AIRCRAFT ASSEMBLY, AIRCRAFT WING ASSEMBLY AND METHOD OF MANUFACTURING AIRCRAFT - Patent application

Abstract

To provide an airplane assembly that is enabled to vertically take off and land and also effectively fly forward.SOLUTION: The airplane assembly is provided with: a fuselage 104 having a longitudinal shaft; a pair of wings 102 configured to extend to the opposite side of the fuselage 104, which have stationary parts configured to extend from the fuselage 104 and rotating parts configured to extend from the stationary parts; one or more thrust generation components 106 configured to be mounted at least on the rotating parts of each wing 102; and turning joints, attached to the wings 102 respectively, which facilitate rotational motion of the rotating parts of the wings 102 with respect to the fuselage 104. The turning joints define turning shafts which are oblique with respect to shafts in a longitudinal direction of the fuselage 104. The rotating parts of the wings 102 can rotate with the turning shafts as centers between a first position configured for the airplane assembly to fly horizontally and a second position configured for the airplane assemble to vertically take-off and land.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS) This application is a continuation of U.S. Provisional Patent Application No. 62 / 490,81, filed April 27, 2017. No. 4, which is incorporated herein by reference in its entirety. This information shall be included in the

[0002] This disclosure relates to the field of aircraft and air vehicles. More specifically, this disclosure relates to It relates to an aircraft capable of vertical take-off and landing using engines mounted on rotatable wings. [Background technology]

[0003] The lateral extension or span of a wing is the distance between its leading and trailing edges, or chord. A high aspect ratio fixed wing, e.g. a wing rigidly attached to the fuselage, much larger than the Aircraft equipped with such a system may be more reliable and efficient in forward flight. These aircraft have the disadvantages of being difficult to control at low speeds and of being unable to maneuver smoothly along runways or other runouts during takeoff and landing. Previous attempts to address these issues have had several drawbacks, including the need to Houses a motor, engine or other thrust-producing component for better control at low speeds and short takeoff and landing (ST OL) or vertical takeoff and landing The aircraft included tilt nacelles that allowed for VTO (Voltage, Drop-Off, or VTOL) operation. However, in such a configuration, high aspect ratio fixed wings can be detrimental. For example, long fixed wings have the disadvantage that their mass extends away from the aircraft's center of gravity. The large inertial forces generated can make it difficult to maneuver during STOL or VTOL. Moreover, by moving the wing in a way that presents its maximum surface area as the leading edge, There may be aerodynamic resistance due to vertical gusts, such as downdrafts. This can have a significant impact on long fixed wings.

[0004] Other previous attempts to address the issues with high aspect ratio fixed wing airframes have focused on engine or The entire wing assembly, including other thrust generating components, is attached to a span extending between the wing tips. Such designs included canting the aircraft about its axis of attack for its intended angle of attack. By moving the wings in a substantially vertical direction, the above-mentioned aerodynamic losses are reduced. While potentially useful, the design still suffers from the large inertial forces of the extended wings. In addition, the tilted wings can be difficult to operate due to the tilt of the wings. The material may be affected by horizontal wind gusts hitting the exposed surface area.

[0005] Tilt engine and powertrain capable of STOL or VTOL operation Previous configurations of both the tilt wing and tilt wing aircraft were instability during the transition from the forward flight configuration to the forward flight configuration Such aircraft are therefore subject to bimodal operation There may be a gap between the takeoff or landing area and the high speed forward flight area. It cannot be steered stably or indefinitely at any speed between.

[0006] A further disadvantage of high aspect ratio fixed wing aircraft is the significant storage space required when stationary. and the need for significant clearance during land transport. Previous attempts have included a variety of wing folding and tilting mechanisms. These mechanisms are often adapted for storage or transportation on land and for example for vertical release. It is not operational during flight to allow for landing etc.

[0007] Thus, there is a need for improved airframes capable of efficient forward flight as well as vertical takeoff and landing. There is also a need for smooth and stable transitions between these modes of operation. There is also a need for an improved airframe that can Summary of the Invention [Problem to be solved by the invention]

[0008] The present disclosure generally addresses shortcomings associated with previous attempts to provide a forward facing aircraft effective with vertical takeoff and landing. To provide an aircraft capable of flying in the same direction. [Means for solving the problem]

[0009] The embodiments described herein generally provide hovering and forward motion control over a wide range of speeds. The tilt wing and thrust allow for a large flight envelope that encompasses both vertical and horizontal flight. The unique configuration of the decimal units allows for such versatility. It is possible to realize this.

[0010] The aircraft described herein may be a A compact, maneuverable hover or low-flying aircraft (similar to a yacht or other hovering aircraft) Capable of rapid configuration and effective level flight (e.g., similar to fixed-wing aircraft) Perform repeated in-flight transformations between various lifting wing configurations In the hover or low speed configuration, the aircraft The weight can be substantially supported by the thrust of the propulsion unit, the unit comprising: The tilt wings are also tilted to direct the thrust more vertically. In the forward flight configuration, the aircraft the weight of the aircraft can be substantially supported by lift generated by the wing; and Propulsion thrust can be directed more horizontally. Additionally, a continuous range of intermediate tilt positions Also employed to enable variable levels of thrust or lift generated by the wing. The vehicle described herein can operate in these two modes of operation during flight. The unique ability to smoothly and stably transition between and / or operate in an unlimited number of intermediate modes This provides the ability to:

[0011] In some embodiments, these performance characteristics are on the tilt axis, i.e. The aircraft has a folding wing structure that rotates on an axis that is inclined relative to the longitudinal or lateral axis of the aircraft. Such folding action can be achieved by tilting the wings. This allows the leading edge of each wing to be pointed upward or forward. In this configuration, the wings have a moment of inertia caused by their mass, Their aerodynamic impact during hovering as well as the space required for storage or land transportation To reduce the amount of In one embodiment, the portion of the wing folded in this manner may be folded so that the wing is tilted or When folded, the thrust can be redirected between horizontal and vertical directions. , a propulsion unit coupled to the wing.

[0012] The aircraft designs described herein may be constructed in any of a variety of scales. For example, the design can be implemented in a small aircraft, such as a drone. in aircraft that are piloted or remotely piloted, as well as full-scale aircraft capable of transporting people and cargo. It may also be suitable for a variety of applications, including electric motors, internal combustion engines, turbines, etc. A variety of propulsion technologies can be employed.

[0013] In one embodiment, the aircraft comprises a fuselage, opposed wings extending from either side of the fuselage, and a plurality of engines. The aircraft may include at least one engine and a casing. Further, at least one of the plurality of engines may be mounted on each of the wings. At least a portion of each opposing wing is oriented transversely, not perpendicular to, the longitudinal axis of the fuselage. It can rotate relative to the fuselage about a rotation axis that intersects with it.

[0014] Each of the embodiments described herein may be implemented in a number of additional configurations and / or or variations, all of which are within the scope of this disclosure. For example, in some embodiments, the longitudinal axis of the fuselage and the opposing wing tips are spaced apart from each other. a first distance between the rotation axis projected in a plane including an axis extending in the direction of the axis of the fuselage and the longitudinal axis of the fuselage; The angle can be between about 35° and about 55°. In some embodiments, , the first angle may be about 45°. Further, in some embodiments, , extending between the ends of the opposing wings and in a plane containing an axis perpendicular to the longitudinal axis of the fuselage. A second angle between the projected axis of rotation and the axis extending between the opposing wing tips is about Between 35° and about 55°. In some embodiments, the second angle is about 45°. It can be said that:

[0015] In certain embodiments, the plurality of engines includes at least four engines. and each of the opposing wing sections that rotate relative to the fuselage has a It may contain at least two engines. It may be any of a variety of engine types. For example, in some embodiments, each of the plurality of engines may In addition, in such an embodiment, the aircraft may be The engine may further include a number of batteries, each battery being connected to one of the plurality of engines. In another embodiment, the rotor blades may be attached to one of the opposing wings adjacent to one of the opposing wings. Each of the multiple engines may be one of a turbine and an internal combustion engine.

[0016] In some embodiments, each of the opposing wings includes a fixed portion extending from the fuselage. and a rotating portion on the outer side of the fixed portion. and an outboard end of each fastener may be angled relative to the longitudinal axis of the fuselage. In some embodiments, each rotating portion of the opposing blades may include a leading edge and a trailing edge of the blade. a first configuration in which the axis between the first and second flaps is parallel to the longitudinal axis of the fuselage; a second axis between the leading edge and the trailing edge of the wing perpendicular to the longitudinal axis of the fuselage; In addition, in some embodiments, wherein the leading edge of each rotating portion of the opposing blades is adapted to rotate the blades in the second configuration. When this happens, you can look up.

