• 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:
    The aircraft (10) comprises a fuselage (11) and a rhombohedral wing (12) having front wings (13, 14) mounted on a front root support (17) and rear wings (15, 16) mounted on a rear root support (18). At least two wings (13, 14) carry a motor (24, 26) provided with a helix (25, 27). The rear end of the fuselage carries a motor (21) with a propeller (22). The aircraft comprises means (28 to 35) for tilting these engines, the rotation shaft of each of the propellers swinging between an orientation parallel to the main axis of the fuselage and an orientation perpendicular to the main axis of the fuselage and to an axis passing through the ends of the front wings.
    公开号:FR3065440A1
    申请号:FR1753513
    申请日:2017-04-24
    公开日:2018-10-26
    发明作者:Francois Varigas
    申请人:Fly R；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to an aircraft with a rhombohedral wing with vertical takeoff and / or landing. It applies, in particular, to airplanes and drones, the orientation of the propeller axis of which allows horizontal flight, on the one hand, and a vertical landing, or even take-off, on the other.
    STATE OF THE ART
    Since the advent of aeronautics, designers have always been concerned with designing an aircraft with the widest possible flight range while minimizing the mass of the structure. It will be recalled here that the flight domain of an aircraft is the space in air speed, load factor and altitude within which it can operate safely.
    With new technologies, new materials and ever more powerful computing means, new aircraft concepts are emerging.
    Rhombohedral wings, or closed, or diamond, or slotted, or annular, etc ..., were considered from the beginning of aviation. It is only fairly recently that extensive aerodynamic studies, thanks to new calculation and numerical simulation tools, have demonstrated their potential gain in terms of induced drag, even if this gain remains relatively modest (of the order of a few percent). On the other hand, the mass of the structure is greatly reduced (around 30% gain) due to the natural bracing of the wings between them but at the cost of increased rigidity.
    Rhombohedral wing aircraft nevertheless have the disadvantage of requiring an airstrip to be able to land or even take off.
    STATEMENT OF THE INVENTION
    The present invention aims to remedy all or part of these drawbacks.
    To this end, according to a first aspect, the present invention relates to an aircraft comprising a fuselage and a rhombohedral wing comprising front wings mounted on a front root support and rear wings mounted on a rear root support, in which:
    - at least two wings carry a motor fitted with a propeller,
    - the rear end of the fuselage carries a motor fitted with a propeller and
    the aircraft comprises means for tilting these motors, the rotation shaft of each of the propellers rocking between an orientation parallel to the main axis of the fuselage and an orientation perpendicular to the main axis of the fuselage and to a passing axis by the ends of the front fenders.
    Thus, for flight, the propeller shafts are positioned parallel to the axis of the fuselage while, for landing, hovering or even takeoff, the propeller shafts are vertical.
    This vertical landing aircraft has a carrying capacity as well as a range (in English "range") very close to the same aircraft without means of tilting the engines. This is a rather paradoxical point since, as a whole, vertical landing planes are heavier than a traditional plane for similar performances.
    In embodiments, the axis perpendicular to the main axis of the fuselage and to the axis passing through the front wing ends which passes through the center of gravity of the aircraft crosses the delimited triangle passing through the propellers.
    Thanks to the presence, at the vertices of a triangle, of at least three engines fitted with propellers, hovering is stable.
    In embodiments, the propeller at the rear end of the fuselage is positioned below the main axis of the fuselage when the shaft of this propeller is in an orientation perpendicular to the main axis of the fuselage.
    Thanks to these provisions, the rear wings can extend to the rear engine without limiting the deflection of the rear propeller.
    In embodiments, the propellers of the engines carried by the wings are positioned above the wings when the shafts of these propellers are in an orientation perpendicular to the main axis of the fuselage.
    In embodiments, the propellers of the engines carried by the wings are positioned upstream of the front wings, in the direction of flight of the aircraft.
    Aerodynamically, having the front wings blown increases the rhomboid effect and seriously increases the efficiency of the control surfaces as well as the variation in camber of the blown wings. This results in an increase in aircraft performance at low speeds and a decrease in drag. This reduction is appreciable for aircraft spans beyond five meters.
    Due to the breath of the propellers, the flows around the wings, especially the front wings, are much healthier and better controlled. They therefore allow greater efficiency of the flaps, especially in the low position to increase the lift.
    Having two motors on the front fenders achieves non-existent yaw control on a pure rhomboid wing. This can be of great importance for certain flight phases, in specific mission scenarios.
    In embodiments, the wing root supports are positioned respectively, below and above the fuselage.
