Apparatus for generating thrust for air transportation

Abstract

The present invention relates to an apparatus for generating thrust for air transportation, the apparatus comprising a primary thrust device and a secondary thrust device configured to generate a secondary thrust to enable the aircraft to take off and land vertically. The apparatus further comprises: a wing fixed to the left and right sides of the fuselage of the aircraft; a rotor mounted on the wing and configured to generate thrust. In particular, the primary thrust device provides driving force to the rotor using an electric motor and an engine, and the secondary thrust device is mounted in the fuselage with its center of gravity configured to coincide with the center of gravity of the aircraft.

Description

Technical Field

[0001] This invention relates to a device for generating thrust for air transport so that an aircraft can take off and land safely. Background Technology

[0002] The statements in this section are merely background information in relation to the invention and may not constitute prior art.

[0003] Before the advent of electrically propelled vertical takeoff and landing (VTOL) aircraft, tilt-fan jet engines and engine-based VTOL aircraft were the primary technologies used.

[0004] Considering the stability of the vertical takeoff and landing (VTOL) aircraft's tilt attitude and the risk of engine failure, VTOL aircraft use at least four ducted fan engines.

[0005] Because it has four or more engine systems installed, this type of vertical takeoff and landing aircraft has a complex configuration, and due to the characteristics of the fans, it experiences problems such as a decrease in performance and flight stability caused by flow separation when maneuvering forward.

[0006] Specifically, because this type of vertical takeoff and landing aircraft can take off and land vertically, it does not require a separate runway and can therefore provide services without expensive aviation infrastructure. However, it has been found to have a high accident rate during aircraft handling.

[0007] The information disclosed in the background section is intended only to enhance the understanding of the background technology of the present invention and should not be considered as prior art known to those skilled in the art. Summary of the Invention

[0008] The present invention provides an apparatus for generating thrust for air transport, wherein in addition to a main thrust device, an auxiliary thrust device is provided configured to generate auxiliary thrust so that the aircraft can take off and land safely.

[0009] In one embodiment of the invention, a device for generating thrust for air transport includes: a wing, a rotor, a main thrust device, and an auxiliary thrust device. The wing is fixed to the left and right sides of the fuselage of an aircraft. The rotor is mounted on the wing and configured to generate main thrust. The main thrust device includes an engine and a motor and is configured to provide driving force to the rotor. The auxiliary thrust device is mounted in the fuselage and configured to generate auxiliary thrust. Specifically, the center of gravity of the auxiliary thrust device is configured to coincide with the center of gravity of the aircraft.

[0010] The auxiliary thrust device may include a microjet engine arranged symmetrically with respect to the center of gravity of the aircraft.

[0011] The center of gravity of the aircraft can be located near the front of the wing.

[0012] The micro jet engine can be mounted at the front and rear of the wing, respectively.

[0013] The microjet engine can be installed on the left and right sides of the fuselage area in front of the wing, and on the left and right sides of the fuselage area behind the wing, so that the microjet engine is symmetrically arranged with respect to the center of gravity of the aircraft.

[0014] The engine can be mounted in front of the aircraft's center of gravity, and the fuel tank configured to supply fuel to the engine can be mounted behind the aircraft's center of gravity.

[0015] The engine can be mounted at the rear of the aircraft's center of gravity, and the fuel tank configured to supply fuel to the engine can be mounted at the front of the engine.

[0016] The engine can be installed as close as possible to the aircraft's center of gravity.

[0017] The device for generating thrust for air transport may further include a controller configured to activate a microjet engine to compensate for insufficient thrust during the maneuvering of the aircraft for vertical takeoff and landing when the main thrust generated by the rotor is insufficient. In one embodiment, insufficient thrust is determined by comparing the main thrust generated by the rotor with the thrust required for the aircraft to take off or land vertically.

[0018] The controller can perform control to ensure that electricity is supplied equally to each motor before the microjet engine starts operating.

[0019] When the state of charge (SOC) of the battery configured to supply power to the motor is equal to or less than a reference value, the controller can perform control to ensure that power is supplied equally to each motor via inverter control.

[0020] The controller can perform control so that when either the rotor or the motor fails, power is supplied equally to each motor by blocking the power supply to the motors located symmetrically on either side of the failed rotor or motor.

