cargo compartments (for goods or people).
    [0089] PREFERRED EMBODIMENT OF THE INVENTION
    [0091] In view of the aforementioned figures, and in accordance with the numbering adopted, an example of a preferred embodiment of the invention can be seen in them, which comprises the parts and elements that are indicated and described in detail below:
    [0093] -A FUSELAGE (9) aligned with the longitudinal axis of the aircraft that extends from the most forward part, supporting the front propeller at the initial point (1), to the most rearward part supporting the rear propeller at the end point (5).
    [0094] This fuselage (9) has a reduced section, which makes it possible to improve the aerodynamics of the assembly. The entire fuselage forms an air duct that circulates through the interior and allows the batteries and other electronic elements to be cooled during horizontal flight. For this purpose, it has an opening in the front part (40) through which the air flow enters and another in the rear part (41) where it exits at high speed due to the suction generated at the outlet.
    [0095] Inside it, it can house both interchangeable auxiliary batteries (31) and (32), as well as other small-volume payloads such as cameras, sensors or other mission loads.
    [0096] In the lower part of it and aligned with the center of mass, optionally, interchangeable load compartments (14) can be attached. This would allow the transport of large-volume goods or passenger cabins, in the case of passenger transport. Both platforms are tailor-made solutions, which are not part of the aircraft itself and which must be previously studied (aerodynamically and structurally) so as not to compromise dynamic behavior. This solution avoids punishing the behavior of the aircraft when empty (when it travels without cargo or in missions where all the payload travels inside the reduced fuselage) and gives it total versatility so that it can be used in all types of missions.
    [0098] -Two LATERAL LONGITUDINAL SUPPORTS (11) and (12), parallel to the plane of symmetry of the aircraft and located on both sides of the fuselage, form a certain angle “a” with respect to the horizontal plane, so that the lowest point of both supports is at the front and the highest point is at the rear.
    [0099] The main mission of these longitudinal supports is to support four thruster assemblies (2), (4), (6) and (8) located at the ends of these, where the thruster (2) would be located in the left front quadrant, the impeller (4) in the left rear quadrant, the impeller (6) in the right rear quadrant and the impeller (8) in the right front quadrant. In the front part, both supports will house inside 2 legs of the front landing gear (26) and (27) when it is retracted (in horizontal flight position).
    [0101] -A CENTRAL FIXED WING (10), which runs along the transverse axis of the aircraft and passes through a point close to the center of mass of the entire assembly. This section of the wing is solidly joined to the fuselage (9) in the central part and extends to each of the aforementioned longitudinal supports (11) and (12) forming a solid connection with each of them. It is the main aerodynamic surface, since this section is where the highest percentage of the aircraft's lift force is generated.
    [0102] The two main batteries are located inside the central fixed wing. One on the left side (29) and one on the right side (30). These occupy most of the volume of the central fixed flange (10). In the remaining space, the flight controller (42) is located, making it coincide with the theoretical intersection of the three axes (roll, pitch and yaw) so that the gyroscopes of the controller can have accurate readings of the behavior of the aircraft.
    [0104] The central fuselage (9), together with the lateral longitudinal supports (11), (12) and the central fixed wing (10) form a solidly united fixed assembly that is the base on which the rest of the mobile components rest. are named below:
    [0106] -Two CENTRAL PIVOTING WINGS (17) and (18), are the aerodynamic support surfaces found in the central part on both sides of the fuselage (9). They are a continuation of the central fixed wing (10) that
    [0109] They start at the lateral longitudinal supports (11), (12) and end by shaping the wingtips (43).
    [0110] These are attached to the fuselage (9) by means of bearings that allow it to rotate freely around a common central axis.
    [0111] They are optionally removable to reduce the span of the structure and thus to facilitate transport and storage.
    [0112] The two remaining propellers (3) and (7) that will be connected to the previous ones are supported on the central pivoting wings, so that they can rotate together around a central axis of rotation.