    This configuration is, in fact, optimal.
    In embodiments, at each junction of the front and rear wing ends is positioned a vertical surface for closing the wing ends.
    These vertical closure surfaces of the wing ends reduce the drag of the wing.
    In embodiments, the fuselage has no vertical tail.
    BRIEF DESCRIPTION OF THE FIGURES
    Other advantages, aims and characteristics of the present invention will emerge from the description which follows, given for explanatory purposes and in no way limiting, with reference to the appended drawings, in which:
    FIG. 1 represents, diagrammatically and in perspective view, a particular embodiment of the aircraft object of the invention in a horizontal flight configuration,
    FIG. 2 represents a detailed view of FIG. 1,
    FIG. 3 represents, diagrammatically and in perspective view, the aircraft illustrated in FIGS. 1 and 2, in a vertical flight configuration,
    FIG. 4 represents a detailed view of FIG. 3,
    - Figure 5 shows, schematically and in perspective view, the aircraft illustrated in Figures 1 to 4, in a horizontal flight configuration and
    - Figure 6 shows, schematically and in perspective view, the aircraft illustrated in Figures 1 to 4, in a vertical flight configuration.
    DESCRIPTION OF EMBODIMENTS OF THE INVENTION
    We note, as of now, that the figures are not to scale. To simplify the understanding of the drawings and diagrams, the wings and vertical surfaces at the junction of the wing ends are represented by thin surfaces.
    FIGS. 1 to 6 show an aircraft 10 comprising a fuselage 11 and a wing 12 of rhombohedral shape. The airfoil 12 has a left front wing 13, a right front wing 14, a left rear wing 15 and a right rear wing 16. The front wings 13 and 14 meet on a root support 17 of front wings located below of the fuselage 11. The rear wings 15 and 16 meet on a root support 18 of rear wings. As illustrated in the figures, the supports 17 and 18 of wing root are preferably positioned respectively, below and above the fuselage 11, this configuration being optimal for several aspects. It can also be seen in the figures that the fuselage 11 has no vertical tail.
    The left wings 13 and 15 meet on a left wing junction located above the fuselage 11. The right wings 14 and 16 meet on a right wing junction. At each junction of the front and rear wing ends is positioned a vertical surface, left 19 and right 20, for closing the wing ends.
    The closure of the ends of the wings, to obtain an almost infinite elongation wing, thus consists of a vertical aerodynamic surface 19 or 20 (profiled or not). One of the characteristics of the rhomboid wings is the absence of a vertical surface, therefore a significant gain in profile drag. Each vertical surface 19 or 20 which joins two wings at their ends makes it possible to close the space and thus, in theory, to have a wing close to a wing with infinite wingspan.
    Each of the wings 13, 14, 15 and 16 shown in the figures has a general rectangle shape. They are thus at constant chord, their leading and trailing edges being parallel. Of course, the present invention is not limited to this type of general shape but extends to all shapes of wings, except the delta wings.
    The front wings 13 and 14 have control surfaces (not shown), ailerons or flaps. The rear wings 15 and 16 have control surfaces (not shown), fins or flaps.
    At the rear of the fuselage 11, a motor 21 rotates a propeller 22 to propel the aircraft 10. A motor 24 driving in rotation a propeller 25 is carried by the left front wing 13. A motor 26 driving in rotation a propeller 27 is carried by the right front wing 14.
    The aircraft 10 is thus propelled by an engine 21 with propeller 22 located at the rear of the fuselage 11 and by engines 24 and 26 with propellers 25 and 27, respectively, carried by the front wings 13 and 14, respectively.
    We observe, in Figures 2 and 4, a servo motor 28 rotating a shaft 29 integral with one end of a straight rod 30. The other end of the rod 30 is mounted on a pivot 31 which drives a connecting rod 32 transferring the movement of the pivot 31 to a pivot 33. One end of a straight actuating rod 34 is mounted on the pivot 33. The other end of the rod 34 is integral with a rotation shaft 35 of the motor 26 Thus, the actuation of the servomotor switches the plane of rotation of the propeller 27 from a vertical configuration (FIG. 2) for horizontal flight to a horizontal configuration (FIG. 4), for hovering or vertical flight, for example for a landing or take-off phase. Of course, the other two motors, 21 and 24, are provided with servomotors and similar mechanical systems which effect the tilting of the motors. The rotation shaft of each of the propellers 22, 25 and 27 switches between a so-called "horizontal" orientation parallel to the main axis of the fuselage 11 (FIGS. 1, 2 and 5) and a so-called "vertical" orientation perpendicular to the main axis of the fuselage 11 and an axis passing through the ends of the front wings.