[0021] Further applications will become apparent from the description provided herein. It should be understood that this specification and specific examples are for illustrative purposes only and are not intended to limit the scope of the invention. Attached Figure Description

[0022] To better understand the present invention, various embodiments of the invention will be described by way of example with reference to the accompanying drawings, in which:

[0023] Figure 1 This is a schematic diagram illustrating the overall configuration of an air transport device according to an embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a first embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a second embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a third embodiment of the present invention;

[0027] Figure 5 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a fourth embodiment of the present invention;

[0028] Figure 6 This is a flowchart exemplarily illustrating a process of using an auxiliary thrust device according to another embodiment of the present invention; and

[0029] Figure 7 This is a flowchart exemplarily illustrating another process using an auxiliary thrust device according to one embodiment of the present invention;

[0030] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the invention in any way. Detailed Implementation

[0031] The following description is merely exemplary in nature and is not intended to limit the invention, application, or use. It should be understood that in all the drawings, corresponding reference numerals denote the same or corresponding parts and features.

[0032] Exemplary embodiments of the invention will now be described in detail with reference to the accompanying drawings.

[0033] Figure 1 This is a schematic diagram illustrating the overall configuration of an air transport device according to one embodiment of the present invention.

[0034] refer to Figure 1The equipment for generating thrust for air transport includes: wings 3, rotors 17, a main thrust device, and an auxiliary thrust device. Wings 3 are fixed to the left and right sides of the fuselage 1 of the aircraft. Rotors 17 are mounted on wings 3 and configured to generate thrust. The main thrust device is configured to provide driving force to rotors 17 using engines 7 and electric motors 15. The auxiliary thrust device is mounted in the fuselage 1 and configured to generate auxiliary thrust. Specifically, the center of gravity (CG) of the auxiliary thrust device coincides with the center of gravity (CG) of the aircraft.

[0035] More specifically, the fuel tank 5 and the engine 7 are installed in the fuselage 1, and the engine 7 burns the fuel supplied by the fuel tank 5 to generate power.

[0036] The power generated by engine 7 is converted into electricity by generator 9 installed in fuselage 1.

[0037] In addition, battery 13 is installed in wing 3, and the power converted by generator 9 is combined with the power of battery 13 through power distribution unit 11.

[0038] In addition, multiple rotors 17 can be installed in the left wing 3 and the right wing 3, and are symmetrical on both sides. Motors 15 can be installed independently in each rotor 17, and each motor 15 can be connected to the battery 13 to receive power supplied from the battery 13.

[0039] Therefore, the power of the battery 13 is distributed to the various motors 15 to drive the rotors 17, thereby enabling the main thrust device to propel air transport (hereinafter referred to as the "aircraft").

[0040] However, during the vertical takeoff and landing of an aircraft, when the thrust generated by the main thrust device is insufficient, the aircraft can be propelled by an auxiliary thrust device.

[0041] In one implementation, the main thrust device is installed in the wing 3, while the auxiliary thrust device is installed in the fuselage 1, such that the location of the thrust generated by the auxiliary thrust device does not coincide with the location of the thrust generated by the main thrust device. Specifically, the center of gravity (CG) of the aircraft as a whole and the center of gravity (CG) of the auxiliary thrust device coincide with each other. Therefore, when the auxiliary thrust device generates thrust, the aircraft can take off and land stably and vertically without tilting or pitching.

[0042] In addition, the auxiliary thrust device can be a microjet engine 19, which can be installed in front of and behind the center of gravity CG, so that it is symmetrical.

[0043] These micro jet engines 19 are powered by fuel supplied from fuel tank 5.

[0044] That is, the auxiliary thrust device should provide sufficient thrust while having minimal weight and volume so as not to affect the overall equipment, in order to provide safety for the aircraft.

[0045] Therefore, the micro jet engine 19 with a low thrust-to-weight ratio is used as an auxiliary thrust device, so it can provide greater thrust compared to the weight of the aircraft. In addition, the micro jet engine 19 shares the fuel tank 5 with the engine 7, so the weight of the auxiliary thrust device is reduced due to structural simplification and the degree of freedom in choosing the installation position of the auxiliary thrust device is increased.