[0017] Furthermore, in certain embodiments, each rotor of the opposing blades is An axis extending between the rear end and the outboard end is perpendicular to the longitudinal axis of the fuselage. a first configuration having a first end and a second end of the rotating portion; The axis extending between the second configuration and the second configuration is parallel to the longitudinal axis of the body. Similarly, as mentioned above, some implementations In an embodiment, the leading edge of each rotating portion of the opposing blades is adapted to rotate the blades in the second configuration. In some embodiments, the lid can be turned upwards when the lid is turned on. wherein each of the plurality of engines has each wing in the first configuration. and when the at least one engine mounted on the wing is disposed between the wing and the fuselage. The engine may be offset from the wing on which it is mounted so as to be

[0018] In a particular embodiment, the aircraft includes a pair of rotors coupled to the aft ends of each of the opposing wing rotors. The vehicle may further include at least one landing support. The landing support may be of various shapes. For example, in some embodiments, the attachment The land supports can be either wheels, floats, or legs. In the landing support, the engine is connected to the landing support so that the engine can rotate the wheels. The vehicle may be a wheel coupled to one of the engines.

[0019] Various mechanisms are provided to impart movement of the rotating portion relative to the fixed portion of each of the opposing wings. For example, in some embodiments, the fixed blades of the opposing wings may be The fixed part and the rotating part can be connected by a swivel joint. In certain embodiments, the swivel joints may be located at the leading edge of each opposing wing. In one embodiment, each of the opposing wings is an actuator that controls rotation of the rotating part relative to the fixed part. In some embodiments, the actuator may further include a may include a lead screw coupled to the rotating portion by a linkage. In some embodiments, the actuator may be a variety of gears, hydraulic actuators, electric actuators, etc. The present invention may include any of the above.

[0020] The opposing wings of the aircraft can have a variety of shapes and sizes. For example, in some embodiments, the opposing wings may have an airfoil shape. Such a wing can generate lift during forward flight of the aircraft. In this embodiment, the wings can have alternative shapes. For example, in some embodiments In some configurations, the wing may be a non-lift generating spar. This may include spars, beams, spars, etc.

[0021] In another aspect, at least a portion of the wing having a wing-mounted engine is attached to the fuselage. Rotated relative to the fuselage about an axis of rotation that is transverse to, rather than perpendicular to, the longitudinal axis orienting the engine and the leading edge of the wing vertically for hovering. A vertical takeoff and landing method is provided, the method including: operating the engine to generate vertical lift; and rotating the at least a portion of the wing having an engine attached to the wing. and orienting the engine and the leading edge of the wing horizontally for forward flight. It can include.

[0022] As with the aircraft described above, numerous variations and additional configurations are possible. For example, in some embodiments, the leading edge of the wing may be In this case, you can look up.

[0023] In certain embodiments, the at least a portion of the wing is rotated to couple the engine and the wing together. Orienting the leading edge of the wing vertically may include orienting the at least a portion of the wing vertically. The rotation of the at least a portion of the blade may include rotating the at least a portion of the blade about a pivot joint. can be accomplished in a variety of ways. For example, in some embodiments, Rotating the at least a portion of the wing to orient the engine and the leading edge of the wing vertically. "may include both hydraulically and electrically actuating such rotation." can.

[0024] In certain embodiments, the method further comprises: The rotation of at least a portion of the wing such that the wing and the engine are between a vertical direction and a horizontal direction. The method may further include temporarily interrupting the rotation.

[0025] Any of the features or variations described above may be used in any of the present invention in many different combinations. Any particular combination of the above may be applied to any particular aspect or embodiment. The lack of an explicit recitation is merely due to the avoidance of repetition in this overview. [Brief description of the drawings]

[0026] Further features, aspects, and advantages of the present disclosure are set forth in the following detailed description, the appended claims, and the accompanying claims. This can be better understood with reference to the accompanying drawings, in which elements are shown in greater detail. The drawings are not to scale for clarity and like reference numerals may be used throughout the several figures. The same elements are shown in the table. [Figure 1] 1 illustrates a schematic of different wing configurations for an airframe in accordance with the teachings described herein. [Diagram 2] FIG. 1 illustrates a perspective view of one embodiment of a vehicle in a forward flight configuration. [Diagram 3] FIG. 3 shows a perspective view of the vehicle of FIG. 2 in a vertical takeoff and landing configuration. [Figure 4] 3 shows a perspective view of the vehicle of FIG. 2 in a first transition configuration; [Diagram 5] 3 shows a perspective view of the vehicle of FIG. 2 in a second transition configuration. [Figure 6] 2 shows a plan view of the aircraft of FIG. 1. [Figure 7] FIG. 2 shows a perspective view of the vehicle of FIG. 1 in a vertical takeoff and landing configuration. [Figure 8] 1 illustrates a detailed view of one embodiment of a propulsion unit according to the teachings described herein. [Figure 9] FIG. 1 illustrates a perspective view of one embodiment of a vertical take-off and landing vehicle equipped with landing wheels. [Figure 10] A side view of the aircraft of FIG. 9 is shown. [Figure 11] FIG. 2 shows a perspective view of another embodiment of a vertical take-off and landing vehicle equipped with landing wheels. [Figure 12] A side view of the aircraft of Figure 11 is shown. [Figure 13] FIG. 2 shows a perspective view of another embodiment of a vertical take-off and landing vehicle equipped for landing on water. [Figure 14] FIG. 2 illustrates a top view of an alternative embodiment of a vertical take-off and landing vehicle. [Figure 15] FIG. 2 illustrates a top view of another embodiment of a vertical take-off and landing vehicle. [Figure 16] 1 illustrates one embodiment of a relationship between flight feedback control strength and wing transition angle. [Figure 17A] FIG. 1 illustrates a side view of one embodiment of a vertical take-off and landing vehicle, highlighting a rotation axis A projected into a longitudinally extending vertical plane. [Figure 17B] 17B shows a front view of the vehicle of FIG. 17A, highlighting the pivot axis A projected into a laterally extending vertical plane. [Figure 17C] 17B shows a plan view of the vehicle of FIG. 17A, highlighting the pivot axis A projected in a horizontal plane. [Figure 18] 17B shows a cross-sectional view of one embodiment of a swivel joint along line BB in FIG. 17A. [Figure 19] 17B shows a cross-sectional view of another embodiment of a swivel joint in the direction of line BB in FIG. 17A. [Figure 20] 17B shows a cross-sectional view of another embodiment of a swivel joint in the direction of line BB in FIG. 17A. [Figure 21] 17B shows a cross-sectional view of yet another embodiment of a swivel joint in the direction of line BB in FIG. 17A. [Figure 22A] 22 shows a top perspective view of the swivel joint of FIG. 21 in a straight configuration. [Figure 22B] 22 shows the swivel joint of FIG. 21 in a linear configuration along the pivot axis A of FIG. 21. [Figure 23A] 22 shows a top perspective view of the swivel joint of FIG. 21 in an intermediate configuration. [Figure 23B] 22 shows the swivel joint of FIG. 21 in an intermediate configuration along the pivot axis A of FIG. 21. [Figure 24A] FIG. 22 shows a top perspective view of the swivel joint of FIG. 21 in a fully articulated configuration. [Figure 24B] 22 shows the swivel joint of FIG. 21 in a fully articulated configuration along the pivot axis A of FIG. 21. [Diagram 25] FIG. 2 illustrates a partial perspective top view of one embodiment of a wing actuator assembly for a vehicle. [Figure 26A] FIG. 2 illustrates a partial perspective top view of another embodiment of an airframe wing actuator assembly. [Figure 26B] 26B shows a partial perspective view of the wing actuator assembly of FIG. 26A taken along line CC of FIG. 26A. [Figure 27A] FIG. 2 illustrates a partial perspective top view of another embodiment of a wing and actuator assembly of a vehicle; [Figure 27B] A front view of the wing of FIG. 27A is shown. [Figure 27C] A side view of the wing of FIG. 27A is shown. [Figure 28A] 27A and 27B taken along line DD. FIG. [Figure 28B] 27A and 27C show cross-sectional views of the wing of FIG. 27A along the line EE of FIG. 27A and FIG. 27C. [Figure 29] FIG. 1 illustrates a partial perspective top view of one embodiment of a dual-spar airframe wing. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] The following is a description of the principles of construction, function, manufacture and use of the vehicle disclosed herein: In order to provide a thorough understanding of the present invention, several exemplary embodiments will be described. One or more embodiments of the present invention are illustrated in the accompanying drawings. The embodiments described above and illustrated in the accompanying drawings are non-limiting exemplary embodiments. It is understood that the present invention is not limited to the above-mentioned embodiments, and that the scope of the present invention is defined solely by the claims. The configuration shown or described with respect to one exemplary embodiment may be The configuration may be combined with the features of other embodiments. Such modifications and variations are within the scope of the present invention. It is intended to be within the scope of the disclosure.