    [0113] The central pivoting wings (17) and (18) contain at least one aileron on each side of the aircraft (21) and (22). These are responsible for controlling the roll (roll) of the aircraft when it flies horizontally and the yaw (yaw) when it flies vertically.
    [0115] -Two FRONT PIVOTING WINGS (15) and (16): These are the aerodynamic bearing surfaces found in the front part on both sides of the fuselage (9). Inside, they are joined to it by means of bearings that allow it to rotate freely around a common front axle. In their central part they are attached to the lateral longitudinal supports (11) and (12) and to the thrusters (2) and (8). At this point they are also attached to the front legs of the landing gear (26) and (27) so that when the aircraft is taking off or landing they point downwards. For horizontal flight these rotate 90 ° (together with the propellers and wings) being hidden within the transverse longitudinal supports avoiding punishing the aerodynamic behavior.
    [0116] Wingtips are placed at the end of the front pivoting wings to improve aerodynamic behavior.
    [0118] The front pivoting wings (15) and (16) are located at the lowest elevation of the aircraft to avoid that the airflow that leaves these during horizontal flight, can interfere with the one that enters the central fixed wing (10 ).
    [0119] On the other hand, the front pivoting wings (15) and (16) have a slightly greater angle of attack with respect to the central ones (10), (17) and (18) and the rear ones (19) and (20) to guarantee that, in the event of a loss (stall), control of it is easily regained by the fact of "falling" in a first moment of the front (re-establishing balance).
    [0121] -Two REAR PIVOTING WINGS (19) and (20): These are the aerodynamic bearing surfaces found at the rear on both sides of the fuselage (9). Inside, they are attached to it by means of bearings that allow it to rotate freely around a common rear axle. In their central part they are attached to the lateral longitudinal supports (11) and (12) and to the thrusters (4) and (6).
    [0122] Wingtips are placed at the end of the rear pivoting wings to improve aerodynamic behavior.
    [0123] The rear pivoting wings (19) and (20) are located at the highest elevation of the aircraft to prevent the air flow coming out of the centrals (10), (17) and (18) during horizontal flight, from interfere with the one that enters the rear (19) and (20).
    [0124] The rear pivot wings (19) and (20) contain a rear elevator on each side of the aircraft (23) and (24). These are responsible for controlling the headland (pitch) of the aircraft when it flies horizontally.
    [0126] -An inverted VERTICAL STABILIZER (13) is located at the rear of the aircraft at the minimum distance from the end of the fuselage that ensures that the rear thruster (5) does not interfere with it in the vertical flight configuration.
    [0127] This is inverted because the stabilizer (13) itself is part of the landing gear (on a tripod), that is, when the aircraft lands it rests on the lower part of the stabilizer. In this way, complex and heavy retractable mechanisms are avoided.
    [0128] The vertical stabilizer (13) contains a rudder (25) in charge of controlling the yaw of the aircraft (Yaw) during horizontal flight.
    [0130] -A centralized TURNING MECHANISM, in charge of rotating all moving parts (propellers, wings and landing gear) in a coordinated way. This is located in the central part of the fuselage. By means of cams and control rods, it rotates the front, central and rear axles in the same direction.
    [0131] This turning mechanism (servo) is redundant since it is considered critical for the control of the aircraft: It incorporates two input buses, redundancy status management to alert in case an input fails and provides position feedback capable of inform, at all times, the current position angle with respect to the origin.
    [0133] As can be seen in Figures 7 and 8, the interior structure of the aircraft (wings and fuselage) is made up of the same elements as the rest of the aerostructures that are part of the state of the art: Spars , ribs (Ribs), stringers (Stringers) and an outer skin (Skin). These are made of carbon fiber (or similar material).
    [0134] In this invention, in addition to the previous ones, batteries and semi-rigid electric cables are considered as structural elements, which conveniently located provide rigidity to the assembly, instead of being masses that hang from the structure.