    Thus, for rapid flight, the shafts of the propellers 22, 25 and 27 are in the "horizontal" position while, for landing, hovering or even takeoff, the shafts of the propellers 22, 25 and 27 are in the vertical position. This vertical landing aircraft 10 has a carrying capacity as well as a range (in English "range") very close to the same aircraft without means of tilting the engines.
    Preferably, the actuations of the three servo motors 28 are synchronized. On the other hand, the rotational speeds of the motors 21, 24 and 26 and of the propellers 22, 25 and 27 are controlled independently.
    In the case of a drone, an electronic control unit (not shown) comprises a central unit which actuates the servo-motors and controls the motors in a coordinated manner. The electronic control unit also provides functions for controlling the control surfaces, flaps and ailerons, in a manner known per se.
    The vertical axis, perpendicular to the main axis of the fuselage 11 and to the axis passing through the ends of the front wings, which passes through the center of gravity of the aircraft 10 crosses the delimited triangle passing through the propellers 22, 25 and 27. Thus, hovering is stable.
    As seen in Figures 5 and 6, in the embodiment shown, the propeller 22 at the rear end of the fuselage 11 is positioned below the main axis of the fuselage 11 when the shaft of this propeller 22 is in vertical orientation. The rear wings 15 and 16 can thus extend to the rear motor 21 without limiting the deflection of the rear propeller 22.
    The propellers 25 and 27 of the motors 24 and 26 carried by the wings 13 and 14 are positioned above the wings when the shafts of these propellers are in the vertical position. As illustrated in the figures, the propellers 25 and 27 of the motors 24 and 26 carried by the wings 13 and 14 are positioned upstream of the front wings, in the direction of flight of the aircraft 10.
    Aerodynamically, having the front wings blown increases the rhomboid effect and seriously increases the efficiency of the control surfaces as well as the variation in camber of the blown wings. This results in an increase in aircraft performance at low speeds and a decrease in drag. This reduction is appreciable for aircraft spans beyond five meters.
    Due to the breath of the propellers 25 and 27, the flows around the wings, especially the front wings 13 and 14, are much healthier and better controlled. They therefore allow greater efficiency of the flaps, especially in the low position to increase the lift.
    Having two motors 24 and 26 on the front fenders 13 and 14 provides non-existent yaw control on a pure rhomboid wing. This can be of great importance for certain flight phases, in specific mission scenarios.
    The inventor discovered that the rhomboid configuration makes it possible to keep an almost constant fineness over a large speed range by varying the camber of the front wings (and rear to maintain a balanced flight). This peculiarity was confirmed during wind tunnel studies. The use of wing morphism is particularly well suited since a small angular variation in the front and rear wings can introduce significant variations in incidence and / or variation in camber over their wingspan. This limits the use of deflection of the flaps, which have the disadvantage of the complexity of mixing the eight flaps and the lack of precision / resolution of the servomotors and of the mechanical controls of these servomotors.
    The morphism is an extremely elegant solution to “refine” the adjustment of the airfoil to the flight conditions without having the disadvantage of the heavy and aerodynamically unclean solutions of the multiple flaps at the trailing edge and / or the beaks and other appendages at the edge of the 'attack. The rhomboid type wing lends itself particularly well to this type of “control”.
    Preferably, the motors 24 and 26 are mounted on the neutral fiber of torsion of the front wings 13 and 14. In variants, the variation of angular orientation of the servo-motors and therefore of the axes of rotation of the propellers serves to compensate for the variation d angular orientation induced by the twists of the wings caused by the morphism.
    It is noted that the aircraft 10 can be launched by a catapult, pyrotechnic means and / or a spring.
    权利要求:
    Claims (9)
    [1]
    1. Aircraft (10) comprising a fuselage (11) and a rhombohedral wing (12) comprising front wings (13, 14) mounted on a front root support (17) and rear wings (15, 16) mounted on a rear root support (18), characterized in that:
    5 - at least two wings (13,14) carry a motor (24, 26) provided with a propeller (25, 27), the rear end of the fuselage carries a motor (21) provided with a propeller (22) and the aircraft comprises means (28 to 35) for tilting these motors, the rotation shaft of each of the propellers rocking between an orientation parallel to the main axis of the fuselage and an orientation perpendicular to the main axis of the fuselage and
    10 to an axis passing through the ends of the front fenders.
    [2]
    2. Aircraft (10) according to claim 1, in which the axis perpendicular to the main axis of the fuselage (11) and to the axis passing through the front wing ends which passes through the center of gravity of the aircraft crosses the delimited triangle passing through
    15 propellers.