[0028] Additionally, linear dimensions, edge dimensions or other dimensions may be used in the description of the disclosed embodiments. To the extent that dimensions are used, they do not limit the variety of shapes available. Those skilled in the art will recognize the equivalents to such linear, circular or other dimensions. It will be appreciated that the can be readily determined for any geometry. Additionally, in this disclosure, like-numbered components of the embodiments are generally Furthermore, the overall size and shape of the structure, and These components can vary widely and can be adapted to suit the intended use, various other applications, and the like. As mentioned above, the present application is directed to The vehicle described in the specification is intended to be used in a variety of scales, e.g., small unmanned drones. in a naval or remote controlled aircraft, and large aircraft capable of transporting people and / or cargo It is expressly intended for use in large aircraft and directional terms such as lead To the extent that vertical, horizontal, etc. are used, these terms refer to components or The purpose is to communicate the relative relationship between the two directions of motion. In operation and / or piloting, the vehicles described herein may, for example, The "vertical" plane referred to may in fact be at a different angle to gravity. It is possible for the image to be oriented in a particular direction, such as:

[0029] As described above, the present disclosure provides a method for enabling efficient forward flight, as well as vertical take-off and landing (VTOL). Various embodiments of the vehicle include those capable of low speed maneuvering and hovering for the purpose of In some embodiments, the vehicle described herein may include a fuselage, e.g. The aircraft may include a single elongated fuselage that may extend in a substantially horizontal direction. The aircraft may include opposed wings extending from the fuselage, each wing having an inner stationary portion and an outer The outer portion of each wing may be aligned with the longitudinal axis of the aircraft. and / or an axis that is inclined or oblique to the lateral axis, e.g. The longitudinal axis of the elongated body or the axial circumference extending transversely perpendicular to the longitudinal axis and may be configured to pivot, fold, or tilt relative to the inner portion. The wing area of ​​each inner wing section is designed to move vertically without significant fluid drag during hovering flight. Conversely, the outer periphery of each wing can be relatively small to allow airflow toward the The section may have a larger wing area, but during hovering flight the leading edge of the wing , to point vertically upwards, and in forward flight, to point horizontally forwards. The outer portion of each wing may be configured to be tilted in a vertical direction during hovering flight. One or more propulsion units or thrust generating components are positioned between the forward and horizontal directions in forward flight. The unit or component can be supported so that the component can be moved. The outer portion of each wing may comprise a significant portion of the weight of the wing assembly and / or the aircraft. In the forward flight configuration, the outer wing may be Together with the side wing portions it may form a continuous wing surface.

[0030] FIG. 1 illustrates one embodiment of a vehicle according to the teachings of the present disclosure in its various modes of operation. The vehicle 100A is shown in FIG. The possible configurations are shown in Figure 1. In this embodiment, the wing 102 is arranged so that the wing extends parallel to the length of the fuselage. and the leading edge of the wing is oriented vertically upward or toward the upper surface of the fuselage. In this configuration, the wing 10 The various thrust generating components 106 coupled to the 2 are also oriented vertically, and and its components are designed to provide stable hovering flight and relatively slow maneuvering in any direction. Functions similarly to the four motors of a quadcopter drone, allowing for vertical flight can be done.

[0031] The hovering configuration illustrated by the aircraft 100A allows the wings 10 2 begins the transition to the forward flight configuration represented by the airframe 100C. To achieve this, the wings can be tilted as illustrated by the fuselage 100B. The novel tilted structure of the thrust generating component 102 and thrust generating component 106 enhances the hovering configuration. From configuration 100A to typical forward flight configuration 100C. A seamless and aerodynamically favorable transition can be achieved, in which case the wing 102 The forward flight is fully deployed with the leading edge of the wing pointing horizontally forward. In the configuration, the wing generates lift to support the weight of the vehicle. And high speed, aerodynamic flight allows for long range. Moreover, the transitions between these configurations can proceed in any direction. and to allow for varying degrees of maneuverability and flight speed. The ring configuration 100A and the forward flight configuration 100 It can be interrupted at any intermediate stage between C and A without any limit.

[0032] Referring now to FIG. 2, one embodiment of the vehicle 10 capable of forward flight and vertical takeoff and landing is shown. In some embodiments, the airframe 10 includes a fuselage 12 and a A pair of elongated wings 14A and 14B attached to a fuselage 12 and some type of various pitch The engine may include one or more engines 16A, 1 6B, 16C, 16D can be mounted on the pair of elongated wings 14A and 14B. As will be described in more detail below, the elongated wings 14A and 14B are integral with the base of the airframe. about an axis that is inclined or oblique to the axis, i.e., The longitudinal axis L of the fuselage about which it can roll R , the aircraft pitches around it. The lateral axis L P and the vehicle can rotate around it in a horizontal plane. The wing can be rotated around a vertical axis Y. As a result of the configuration, the airframe 10 is configured with the elongated wings 14A and 14B in a forward flight configuration. While generating lift in the cruising regime (FIG. 2), the engines 16A, 16B, It can be propelled forward by 16C and 16D, and can also be configured as a VTOL. In this configuration (FIG. 3), the engines 16A, 16B, 16C, and 16D are It can hover, perform vertical takeoff and landing, or maneuver at low speeds. The vehicle 10 can be elevated so as to enable the vehicle to be elevated.

[0033] FIG. 3 shows the vehicle 10 in a vertical take-off and landing configuration, where: The outer wing portion 20 of each elongated wing 14A, 14B is rotated relative to the inner wing portion 18. In such a vertical takeoff and landing configuration, the engines 16A, 16B , 16C, 16D may be oriented in an upward direction, and the outer wing portion 20 may be oriented in an upward direction. The wing portion 20 may be vertically oriented so that the vertically facing surface of the wing portion 20 is minimized. In other words, the intended leading edge 26 of the outer wing portion 20 is directed upwardly. In such a configuration, the vertically oriented engine 16A, 16B, 16C, 16D can lift the vehicle 10 vertically, and The aircraft is capable of hovering or at low speeds. Precision control provides sufficient lateral and vertical thrust to overcome adverse effects from turbulence. Helicopters may require a wide range and variability in rotation of the rotor disk and and collective control (i.e. each rotor blade controls thrust in a desired manner) As it completes its rotation to achieve equilibrium, it changes the pitch of the blade and the corresponding lift. In another embodiment, the desired performance envelope is achieved by and quadrotor aircraft driven by electric motors (e.g., quadcopters ) can achieve hover controllability through electronic throttling of motor output. In the hovering, VTOL or low speed flight configurations shown in Figure 3, Any control scheme can be used for this purpose. In this state, the four motors 16A, 16B, 16C, and 16D are arranged like a quadcopter. As shown in the drawing, thrusters 16A, 16B , 16C, 16D are folded during hovering when the wings 14A, 14B are folded. They can be arranged in a square pattern, thus controlling the flight and positioning the drones in the air as desired. Each motor 16A, 16B may be configured to provide any desired thrust imbalance that results in the movement of , 16C, 16D. Conversely, in forward flight, The throttles of the motors 16A, 16B, 16C, and 16D are aligned as shown in FIG. As shown in Figure 1, a thrust force can be generated parallel to the direction of airspeed.

[0034] 4 and 5 show that the vehicle 10 can also hover while moving in a forward direction. To enable this, the second or outer wing portion 20 of each wing 14A, 14B is configured to be The device can be at least partially rotated, tilted, or folded relative to the configuration. For example, the configuration in FIG. In the simulation, the outer portion 20 of each wing 14A, 14B is connected to The engines 16A, 16B, 16C, and 16D together form the VTOL configuration of FIG. 2. And they have begun.