    [0135] In the case of the central wing, it contains the following elements:
    [0137] -FRONT SPAR (33) and REAR SPAR (34), which are the suitably lightened spars, which in addition to having a reduced weight allow the passage of the air stream inside the wing, which helps to cool the batteries .
    [0139] -SHEADS (35), limited in their outer contour by the aerodynamic surface (skin). The outer contour contains small holes (concentric between all the ribs) on which the semi-rigid electrical cables (38) and stringers (36) will rest. The internal lightening holes are the size of batteries (29) and (30). In addition, small holes (concentric between all the ribs) are also machined in that inner contour, on which the inner guide beams (37) will rest, which will serve as support for the batteries (29) and (30) and will pass the reactions to the ribs (35). Small air passages are also machined on these inner contours to allow it to circulate freely between the ribs, thus cooling the surface of the batteries (29) and (30).
    [0141] - BATTERIES (29) and (30), which represent a very high percentage with respect to the
    [0144] total weight of the structure (between 35% and 65% of the total weight). Due to the fact that they are made of metal cells, they resist great torsional and bending forces. In this invention, they are housed inside the wing, in contact with the guide stringers (37) and the ribs (35), which allows it to transmit the loads and reactions between all the components of the structure.
    [0146] - SEMI-RIGID ELECTRIC CABLES (38), necessary for the interconnection of the electronic components distributed throughout the aircraft.
    [0147] In the invention presented there is duplication of signals, making the cables (which carry the same signal) pass through different areas (eg part of the upper surface and lower surface) to ensure that, even in the event of receiving damage to a area of the aircraft, it can be safely landed.
    [0148] These semi-rigid cables (38), support small tensile forces (and to a lesser extent compression). All together, conveniently placed on the outer contour of the ribs (35), they contribute to reacting the flexion of the wing. On the other hand, they form a cloud of longitudinal cables, on which the outer skin will rest (attached to these by means of adhesives). This cloud of cables improves the local buckling behavior (crippling) of the outer skin (skin), thus being able to reduce its thickness.
    [0150] All the aforementioned elements, working together, contribute to considerably reduce the weight of the structure.
    [0152] For the control of flight, navigation, communications, detection and avoidance of obstacles, the invention contains the following elements:
    [0154] -MAIN BATTERIES (29) and (30) and INTERCHANGEABLE AUXILIARY BATTERIES (31) and (32), are the power source of the aircraft. The main ones are housed inside the central fixed wing and the interchangeable auxiliary ones inside the fuselage (with access through the lower part of the aircraft).
    [0156] -BATTERY CONTROLLER or BMS (Battery Management System), among other functions, control and monitor the current flow and the temperature of each of the batteries, balance their charge and discharge to prevent some cells from charging more than others, and supply electricity to all the electronic components of the aircraft.
    [0157] It is located in the central part of the aircraft.
    [0159] -FLIGHT CONTROLLER (42): It is the brain of the aircraft. It receives the operator's orders through the RF receiver (or another device with a longer range), compares them with the data it receives from the different sensors (Gyroscopes, magnetometers, accelerometers, GPS, barometric sensor, air speed probe, anti-collision system , ...) and processes them. Once processed, it sends the necessary orders, among others, to the variable speed drives of the eight engines, the central turning mechanism and the different actuators that govern the ailerons and elevator and steering rudders, making sure that the aircraft follows the previously marked instructions. by the operator. It is located in the center of the fixed wing.
    [0161] -Auxiliary PROCESSOR, (independent of the flight controller), which processes the enormous amount of data received from the optional mission elements, such as cameras, thermal cameras, LIDAR, ... This processor is also in charge of processing the information coming from the rest of the communication systems (encrypting the data ,.). It is located next to the flight controller.