    [3]
    3. Aircraft (10) according to one of claims 1 or 2, in which the propeller (22) at the rear end of the fuselage (11) is positioned below the main axis of the fuselage when the shaft of this propeller is in an orientation perpendicular to the axis
    20 main body of the fuselage.
    [4]
    4. Aircraft (10) according to one of claims 1 to 3, in which the propellers (25, 27) of the motors (24, 26) carried by the wings (13, 14) are positioned above the wings when the shafts of these propellers are in an orientation perpendicular to
    25 the main axis of the fuselage (11).
    [5]
    5. Aircraft (10) according to one of claims 1 to 4, in which the propellers (25, 27) of the motors (24, 26) carried by the wings (13,14) are positioned upstream of the front wings, in the direction of flight of the aircraft.
    [6]
    6. Aircraft (10) according to one of claims 1 to 5, wherein the wing root supports (17, 18) are positioned respectively, below and above the fuselage.
    5
    [7]
    7. Aircraft (10) according to one of claims 1 to 6, wherein, at each junction of the front and rear wing ends is positioned a vertical surface (19, 20) for closing the wing ends.
    [8]
    8. Aircraft (10) according to one of claims 1 to 7, in which the fuselage (11) does not
    [9]
    10 has no vertical tail.
    1/6
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    同族专利:
    公开号 | 公开日
    EP3615424B1|2021-05-26|
    EP3615424A1|2020-03-04|
    US20200156780A1|2020-05-21|
    FR3065440B1|2019-06-07|
    ES2879359T3|2021-11-22|
    WO2018197772A1|2018-11-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2521521A1|1982-02-18|1983-08-19|Wieczorek Julien|Vertical take=off aeroplane - has three engines, two of which can pivot between vertical and horizontal flight positions|
    US5046684A|1989-02-09|1991-09-10|Julian Wolkovitch|Airplane with braced wings and pivoting propulsion devices|
    DE20111224U1|2001-07-11|2002-01-31|Frank Walter A|Airplane with a horizontal wing arrangement|
    WO2015019255A1|2013-08-08|2015-02-12|Bottoni Claudio|Boxwing aircraft|
    WO2015143093A2|2014-03-18|2015-09-24|Joby Aviation, Inc.|Aerodynamically efficient lightweight vertical take-off and landing aircraft with pivoting rotors and stowing rotor blades|
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    FR383375A|1907-10-28|1908-03-06|Louis Ferdinand Ferber|Aircraft support system|
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    FR2830839A1|2001-10-12|2003-04-18|Jean Joseph Picq|Vertical take off and landing aircraft has three propellers mounted at wing tips and on tail respectively|US11208207B2|2016-10-31|2021-12-28|Textron Innovations Inc.|Vertical takeoff and landingaircraft|
    US11014664B2|2017-08-22|2021-05-25|United States Of America As Represented By The Administrator Of Nasa|Vertical take off and landingaircraft with vectored thrust having continuously variable pitch attitude in hover|
    US10913542B2|2018-07-27|2021-02-09|Textron Innovations Inc.|Conversion actuator and downstop striker fitting for a tiltrotor aircraft|
    US10994839B2|2018-07-31|2021-05-04|Textron Innovations Inc.|System and method for rotating a rotor of a tiltrotor aircraft|
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    法律状态:
    2018-03-23| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-26| PLSC| Publication of the preliminary search report|Effective date: 20181026 |
    2020-03-31| PLFP| Fee payment|Year of fee payment: 4 |
    2021-03-31| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1753513A|FR3065440B1|2017-04-24|2017-04-24|VERTICAL LANDING AIRCRAFT RHOMBOEDRICAL VESSEL|
    FR1753513|2017-04-24|FR1753513A| FR3065440B1|2017-04-24|2017-04-24|VERTICAL LANDING AIRCRAFT RHOMBOEDRICAL VESSEL|
    EP18722128.8A| EP3615424B1|2017-04-24|2018-04-09|Rhombohedral-wing aircraft for vertical take-off and/or landing|
    PCT/FR2018/050881| WO2018197772A1|2017-04-24|2018-04-09|Rhombohedral-wing aircraft for vertical take-off and/or landing|
    ES18722128T| ES2879359T3|2017-04-24|2018-04-09|Aircraft with rhombohedral support group with vertical take-off and / or landing|
    US16/605,001| US20200156780A1|2017-04-24|2018-04-09|Rhombohedral-wing aircraft for vertical take-off and/or landing|
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