[0035] To continue the transition to the forward flight configuration, each slender wing 14A, 14 The outer wing portion 20 of FIG. 1B is a wing portion in which the inner wing portion 18 and the outer wing portion 20 form a continuous wing surface. It can then be rotated further towards a configured full forward flight configuration. FIG. 5 shows, for example, faster and more flexible configurations than are possible with the configurations of FIGS. and / or can be used to achieve more efficient forward flight performance. The airframe 10 is shown in two intermediate wing configurations. As noted above, the wings and thrusters are The way in which the forward unit rotates relative to the fuselage allows for stable in-flight transitions. and the airframe 10 advantageously maintains any intermediate wing configuration without restriction. to determine the desired performance characteristics, e.g., the horizontal deflection required to avoid wing stall. Directional velocity can be achieved.

[0036] By continuously advancing the outer wing portion 20 of each wing 14A, 14B, the outer wing portion 2 0 with the inner wing portion 18 to form a continuous wing surface as shown in FIG. This allows for a forward flight configuration that is well suited for high speed forward flight. In this case, the engines 16A, 16B, 16C, and 16D are in the forward position. The wings 14A and 14B generate a lateral thrust and create lift for the airframe 10. It is possible.

[0037] FIG. 6 shows the opposing wings in extreme turning motion, e.g., the left wing 14B hovering or The aircraft is in VTOL configuration, and the right wing 14A is in forward flight configuration. 6 shows a plan view of the embodiment of FIGS. 2 to 5 in a regulated state. Each of the pair of elongated wings 14A, 14B may be mounted adjacent to the fuselage 12. a first inner wing portion 18 rotatably attached to the first wing portion 18; and an outer wing portion 20 of the first wing portion 18. The second wing portion 20 may include a pivot 22 disposed at a distal end 24. The second wing portion 20 may be rotatably mounted on the pivot 22 adjacent the leading edge 26 of the second wing portion 20. The first wing portion 20 is configured with an angled outer or distal edge 30 of the first wing portion 18. The first wing portion may include a matching angled inner or proximal edge 28. The axis of rotation A of the second wing portion 20 relative to 18 is the aforementioned fundamental axis of the fuselage 10 (e.g., The longitudinal axis L about which the aircraft rotates R and the lateral pitch around which the aircraft Direction axis L P ) can be oblique to the The axis of rotation A of the second wing portion 20 relative to the first wing portion 18 is such that the second wing portion 20 As the second wing portion 20 rotates relative to the first wing portion 18, the second wing portion 20 rotates toward the fuselage 12. The lateral axis L P can be between about 35° and about 55° That is, the wing is moved from the position of the wing portion 14A in FIG. The wing joint configuration is suitable for both forward flight and hover configurations. Allows unobstructed airflow to the propellers during transitions between different configurations This also means that the hovering position and forward flight shown in Figures 2 and 3 can be A wing at any intermediate position between the row positions (see, for example, the intermediate positions in Figures 4 and 5) It may also be possible to allow unlimited interruption of tilting or folding.

[0038] The outer wing portion 20 of each wing 14A, 14B is fitted with one or more thrusters or other propulsion units. The device can carry a battery, as well as a fuel cell (eg, battery, jet fuel, etc.). Referring to FIG. 6 and FIG. 7, the one or more engines 16A, 16B, 16C, 16D , may be attached to each of the pair of elongated wings 14A, 14B. In this case, four engines may be mounted on the pair of elongated wings 14A, 14B. Each of the elongated wings 14A, 14B is equipped with an engine (e.g., engines 16A, 16 C) toward the pivot 22 between the first wing portion 18 and the second wing portion 20. while a second engine (e.g., engines 16B, 16D) can be used to power the first engine. between the engine and the wing tip 32 of each of the pair of elongated wings 14A, 14B. In another embodiment, the elongated wings 14A can be , 14B (e.g., near the middle of each of the pair of elongated wings 14A, 14B) The thruster, engine, or or other propulsion unit may be one or more turboprops, turbines, electric motors, or Various other suitable engines known for use in manned and unmanned aircraft. Furthermore, the output of each of the engines can be formed, for example, by cyclic control or By utilizing collective control or by varying the speed of each of the motors , can be made independently adjustable.

[0039] In some embodiments, the weight of each outer wing section 20 is approximately 1 / 3 of the total weight of the aircraft. Such a distribution may be used to move the aircraft's center of gravity in forward flight to the wing air pressure. This allows the aircraft to be closer to the center of gravity and closer to the thrust vector during hovering. In certain embodiments where an electric motor is used as the propulsion unit, Additionally, one or more batteries may be located on the wing to power the motor. For example, as shown in FIG. 8, a battery 80 may be mounted in a nacelle 82 or on a wing section 20. The electric motor 16 mounted on the engine may be housed in another housing. The placement of the battery 80 relative to the motor 16 provides, for example, By shifting the aircraft's center of gravity aft during the transition to the configuration, Improving weight distribution (e.g., moving loads away from the fuselage and toward the center of pressure of each wing) (by moving the blades in the opposite direction) to reduce stress on the swivel joints; and Reducing vibrations (e.g., co-locating the battery and propellers) (It is possible to create a more rigid motor support structure with increased resonant frequency), electrical wiring Reducing length and weight and facilitating access for maintenance and / or replacement The motor 16 may have many advantages, including increasing the ease of use. The rotor 84 may include a rotor 84 capable of generating thrust as it spins through the air. Cut.

[0040] As shown in FIGS. 9-12, one or more landing supports may be provided to allow the vehicle 10 to perform vertical takeoff and landing. When configured, the landing supports support the vehicle 10 during landing. Each of the elongated wings 14A, 14B is positioned toward the underside of the fuselage 10 so as to support the The landing support may be formed on the trailing edge 90 of the B. The landing support may be a landing wheel, float or other The folding device of FIG. 9 to FIG. 12 may be formed of one or more of the various supports. The folded wing configuration is: With the wings folded, the aircraft's wingspan is , which may be a portion of the fully extended wingspan, thus enabling the aircraft to be transported on the road. In the embodiment of Figures 9 to 12, one or more wheels 92 can be attached to each wing 14. A, 14B can be mounted retractably within the motor cowling 94. In an embodiment, such as that of Figs. 9 and 10, for example, the aircraft 10 Wheels 92 are mounted within each motor cowling 94 to provide support at all four corners. In such an embodiment, a subset or all of the wheels may be steered. and the vehicle may be configured to rotate in a direction perpendicular to the axis of rotation of the wheel to enable Or the maneuver may be a function of the speed of the wheels on one side of the aircraft and the speed of the wheels on the other side of the aircraft. This can be achieved by making the

[0041] In other embodiments, such as those of FIGS. 11 and 12, at least one wheel 110 may be included on the fuselage 12. Wheels or other landing supports included on the fuselage 12 The body may, depending on the embodiment, be mounted in place of or on the landing supports on the wings 14A, 14B. For example, in the embodiment of Figures 11 and 12, The front wheels 110 are mounted in the motor cowling 94 of the engines 16B and 16D. 9. The aircraft is supported by a wheel 92. This provides effective support for the aircraft on the ground. In some embodiments, the front wheels 110 may be It may be rotatable to allow for steering. However, in other embodiments, This can be achieved in other ways, for example by asymmetric control speeds of the wheels 92 on each side of the aircraft. It is possible.

[0042] The folded wing configuration is configured for water landing and water transportation. For example, the wings 14A, 14B of the fuselage 10 may be configured as shown in FIG. To balance the vehicle on water, it must be buoyant and waterproof. In such an embodiment, each of the motors 16A, 16B, 16C, 16D may , the aileron joint / rib adjacent the trailing edge 90 of each wing 14A, 14B is facing upward. Only the suspension mechanism needs to be waterproofed. Horizontal Propulsion in Waterborne Embodiments The force is generated by partially spreading the wings to produce thrust in both horizontal and vertical directions. In addition, in certain embodiments, the wheel, float, Landing supports, including pontoons, etc., are used to replace structures built into the wing. Alternatively, it may be incorporated into the fuselage 12 to act in conjunction with the structure. In some embodiments, various water propulsion mechanisms, such as submersible propellers, are incorporated into the vehicle. Such components may be incorporated into the fuselage, which is coupled to the airframe. It may be attached either to the wing or to some pontoon or the like.