    [0163] -VARIATORS OF SPEED of each one of the motors. They receive the electrical energy directly from the BMS (since the engines consume most of the energy) and the steering orders from the flight controller. They are in charge of varying the speed of the engines depending on the orders received. They are located close to each of the engines (in the fuselage and the lateral longitudinal supports) in areas where there is a current of air to be conveniently cooled.
    [0165] -ACTUATORS, located on the central pivot wings, the rear pivot wings and the vertical stabilizer. They are in charge of moving the ailerons and rudders following the orders of the flight controller.
    [0168] -SENSORS for data collection. They are distributed throughout the entire aircraft. They collect flight information and send it to the controller.
    [0170] The three phases of a procedure for using the aircraft are described below:
    [0171] - ASCENT AND DESCENT PHASE (Fig. 10A):
    [0172] For the ascent phase, all wings (15), (16), (17), (18), (19) and (20), except for the central fixed wing (10) are pointing upwards. Likewise, the front thrusters (1), (2) and (8) and central (3) and (7) are pointing upwards. On the contrary, the rear thrusters (4), (5) and (6) are pointing downwards. Together they all "suck in" air from above and "propel" it downwards. In this way, the aircraft is raised.
    [0173] The landing gear legs (26) and (27) point downward, ready to support the weight of the aircraft (and landing loads) on them.
    [0174] In this phase, selective control of the thrusters is used to control pitch and roll. For the yaw control, the ailerons (21) and (22) of the lateral pivoting wings (17) and (18) and the selective control of the thrusters are used, all of them controlled by the flight controller.
    [0176] Once the aircraft is at a certain height and with the correct heading, it proceeds to the next phase:
    [0178] - TRANSITION PHASE (Fig. 10B):
    [0179] In this phase all the moving parts (pivoting wings, thrusters and landing gear legs) moved by the central rotation mechanism begin to rotate with a rotation speed not exceeding 10 ° / Sec. At this time the aircraft begins to move horizontally (due to the horizontal component of the force exerted by the thrusters). In this phase, an air stream begins to appear passing through the aerodynamic profiles.
    [0180] At this time, for pitch control, the selective control of the thrusters is used together with the elevator (23) and (24); For roll control, selective thruster control is used together with ailerons (21) and (22); For yaw control
    [0183] Selective thruster control is used together with the rudder (25).
    [0185] When the controller estimates that the relative velocity of the air passing through the wings is sufficient to create by itself the lift necessary to keep the aircraft in the air, the rotation mechanism rotates completely (90 °) to proceed to the next phase:
    [0187] -HORIZONTAL FLIGHT PHASE OR EFFICIENT FLIGHT (Fig. 10C):
    [0188] In this phase all the wings are practically in a horizontal direction (with a certain angle of attack). The front thrusters (1), (2) and (8), central (3) and (7), and rear (4), (5) and (6) are perfectly aligned with respect to the longitudinal axis (roll axis ). The front legs of the landing gear (26) and (27) are in a horizontal position inserted inside the lateral longitudinal supports (11) and (12).
    [0189] At this moment, for pitch control, the elevator (23) and (24) are used; Ailerons (21) and (22) are used for roll control; For yaw control the rudder (25) is used.
    [0191] In this phase there is a considerable decrease in energy consumption.
    权利要求:
    Claims (7)
    [1]
    1. Vertical take-off and landing aircraft with pivoting propellants containing:
    -A fixed structure formed by:
    • A fuselage, aligned with the longitudinal axis (roll axis)
    • A central fixed wing, aligned with the transverse axis (pitch axis).
    Where, fuselage and central fixed wing are joined in the form of "+"
    • A left longitudinal support
    • A right longitudinal support
    Where, central fixed wing, left longitudinal support and right longitudinal support are joined in an "H" shape, leaving the fuselage centered between both lateral supports.
    • An inverted vertical stabilizer (pointing downward), installed at the rear of the aircraft.
    • Optionally, an interchangeable cargo compartment (goods or people), located near the center of mass of the entire assembly and hooked to the lower part of the fuselage. The interchangeable cargo compartment is accessible from the lower part of the aircraft and in an area free of obstacles where there is no risk of impact by any of the propellers.
    -A set of movable aerodynamic surfaces containing:
    • A left front pivoting wing attached, by means of bearings, to the fuselage in its inner part and to the left longitudinal support in its central part. • A right front pivoting wing attached, by means of bearings, to the fuselage in its inner part and to the right longitudinal support in its central part.
    • A left central pivoting wing, aligned with the central fixed wing and connected by means of bearings, to the left longitudinal support on the inside.
    • A right central pivoting wing, aligned with the central fixed wing and connected by means of bearings, to the right longitudinal support on the inside.
    • A left rear pivoting wing attached, by means of bearings, to the fuselage in its inner part and to the left longitudinal support in its central part.
    • A right rear pivoting wing attached, by means of bearings, to the fuselage in its inner part and to the right longitudinal support in its central part.
    • One or more left side ailerons located on the center pivot wing left.
    • One or more right side ailerons, located on the right center pivot wing.
    • A left rear elevator, located on the left rear pivot wing.
    • A right rear elevator, located on the right rear pivot wing.
    • A rudder, located on the vertical stabilizer.
    -A propellant plant containing:
    • Eight pivoting thruster assemblies, made up of an engine and a propeller, equidistant from the center of mass of the aircraft and spaced the same distance from each other.
    -A landing gear containing:
    • One left front landing gear leg located at the front of the left longitudinal bracket.
    • One right front landing gear leg located at the front of the right longitudinal bracket.
    -A turning mechanism for moving parts that contains:
    • A central turning actuator (fail-safe), located inside the central fuselage capable of jointly moving all moving parts (pivoting thrusters, pivoting wings and landing gear).
    -A set of batteries containing:
    • Two main batteries, located inside the central fixed wing on both sides of the plane of symmetry of the aircraft.
    • Optionally, one or more interchangeable secondary batteries, located inside the fuselage and accessible from the bottom of the aircraft.
    • Battery Management System located inside the fuselage.
    -A set of on-board equipment necessary for flight control, navigation, communication and surveillance (obstacle detection and avoidance) that contains:
    • A flight controller, located inside the central fixed wing coinciding with the theoretical point of intersection of the pitch, roll and yaw axes.
    • Central processor.
    • variable speed drives.
    one
    • GPS.
    • RF receiver.
    • Anti-collision satellite system (ADS-B).
    • Flight control sensors.
    • Comunication system.
    • Cameras and other sensors.
    [2]
    2. Aircraft according to claim 1, characterized in that the thruster assemblies would be located approximately on the vertices of a theoretical octagon whose center coincides with the center of mass of the apparatus, so that:
    • The propeller assembly 1 would be located at the front of the fuselage coinciding with the plane of symmetry of the aircraft.
    • The propulsion assembly 2 would be located in the left front part, coinciding with the intersection between the left longitudinal support and the central part of the left front pivoting wing; The power pack 2 and the left front pivot wing would be solidly linked.
    • The propeller assembly 3 would be located on the left central pivoting wing, midway between the left longitudinal support and the apex of the wing; The power pack 3 and the left center pivot wing would be solidly linked.
    • The propulsion assembly 4 would be located in the left rear part, coinciding with the intersection between the left longitudinal support and the central part of the left rear pivoting wing; The power pack 4 and the left rear pivot wing would be solidly linked.
    • The propeller assembly 5 would be located at the rear of the fuselage coinciding with the plane of symmetry of the aircraft.
    • The propeller assembly 6 would be located in the right rear part, coinciding with the intersection between the right longitudinal support and the central part of the right rear pivoting wing; The power pack 6 and the right rear pivot wing would be solidly connected.