[0043] The above-described embodiment of the vehicle 10 includes four propulsion units 16A, 16B, 16C, 16D, but in other embodiments, a different number of propulsion units may be used. For example, in some embodiments, a larger number, such as six, eight, ten, In other embodiments, a fewer number of propulsion units may be used. For example, and as noted above, in some embodiments The propellers associated with one or more of the motors 16A, 16B, 16C, 16D may be Configure for circular and / or collective rotor control, as in the case of helicopters. In some embodiments, provision for this type of control allows For example, as shown in FIG. 14, the fuselage 10' has a fuselage Two motors 16A are attached to wings 14A' and 14B' extending from 12'. Each of the motors 16A', 16B' may include a rotor 16A', 16B'. The rotor is tilted as shown by the wing 14B' for hovering and low speed flight. To allow for cyclic and collective pitch variation, As shown in FIG. 14 by wing 14A', In this configuration, the pitch of the propeller blades remains constant. (but in other embodiments, this can be varied as needed). In any of the embodiments described herein, a variety of different propulsion It is noted that the technology can be employed, for example, using the electric motor 16 described above. Alternatively, the motor, thruster or propulsion unit 16' may be an internal combustion engine, a turboprop or , turbines, or various other known engines used in manned and unmanned aerial vehicles. The engine may be any suitable engine.

[0044] Yet another embodiment of an airframe in accordance with the teachings described herein is an alternative engine. Any gin and / or wing configuration can be used. For example, see FIG. The horizontal stabilizers 1502A and 1502B are in front of the lift wings 1504A and 1504B. 15. Another embodiment of the airframe 1500 using a canard configuration In the illustrated embodiment, the wings 1504A, 1504B are spaced apart from the fuselage. It may be coupled to a fuselage 1506 by extending struts 1508A, 1508B. The outer end of each strut 1508A, 1508B is coupled to the wing 1504A, 1504B and pivots. The pivot joints 1510A, 1510B may include pivot joints 1510A, 1510B defining pivot axes A, A'. As described above, the rotation axes A and A' are aligned along the longitudinal or roll axis L. R , transverse or spar or pitch axis L P and either the vertical or yaw axis Y (extending out of the plane of FIG. 15). The struts 1508A, 1508B and the fuselage 150 The movement of the wings 1504A, 1504B about the pivot axes A, A' relative to 6 is as described herein. In any of the manners described, for example, by a wing actuator assembly. Can be controlled.

[0045] In the fuselage 1500, it is noteworthy that the wings 1504A, 1504B are the same as those in FIG. From the VTOL configuration of wing 1504A to the forward flight configuration of wing 1504B When the aircraft is moved to the configuration, it rotates outward and downward relative to the fuselage 1506. This is shown in Figs. 2 to 5 of the aircraft 10. The motion of the wing is the opposite, in this case the outer portion 20 of each wing 14A, 14B is the same as that of the VTOL controller. During the transition from the forward flight configuration to the forward flight configuration, the fuselage 12 Also of note is that each engine or propulsion unit 1512 is attached to one of the wings 1504A, 1504B via a pylon 1516. The engine is housed in a nacelle 1514 that is spaced from the wing. 15A and the VTOL or hover configuration of the wing 1504A of FIG. In this configuration, the engine 1512 is disposed between the wing and the fuselage 1506. In some embodiments, this is done by positioning the engine so that the propeller A rotor diameter 1518 is also disposed between the wing and the fuselage, thereby This means that the engine is designed to prevent the aircraft from hitting an external object. In one embodiment, an offset engine is disposed between the wing and the fuselage. This configuration of the fuselage may also be used with the other embodiments of the fuselage described herein. It should be properly recognized that this is possible.

[0046] The vehicle described herein is configured for forward flight and hovering flight. It is possible to achieve stable flight through the transition between the different configurations. However, in some embodiments, the stabilization during hovering and low speed flight is achieved by using a An exemplary flight control system may be used to control the aircraft's speed and power. For wadcopters and other aircraft with multiple engines and tilting engines In many cases, these systems use a variety of sensors, e.g. Aircraft speed as determined using Iroscopes, altimeters, GPS and other positional data , each engine or other propulsion unit depending on attitude, altitude, and other flight parameters. To adjust the throttle, we use proportional-integral-derivative (PID) The proposed system employs a proportional-derivative (PID) control feedback loop. As shown in FIG. 16, an airframe according to the teachings described herein may be configured to configuration, e.g., based on the transition angle 1604 of the wing relative to the fuselage. The strength 1602 of such flight feedback control can be adjusted. For example, The system is configured to position the aircraft in a hover configuration 16 (as shown in FIG. 3). If it is set to 06, you can give it a fair amount of feedback control, and Such control strength is important when the wing is in a forward flight configuration (as shown in Figure 2). The feedback control strength can be changed in various ways. For example, in the illustrated embodiment, Back control strength is the ability of the wing to pivot or tilt between the various configurations. As the tilt increases, it decreases linearly.

[0047] 17 through 29 show various implementations of the wing pivot joint and actuator assembly. As described above, the turning mechanism is adapted to turn the aircraft while it is in flight. It is possible to transition between ballistic and forward flight. The configuration of the pivot joint along an axis that is inclined or skewed relative to the It can perform smooth and stable transitions and maintain stable flight indefinitely. While the blade is rotating, it may be possible to allow the blade to rest at any of a variety of intermediate positions. for forming the swivel joint and for actuating movement of the wing components about the joint. There are many different embodiments for this purpose, but generally the swivel joint is attached to the outer tip of the inner wing portion. The wing spar may be disposed on the spar line of the wing at The joint is a main structural member of the wing extending in the lateral or spanwise direction at the spar line. By being disposed above the inner and outer wing portions, the joint is stress and torque resistant. The swivel joint can support the fuselage / inner wing section and the outer wing section. A hollow shaft may be used to carry electrical and / or hydraulic lines between the Cut.

[0048] As mentioned above, the pivot axis forms an oblique angle with respect to one or more of the primary axes of the vehicle 10. 17A to 17C show the rotation axis and the roll axis L for the aircraft 10. R , Pitch axis L P and the yaw axis Y. In the side view of FIG. 17A, the pivot axis A is, when projected into the plane of the figure, , the longitudinal or roll axis L Rand together with the vertical or yaw axis Y form an oblique angle In some embodiments, the pivot axis A and the vertical axis Or, the angle θ1 between the yaw axis Y can be between about 35 degrees and about 55 degrees. In the embodiment, the pivot axis A and the longitudinal axis or roll axis L R Angle θ2 between can be between about 35 degrees and about 55 degrees. The angles θ1 and θ2 may each be approximately 45 degrees.

[0049] FIG. 17B shows a front view of the aircraft 10 with the projection of these axes. As shown, the pivot axes A and A' are the same as the axis of the aircraft (which may correspond to the spar axis of the wing). The lateral or pitch axis of the body L P A diagonal angle θ3 can be configured for some In this embodiment, the angle θ3 may be between about 35 degrees and about 55 degrees. Specifically, in some embodiments, the angle θ3 may be about 45 degrees. .

[0050] FIG. 17C shows a plan view of the fuselage 10 with the projection of those axes. As shown in the figure, The rotation axes A and A' are respectively aligned with the longitudinal axis or roll axis L of the aircraft. R Against In some embodiments, the angle θ4 is about 35 The angle can be between about 55 degrees and about 60 degrees. More specifically, in some embodiments, The angle θ4 may be approximately 45 degrees.

[0051] Figure 18 allows for tilting and folding of the outer wing relative to the inboard wing and fuselage of the aircraft. 18 shows one embodiment of a swivel joint 1800 that can be used to The inner spar 1802 and the outer wing 20 define a boundary between the wing 18 and the outer wing 20. A spar axis, lateral axis or pitch axis L extending along the spar 1804 P Place along A first spar insert 1806 may be disposed outboard of the spar 1802 of the inner wing 18. or distal end of the outer wing, and a second spar insert 1808 may be attached to the outer wing. 20, may be coupled to the inner or proximal end of the wing spar 1804. The guide 1806 allows the outer wing 20 to move relative to and about the inner wing 18 and fuselage 12. The hollow bolt 1812 can define the pivot axis A about which the The second spar may include a hole 1810 formed in the insert. The insert 1808 aligns and lowers the inner and outer wings 18 and 20 relative to one another. One or more bearing assemblies 1816 are received to ensure reduced frictional movement. The insert may include a hole 1814 formed therein through which the As mentioned above, the hollow hole 1818 of the bolt 1812 can accommodate electrical wiring, fuel hoses, hydraulic hoses, etc. It can be used to thread components such as wires through a rotary joint. The components can be made from a variety of materials. For example, the hollow bolt can be made from steel. The casing may be made of titanium, titanium, or other material of sufficient strength. The components, e.g., the spars, spar inserts, etc., may be made of steel, titanium, carbon fiber, or other materials. It may be formed from any of a variety of materials, including known materials.