    • The propeller assembly 7 would be located on the right central pivoting wing, midway between the right longitudinal support and the apex of the wing; The power pack 7 and the right center pivot wing would be solidly linked.
    two
    • The propeller assembly 8, would be located in the right front part, coinciding with the intersection between the right longitudinal support and the central part of the right front pivoting wing; The power pack 8 and the right front pivot wing would be solidly linked.
    [3]
    3. Aircraft according to claim 1, characterized in that:
    • The front left swing wing and the right front swing wing are linked by a common front axle. The common forward axis is perpendicular to the plane of symmetry of the aircraft and is contained in a plane parallel to the horizontal plane of the aircraft and below the central fixed wing.
    • The left center pivot wing and the right center pivot wing are linked by a common center axis. The common central axis is perpendicular to the plane of symmetry of the aircraft and is contained in a plane parallel to the horizontal plane of the aircraft and aligned with the central fixed wing.
    • The left rear swing wing and right rear swing wing are linked by a common rear axle. The common rear axle is perpendicular to the plane of symmetry of the aircraft and is contained in a plane parallel to the horizontal plane of the aircraft and above the central fixed wing.
    [4]
    4. Aircraft according to claim 1, characterized in that its vertical stabilizer together with the left front landing gear leg and the right front landing gear leg make up the landing gear of the aircraft, so that:
    • The left front landing gear leg, located at the front of the left longitudinal bracket, is solidly attached to the common front axle.
    • The right front landing gear leg, located at the front of the right longitudinal bracket, is solidly attached to the common front axle.
    [5]
    5. Aircraft according to claim 1, characterized in that its central fixed wing is formed by:
    • An interior structure of carbon fiber (or other light materials), composed of stringers (Front and Rear Spar), ribs (ribs) and stringers (stringers) suitably lightened. The ribs have holes inside, both to allow the passage of the batteries, and to allow the passage of air forming a ventilation channel inside the wing.
    • Interior carbon fiber guide stringers (or other light materials), for guiding the batteries, which rest on each of the interior rib holes.
    • Batteries, which supported on the guide stringers provide resistance to torsion and bending of the central fixed wing.
    • A multitude of semi-rigid electrical cables that work in tension (and to a lesser extent in compression), and that pass through the outside of the ribs, parallel to the stringers and interspersed between them, form a cloud of cables that contribute to improve the behavior of bending of the whole set.
    • A thin outer skin (skin) made of carbon fiber (or other light materials) that is supported by the interior structure and the electric cables attached to them (by means of adhesives).
    [6]
    6. A method of controlling a vertical take-off and landing aircraft with pivoting thrusters that in its vertical flight configuration (for landing and take-off) contains:
    -In the front part,
    • A thruster assembly (thruster assembly 1), pointing up (blowing air downward) attached to the fuselage at the forwardmost part of the aircraft.
    • A propeller assembly (Propeller assembly 2), pointing upwards (blowing air downwards) attached to the left front pivot wing and passing the generated airflow between the soffit and the upper surface of the wing.
    • One thruster assembly (8 thruster assembly), pointing up (blowing air down) attached to the right front pivot wing and passing the generated airflow between the soffit and the top of the wing.
    -In the central part,
    • A propeller assembly (Propeller assembly 3), pointing upwards (blowing air downwards) attached to the left central pivot wing and passing the air flow generated between the soffit and the upper surface of the wing.
    • A propeller assembly (Propeller assembly 7), pointing upwards (blowing air downwards) attached to the right central pivot wing and passing the air flow generated between the soffit and the upper surface of the wing.
    -In the back,
    • A propeller assembly (Propeller assembly 4), pointing downwards (drawing air from above) attached to the left rear pivot wing and passing the air flow generated between the soffit and the extrados of the wing.
    • A propeller assembly (Propeller assembly 6), pointing downwards (drawing air from above) attached to the right rear pivoting wing and passing the air flow generated between the soffit and the upper surface of the wing.