[0052] FIG. 19 illustrates a joint similar to the joint 1800 shown in FIG. 18, but replacing the bearing assembly. 19 shows an alternative embodiment of a swivel joint 1900 using low friction washers. For example, A similar first spar insert 1902 may be coupled to the inner spar 1802, And, a second spar insert 1904 may be coupled to the outer spar 1804 . The hole 1906 formed in the first spar insert 1902 is adapted to fit the second spar insert 1902. 904 can be disposed around a hollow bolt 19 made of steel, titanium, or the like. 08. The low friction washer 1910 is used to secure the outer wing 20 to the inner wing 18 about the pivot axis A to help reduce friction. The bolts 1908 may be disposed on either side of the spar insert 1904. The low friction washers can be made of a variety of known materials including, for example, oil impregnated sintered bronze. The material may be any of the following:

[0053] FIG. 20 illustrates a clevis pin and ball bearing with the ability to absorb high stresses along the wing spar. 2 illustrates yet another embodiment of a swivel joint 2000 that utilizes bearings to facilitate low friction movement. The fitting 2000 in FIG. 20 is the inverse of the fitting shown in FIGS. 18 and 19. Such a converse would be the case, for example, if a joint used on the left wing of an aircraft were compared to its right wing. 18 and 19. Also, the joint 2000 is different from the joint 2000 shown in FIG. Alternatively, the present invention may be implemented in a variety of ways, both of which are within the scope of the present invention. Similar to the swivel joint described above, the first spar insert 2002 is attached to the inner spar 1802. and a second spar insert 2004 is coupled to the outer spar 1804. The protruding arms 2006, 2008 of the first spar insert 2002 are The inner or proximal end 2010 of the insert 2004 is received in the clevis pin 2012. , formed on each of the arms 2006, 2008 and end 2010 along the pivot axis A. The bearings 2014, 2016 can be inserted into the aligned holes. To ensure pin alignment and reduce friction during relative movement of the inner and outer wings. The first spar insert 2002 is disposed around the pin 2012 to support the armature of the first spar insert 2002. This can be fixed for versions 2006 and 2008.

[0054] As shown in the figure, the pivot axis A is a vertical axis 201 which may be parallel to the yaw axis Y. 8 together with the angle θ5. In some embodiments, the angle θ5 can be between about 25° and about 45°. For example, in the illustrated embodiment In this case, the angle can be about 35 degrees. Remember that the illustration is in a plane perpendicular to the pivot axis A. Thus, in FIG. The angles shown are the angles shown in FIGS. 17A to 17C when projected into the various planes of these drawings. The above-mentioned angle of C can be generated.

[0055] FIG. 21 shows another embodiment of a swivel joint 2100 that is similar to the clevis joint 2000. The joint 2100 includes a first spar insert 2102 coupled to the first spar 1802; a second spar insert 2104 coupled to the second spar 1804. The first and second spar inserts 2102, 2104 may be secured by a clevis pin, bolt or Another fastening member 2110 is attached to the arms 2106, 2108 through aligned holes formed therein. The arms 2106 are configured to interact with each other so that they can be positioned through the , 2108, respectively. The hole and clevis pin 2110 are rotated about 55° away from the lateral or pitch axis L. P from A pivot axis A can be defined which can be offset.

[0056] 22A to 24B show linear configurations (e.g., 22B), intermediate configuration (Figures 23A and 23B) and fully articulated The swivel joint 210 in the displaced configuration (FIGS. 24A and 24B) 22A, 23A and 24A show an example of the movement of the yaw axis Y. 22B, 23B and 24B are plan views looking down on the pivot of FIG. In one embodiment, the movement of the wing about the swivel joint 2100 is along arrow A. This can be visualized by taking the 2200 as the leading edge indicator. In 2A, the leading edge is in the plan view of the vehicle in a forward flight configuration (e.g. For example, as in FIG. 2, the wings face upwards in the plane of the page. When tilted during the transition to the figuration (e.g., FIG. 4), the leading edge indicator 2200 moves up out of the plane of the page and outward / backward as shown in FIG. 23A. The wings then rotate to a hover configuration (e.g., Figure 3). When fully turned, the leading edge indicator 2200 will be flat, as in FIG. 24A. The visual direction is directly to the outside of the page.

[0057] 25-28 illustrate actuated movement of the outer wing 20 relative to the inner wing 18 and fuselage 12. 25, various mechanisms for causing the first or inner wing portion 18 to One embodiment of the wing actuator assembly 36 rotates the second or outer wing portion 20. The embodiment is shown from above the aircraft 10. The actuator assembly 36 includes a lead screw 38 and a lead screw traveller 39. The linkage 40 is attached between the linkage mount 42 on the wing section 20. A motor 44 or other actuator can rotate the lead screw 38, which Thus, the traveler 39 is moved along the length of the lead screw 38 as shown by arrow 41. The traveler 39 moves along the length of the lead screw 38. As the linkage 40 coupled thereto moves the second outer wing section 20 in forward flight. configuration (e.g., Fig. 2) and vertical takeoff and landing configuration ( For example, it can be rotated between the two (Figure 3).

[0058] The mechanical linkage and lead screw drive of FIG. FIG. 26A and FIG. 26B are merely examples of wing actuator assemblies according to the teachings. In another embodiment of the wing actuator assembly 2600 shown in FIG. 6B, the actuator assembly 2600 is A rotating gear is used to control the movement of the outer wing 20. Thus, the motor 2602 can be disposed within the outer wing and the motor 2602 can be disposed within the inner wing 18. 2606. The drive gear 2604 can be engaged with a fixed rack gear 2606. This can be seen in the view of FIG. 26 taken along the line CC in FIG. 26A. The drive gear 2604 then moves around the rack 2606 in the direction of arrow 2608. The motor 2602 and drive gear 2604 may 0, so that the movement of the drive gear 2604 about the rack 2606 is The outer wing 20 is rotatable about the pivot axis A relative to the inner wing 18 . The illustrated embodiment includes the motor 2602 and drive 2604 coupled to the outer wing 20. Although gears 2604 are shown, in other embodiments, the arrangement may be such that these components are The inner wing 18 is coupled to the rack gear 2606 formed on the outer wing 20. or can be reversed so as to be coupled to the outer wing. Any of a variety of different gear trains including gears of various sizes may be used as described herein. This can be employed to achieve the wing movements described above.

[0059] 27A to 28B show opposing hydraulic, pneumatic, electric or other linear actuators. 2. Using the actuator, the outer wing 20 is pivoted or folded about a pivot axis A relative to the inner wing 18. 27 shows another embodiment of a wing actuator assembly 2700 for implementing the tilt motion. As shown, the swivel joint between the inner wing 18 and the outer wing 20 is aligned along the spar axis or lateral axis L P and the joint, when projected into the plane of the drawing, The hand can be configured to be at an oblique angle θ6 thereto. In one embodiment, the angle θ6 can be about 45 degrees, but as described above, other angles can be used. Also, the swivel joint is capable of rotating the shaft LP As well as other axes, e.g., vertical or yaw. -axis Y, and the longitudinal or roll axis L R It can also be formed at an oblique angle to the For example, as shown in the front view of FIG. 27B, the pivot axis A may be the spur axis, lateral axis or pitch axis. Axis L P and in some embodiments, This angle may also be approximately 45 degrees when projected into the plane of the figure. 27C shows a yaw axis or a vertical axis Y when projected into the vertical plane of the side view. The pivot axis A is shown formed at an angle θ8. In some embodiments, such a vehicle In the case of the tube, the angle θ8 can also be about 45 degrees.

[0060] 27A to 28A, the wing actuator assembly 2700 includes a first The linear actuator 2702 is coupled to the inner wing 18 at a first end 2802 thereof. The first linear actuator and the first end of the second linear actuator 2704 the second linear actuator coupled to the outer wing 20 at 2804. The second end 2806 of the first linear actuator 2702 and the second The second end 2808 of the near actuator 2704 is disposed between the inner wing 18 and the outer wing 20. and coupled to a ring 2810 configured to rotate about the pivot axis A. Coupling to the first and second linear actuators 2702, 2704 The portions 2806, 2808 may be located on opposite sides of the ring 2810. In some embodiments, the joints are radial (e.g., in the plane of FIG. 28A) and axial (e.g., in the plane of FIG. 28B). For example, the swivel shaft 10 may be provided on opposite sides in both axial directions (along the pivot axis A). .

[0061] FIG. 28B, which shows a cross-sectional view taken along line EE shown in FIGS. 27A and 27C, shows the wing actuator. 27 shows the actuator assembly 2700 and the swivel joint in more detail. , the swivel joints disposed between the inboard spar 1802 and the outboard spar 1804 are respectively An inner spar insert 28 coupled to the inner spar 1802 and the outer spar 1804 12 and an outer spar insert 2814 and extending along the pivot axis A. The swivel joint can receive a bolt, pin or other connecting member 2816. The ring 2810 may include a hole formed in the inner spar insert. 2812 and the outer spar insert 2814 around the connecting pin or member 2816 The figure also shows the first and second linear actuators 27 The connections 2806, 2808 to 2704 (not visible in FIG. 28B) are also visible. Furthermore, reduced frictional movement of the various components relative to one another about the pivot axis A. To allow for this movement, thrust bearings 2818 are provided between these components. During operation, the first and second linear actuators 2702, 2704 Both actions apply forces to the inner wing 18 and outer wing 20 via the couplings 2802, 2804. and the outer wing 20 can be rotated about the pivot axis A relative to the inner wing 18. Also, FIG. 28B shows a lateral view of the pivot axis A in the plane of the figure. Adaxial L P Also shown is the angle θ formed between , this angle is approximately 25° to produce the angle described above in FIGS. 17A to 17C. For example, in some embodiments, the angle θ5 may be between about 45°. 17A to 17C, which are approximately 45°. The angle may be about 35° (eg, 35.2°) to produce a

[0062] FIG. 29 illustrates a wing 2900 including two spars, which may be employed, for example, in high stress applications. 1 shows one embodiment of a high stress application where the reduced thickness of the blade reduces the stress This allows for a low profile airfoil structure (e.g., perpendicular to the chord line) to be more sensitive. Examples include those in which small blade thicknesses or dimensions in the high stress direction are employed. Another example application is an aircraft configured to experience high G-forces (e.g., 5G or greater). The wing 2900 may be configured as an inner wing 18 attached to the fuselage as described above. and an outer wing 20 pivotably connected to the inner wing. A swivel 2902 is disposed between a first inboard spar 2904 and a first outboard spar 2906. The swivel joint 2902 can be rotated about a pivot axis A of the outer wing 20 relative to the inner wing 18. The movements can be performed as described herein and as shown, for example, in FIG. 24B may be utilized.

[0063] The wing 2900 may be offset from the first spar, e.g., the first spar and the wing The second spar may also include a second spar disposed between the trailing edge 90 of the second spar. The second inner wing may be divided into an inner wing spar 2906 and a second outer wing spar 2908. The spar 2906 and the outer wing spar 2908 are rigidly attached to each other so as to carry the stress continuously. In the illustrated embodiment, for example, A translation lock pin 2910 is placed in a recess formed in the spars 2906, 2908. During forward flight configuration, the spars 2906, 2908 may be formed These recesses can be aligned and the locking pin can be inserted into the inner wing 18. 29, as shown by arrow 291 in FIG. 29, so as to span the boundary 2914 between the outer wing 20 and the 2. As a result, the second inner and outer spars 2906, 2908 act as a single spar that spans the entire length of the inner wing 18 and the outer wing 20. The wings can be effectively attached to a VTOL or other intermediate configuration. To pivot, the locking pin 2910 is translated to one side of the boundary 2914, Thereby, the outer wing 20 rotates relative to the inner wing 18 around the joint 2902 and the pivot axis A. the second inner portion being pivoted relative to the first inner portion to allow the components to separate. and the outer spars 2906, 2908 may be separated.

[0064] The various airframes disclosed herein can be configured in a variety of configurations, from vertical takeoff and landing to forward flight configurations. This advantageously enables the transition to a vertical takeoff and landing configuration. In this application, the weight of various components attached to the wing section that cause the wing section to pivot is The mass may be disposed closer to the fuselage, thereby displaced away from the center of gravity of the vehicle. Any moment of inertia caused by the mass of the rotating object can be reduced. The wings may be oriented substantially vertically with the leading edges of the wings facing upward. , thereby allowing unobstructed and maximally efficient airflow over the wing during vertical flight. In addition, the propulsion unit coupled to the wing increases the weight of the aircraft by the thrust of the wing. Conversely, the forward flight configuration can be oriented vertically to support the In this configuration, the engine connected to the wing is rotated to move the aircraft away from the center of gravity. can be moved further apart, which provides greater stability during forward flight. and redirecting the thrust of the propulsion unit horizontally, the wing generates aerodynamic lift. Maximize efficiency while supporting the weight of the aircraft.

[0065] The foregoing description of the preferred embodiment of the present disclosure has been presented for purposes of illustration and description. The described preferred embodiments are not intended to be exhaustive or to be limiting. It is not intended to limit the scope of the present disclosure to the precise forms disclosed. Additional modifications or variations are possible in light of the teachings herein. and its practical application, and thereby enable those skilled in the art to Various modifications may be made in various embodiments to suit a particular application. were selected in an effort to enable the use of the concepts disclosed in this disclosure, All such changes and modifications are hereby acknowledged and agreed to in accordance with the terms and conditions of this Agreement. The present disclosure depends on the appended claims when interpreted in accordance with the breadth to which they are fairly entitled. is within the range.

[0066] Other embodiments (A1) Another embodiment of the present invention comprises: The torso and opposing wings extending from opposite sides of the fuselage; at least one engine mountable to each of the opposing wings; At least a portion of each opposing wing, including the at least one engine, rotates about an axis of rotation. and The at least one engine includes a plurality of blades configured for cyclic pitch variation. a propeller including the axis of rotation is transverse to, rather than perpendicular to, the longitudinal axis of the fuselage; Rotating at least a portion of the wing relative to the fuselage to move the engine and the leading edge of the wing may be an aircraft configured to be vertically oriented for hovering.

[0067] (A2) In an embodiment of the invention described in (A1), the at least a portion of each opposing wing, including the at least one engine, may be rotated relative to the fuselage between a first configuration configured for vertical takeoff and landing and a second configuration configured for horizontal flight.

[0068] (A3) In an embodiment of the invention described in (A2), the at least one engine may be configured to provide lift to the aircraft in the first configuration.

[0069] (A4) In an embodiment of the invention described in (A2), at least one of the cyclic pitch variation and collective pitch variation of the plurality of blades of the propeller may enable hovering in the first configuration of the opposing wings.

[0070] (A5) In an embodiment of the invention described in (A2), the cyclical pitch variation of the plurality of blades of the propeller may enable forward flight of the opposing wings in the first configuration.

[0071] (A6) In an embodiment of the invention described in (A1), the power output of each of said engines may be independently adjustable.

[0072] (A7) In an embodiment of the invention described in (A1), each of the opposing wings may include a fixed portion extending from the fuselage and a rotating portion outboard of the fixed portion.

[0073] (A8) In an embodiment of the invention described in (A7), a leading edge of the rotating portion of each of the opposing wings may face upwards in a first configuration configured for vertical takeoff and landing of the opposing wings.

[0074] (A9) In an embodiment of the invention described in (A7), each of the opposing wings may comprise at least one actuator for controlling rotation of the rotating part relative to the fixed part.

[0075] (A10) In an embodiment of the invention as described in (A9), the at least one actuator may be a linear actuator.

[0076] (B1) Another embodiment of the present invention comprises: The torso and opposing wings extending from opposite sides of the fuselage; at least one engine mountable to each of the opposing wings; At least a portion of each opposing wing, including the at least one engine, rotates about an axis of rotation. and The at least one engine includes a plurality of blades configured for cyclic pitch variation. The aircraft may have a propeller including:

[0077] (B2) In an embodiment of the invention as described in (B1), the axis of rotation may be transverse to the longitudinal axis of the fuselage rather than perpendicular thereto. 2. An aircraft as described in

[0078] (B3) In the embodiment of the invention described in (B1), the at least a portion of each opposing wing, including the at least one engine, may be rotated relative to the fuselage between a first configuration configured for vertical takeoff and landing and a second configuration configured for horizontal flight.

[0079] (B4) In an embodiment of the invention described in (B3), the at least one engine may be configured to provide lift to the aircraft in the first configuration.