    • A thruster assembly (thruster assembly 5), pointing downward (drawing air from above) attached to the fuselage at the rearmost part of the aircraft.
    [7]
    7. A method according to claim 6, where all the propeller assemblies together with their pivoting wings and front landing gear are rotated, in the same direction and in a coordinated manner, by means of a single central mechanism (governed by the flight controller after know the data of height and relative air speed among others) to adapt to the horizontal flight mode (efficient flight), thus reducing energy consumption and increasing autonomy, being distributed as follows:
    two
    -In the front part,
    • A thruster assembly (thruster assembly 1), pointing forward (blowing air backward) attached to the fuselage at the forwardmost part of the aircraft.
    • A propeller assembly (Propeller assembly 2), pointing forward (blowing air backwards) attached to the left front pivot wing and passing the generated airflow between the soffit and the upper surface of the wing.
    • A propeller assembly (Propeller assembly 8), pointing forward (blowing air backwards) attached to the right front pivoting wing and passing the generated air flow between the soffit and the upper surface of the wing.
    -In the central part,
    • A propeller assembly (Propeller assembly 3), pointing forward (blowing air backwards) attached to the left central pivot wing and passing the generated air flow between the soffit and the upper surface of the wing.
    • A propeller assembly (Propeller assembly 7), pointing forward (blowing air backwards) attached to the right central pivot wing and passing the generated air flow between the soffit and the upper surface of the wing.
    -In the back,
    • A propeller assembly (Propeller assembly 4), pointing backwards (drawing air backwards) attached to the left rear pivoting wing and passing the air flow generated between the soffit and the upper surface of the wing.
    • A propeller assembly (Propeller assembly 6), pointing backwards (drawing air backwards) attached to the right rear pivot wing and passing the air flow generated between the soffit and the upper surface of the wing.
    • A thruster assembly (thruster assembly 5), pointing rearward (blowing air backward) attached to the fuselage at the rearmost part of the aircraft.
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    同族专利:
    公开号 | 公开日
    ES2775773B2|2021-10-27|
    引用文献:
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    US20160236774A1|2015-02-13|2016-08-18|Airbus Defence and Space GmbH|Aircraft capable of vertical takeoff|
    US20170174342A1|2015-06-12|2017-06-22|Deng Huang|Vertical Takeoff Aircraft and Method|
    US20180079483A1|2016-09-19|2018-03-22|Bell Helicopter Textron Inc.|Cross-wing driveshaft channel|
    CN107042884A|2017-03-18|2017-08-15|北京天宇新超航空科技有限公司|A kind of tilting rotor wing unmanned aerial vehicle|
    US10081436B1|2017-07-06|2018-09-25|Autoflightx International Limited|Hybrid VTOL fixed-wing drone|
    US20190009899A1|2017-07-06|2019-01-10|Autoflightx International Limited|Hybrid vtol fixed-wing drone having wing-tip propellers|
    法律状态:
    2020-07-28| BA2A| Patent application published|Ref document number: 2775773 Country of ref document: ES Kind code of ref document: A1 Effective date: 20200728 |
    2021-10-27| FG2A| Definitive protection|Ref document number: 2775773 Country of ref document: ES Kind code of ref document: B2 Effective date: 20211027 |
    2021-12-21| PC2A| Transfer of patent|Owner name: SOLUCIONES AERONAUTICAS DE GALICIA, S.L. Effective date: 20211215 |
    优先权:
    申请号 | 申请日 | 专利标题
    ES201930059A|ES2775773B2|2019-01-25|2019-01-25|VERTICAL TAKE-OFF AND LANDING AIRCRAFT WITH PIVOTING PROPELLERS|ES201930059A| ES2775773B2|2019-01-25|2019-01-25|VERTICAL TAKE-OFF AND LANDING AIRCRAFT WITH PIVOTING PROPELLERS|
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