[0080] (B5) In an embodiment of the invention described in (B3), at least one of the cyclic pitch variation and collective pitch variation of the plurality of blades of the propeller may enable hovering of the opposing wings in the first configuration.

[0081] (B6) In an embodiment of the invention described in (B3), the cyclic pitch variation of the plurality of blades of the propeller may enable forward flight of the opposing wings in the first configuration.

[0082] (B7) In an embodiment of the invention as described in (B1), the power output of each of said engines may be independently adjustable.

[0083] (B8) In an embodiment of the invention described in (B1), each of the opposing wings may include a fixed portion extending from the fuselage and a rotating portion outboard of the fixed portion.

[0084] (B9) In an embodiment of the invention as described in (B8), a leading edge of the rotating part of each of the opposing wings may face upwards in the first configuration of the opposing wings.

[0085] (B10) In an embodiment of the invention as described in (B8), each of the opposing wings may comprise at least one actuator for controlling rotation of the rotating part relative to the fixed part.

[0086] (B11) In an embodiment of the invention as described in (B10), the at least one actuator may be a linear actuator.

[0087] (C1) Another embodiment of the present invention comprises: The torso and opposing wings extending from opposite sides of the fuselage; a plurality of engines mountable to each of the opposing wings; At least a portion of each opposing wing, including the plurality of engines, is aligned with a longitudinal axis of the fuselage. A first controller configured for vertical takeoff and landing, with a rotation axis transverse to, but not perpendicular to, the configuration and a second configuration configured for horizontal flight. and is rotatable relative to the fuselage; The output of each of the engines is, at least in the first configuration: It may be an aircraft that is independently adjustable.

[0088] (C2) In an embodiment of the invention described in (C1), the power output of each of the engines may be independently adjustable by varying the speed of each of the engines.

[0089] (C3) In an embodiment of the invention described in (C2), the multiple engines may be configured to provide lift for the aircraft in the first configuration.

[0090] (C4) In an embodiment of the invention described in (C1), each of the opposing wings may include a fixed portion extending from the fuselage and a rotating portion outboard of the fixed portion.

[0091] (C5) In an embodiment of the invention described in (C1), a leading edge of the rotating part of each of the opposing wings may face upwards in the first configuration of the opposing wings.

[0092] (D1) Another embodiment of the present invention comprises: 1. A method of flying an aircraft, comprising: At least a portion of the opposing wings is oriented relative to the fuselage at a right angle to the longitudinal axis of the fuselage. 2. Rotate the opposing wings about a transverse axis of rotation so that the leading edge of each of the opposing wings is perpendicular to the the rotated portion of the opposing wing having at least one engine; operating the at least one engine; Independently controlling the output of the at least one engine to cause the aircraft to hover. and controlling.

[0093] (D2) 18. The method of claim 17, further comprising rotating the rotated portion of the opposing wing to which the at least one engine is attached to orient the at least one engine and a leading edge of the wing horizontally for forward flight.

[0094] (D3) 18. The method of claim 17, further comprising: interrupting rotation of the rotated portion of the opposing wings such that the opposing wings and the at least one engine are between a vertical and horizontal orientation to transition between hovering and forward flight.

Claims

1. a fuselage having a longitudinal axis; a pair of wings configured to extend on opposite sides of the fuselage, each wing having a fixed portion configured to extend from the fuselage and a rotating portion configured to extend from the fixed portion; at least one thrust generating component configured to be attached to at least the rotating portion of each of the wings; and a swivel joint associated with each of the wings to facilitate rotational movement of the rotating portion of each of the wings relative to the fuselage; the swivel joint defines a pivot axis oblique to the longitudinal axis of the fuselage; the rotating section of each wing is rotatable about the pivot axis between a first position configured for horizontal flight of the aircraft assembly and a second position configured for vertical takeoff and landing of the aircraft assembly.

2. The swivel joint of each of the wings is a first portion connected to the fixed portion of the wing and having a first hole; a second portion connected to the rotating portion of the blade and having a second hole; a connecting member configured to extend through the first hole and the second hole; The aircraft assembly of claim 1 , wherein the pivot axis is oriented along a longitudinal length of the connecting member.

3. 3. The aircraft assembly of claim 2, wherein one of the first and second parts has a pair of spaced apart arms, and the other of the first and second parts is receivable in a space between the pair of spaced apart arms.

4. 2. The aircraft assembly of claim 1, wherein the swivel joint of each wing is located at a leading edge of the wing.

5. 2. An aircraft assembly according to claim 1, wherein an axis between a leading edge and a trailing edge of the rotating portion of each of the wings is substantially perpendicular to the longitudinal axis of the fuselage in the second position.

6. 2. The aircraft assembly of claim 1, wherein an axis between an inboard end and an outboard end of the rotating portion of each of the wings is substantially parallel to the longitudinal axis of the fuselage in the second position.

7. 2. The aircraft assembly of claim 1, wherein a leading edge of the rotating portion of each of the wings faces upward in the second position.

8. The aircraft assembly of claim 1 , wherein the at least one thrust-producing component is configured to facilitate vertical lift of the aircraft assembly in the second position.

9. 2. The aircraft assembly of claim 1, wherein each of the wings comprises at least one actuator configured to control rotation of the rotating portion.

10. 10. The aircraft assembly of claim 1, wherein the fuselage remains approximately horizontal to the ground during vertical takeoff.

11. 1. A wing assembly for an aircraft, comprising: a fixed wing section connectable to a fuselage of an aircraft; A rotatable wing connectable to the fixed wing portion; at least one thrust generating component configured to be attached to at least the rotatable wing; and a swivel joint facilitating rotational movement of the rotatable wing relative to the fixed wing portion; the swivel joint defines a pivot axis oblique to a longitudinal axis of the fuselage; A wing assembly, wherein the rotatable wing is rotatable about the pivot axis between a first position configured for horizontal flight of the aircraft and a second position configured for vertical takeoff and landing of the aircraft.

12. The swivel joint comprises: a first portion connectable to the fixed wing portion and having a first hole; a second portion connectable to the rotatable blade, the second portion having a second hole; and a connecting member configured to extend through the first hole and the second hole; The wing assembly of claim 11 , wherein the pivot axis is oriented along a longitudinal length of the connecting member.

13. 13. The wing assembly of claim 12, wherein one of the first and second parts has a pair of spaced apart arms, and the other of the first and second parts is receivable in a space between the pair of spaced apart arms.

14. The wing assembly of claim 11 , further comprising at least one actuator configured to control rotation of the rotatable wing.

15. The wing assembly of claim 11 , wherein the fuselage is configured to remain approximately horizontal with respect to the ground during vertical takeoff.

16. 1. A method of manufacturing an aircraft, comprising the steps of: Providing a fuselage having a longitudinal axis; attaching respective fixed portions of a pair of wings to the fuselage; rotatably coupling a rotating portion of each of the pair of wings to the fixed portion via a swivel joint defining a pivot axis oblique to the longitudinal axis of the fuselage; and attaching at least one thrust generating component to the rotating portion of each of the wings; wherein the rotating section of each of the wings is rotatable about the pivot axis between a first position configured for horizontal flight of the aircraft and a second position configured for vertical takeoff and landing of the aircraft.

17. The method of claim 16 , further comprising providing at least one actuator configured to control rotation of each of the wings.

18. a fuselage having a longitudinal axis; A pair of wings configured to extend on opposite sides of the fuselage; a swivel joint associated with each of the wings to facilitate rotational movement of a rotor of each of the wings relative to the fuselage; and at least one thrust-producing component configured to be attached to at least the rotating portion of each of the wings; the swivel joint defines a pivot axis oblique to the longitudinal axis of the fuselage; the rotating section of each wing is rotatable about the pivot axis between a first position configured for horizontal flight of the aircraft assembly and a second position configured for vertical takeoff and landing of the aircraft assembly; The aircraft assembly, wherein the fuselage remains approximately horizontal with respect to the ground during vertical takeoff.

19. The swivel joint of each of the wings is a first portion connected to the fixed support and having a first hole; a second portion connected to the rotating portion of the blade and having a second hole; a connecting member configured to extend through the first hole and the second hole; 20. The aircraft assembly of claim 18, wherein the pivot axis is oriented along a longitudinal length of the connecting member.

20. 20. An aircraft assembly as claimed in claim 18, wherein a leading edge of the rotating portion of each of the wings faces upward in the second position.

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