[0046] Figure 2 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a first embodiment of the present invention. Figure 3 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a second embodiment of the present invention. Figure 4 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a third embodiment of the present invention, and Figure 5 This is a schematic diagram exemplarily illustrating the arrangement of the main thrust device and the auxiliary thrust device according to a fourth embodiment of the present invention;

[0047] Referring to the accompanying drawings showing the configurations of the various embodiments, the center of gravity CG of the aircraft is located near the front of the wing 3.

[0048] For example, such as Figure 2 and Figure 3 As shown, in fuselage 1, wing 3 is fixed to the middle part of fuselage 1, and the center of gravity CG of the aircraft is located at the center of fuselage 1, near the front of wing 3.

[0049] Or, such as Figure 4 and 5 As shown, in fuselage 1, wing 3 is fixed to the rear of fuselage 1, and the center of gravity CG of the aircraft is also located in the center of fuselage 1, near the front of wing 3.

[0050] In addition, the micro jet engine 19 is mounted at the front and rear of the wing 3.

[0051] More specifically, the micro jet engine 19 is configured to be mounted on the left and right sides of the area of ​​the fuselage 1 in front of the wing 3 and on the left and right sides of the area of ​​the fuselage 1 behind the wing 3, and is symmetrical.

[0052] That is, the four microjet engines 19 are symmetrically distributed with respect to the center of gravity CG of the aircraft. More precisely, a pair of microjet engines 19 are installed on the left and right sides of the area of ​​the fuselage 1 in front of the wing 3, and a pair of microjet engines 19 are installed on the left and right sides of the area of ​​the fuselage 1 behind the wing 3, so as not to interfere with the connection between the wing 3 and the fuselage 1.

[0053] Considering the center of gravity CG, the engine 7 and fuel tank 5 can be arranged in the fuselage 1.

[0054] As an example, such as Figure 2 and Figure 4 As shown, the engine 7 can be installed in front of the center of gravity CG, and the fuel tank 5, configured to supply fuel to the engine 7, can be installed behind the center of gravity CG.

[0055] That is, in the arrangement structure where the engine 7 is located in front of the center of gravity CG, the fuel tank 5 can be installed in a position opposite to the engine 7 based on the center of gravity CG.

[0056] As another example, such as Figure 3 and Figure 5 As shown, the engine 7 can be installed behind the center of gravity CG, and the fuel tank 5, configured to supply fuel to the engine 7, can be installed in front of the engine 7.

[0057] Here, engine 7 can be installed as close as possible to the center of gravity CG.

[0058] That is, in the arrangement structure where the engine 7 is located behind the center of gravity CG, considering that the weight of the fuel in the fuel tank 5 will be reduced due to fuel consumption during flight, the engine 7 is located behind the center of gravity CG, and the engine 7 is installed as close to the center of gravity CG as possible.

[0059] Figure 6 This is a flowchart illustrating, by way of example, a process of using an auxiliary thrust device according to one embodiment of the present invention. Figure 7 This is a flowchart exemplarily illustrating another process of using an auxiliary thrust device according to another embodiment of the invention. In an exemplary embodiment of the invention, when the thrust generated by the main thrust device is insufficient, the microjet engine 19, which serves as an auxiliary thrust device, can be controlled to operate.

[0060] Therefore, according to one embodiment of the invention, the device for generating thrust for air transport further includes a controller 21 configured to operate a microjet engine 19 to compensate for insufficient thrust when the thrust generated by the main thrust device is insufficient during the maneuvering of the aircraft for vertical take-off and landing.

[0061] Specifically, controller 21 can be configured to perform control such that power is supplied equally to each motor 15 before the microjet engine 19 operates.

[0062] For reference, according to an exemplary embodiment of the invention, the controller 21 may be implemented using a non-volatile memory (not shown) and a processor (not shown), the non-volatile memory being configured to store data or software commands for reproducing an algorithm relating to the operation of various elements configured to control a vehicle, and the processor being configured to perform the operations described herein using the data stored in the respective memory. Here, the memory and processor may be implemented as separate chips. Alternatively, the memory and processor may be implemented as a single integrated chip. Here, one or more processors may be provided.

[0063] As an example, insufficient thrust generated by the main thrust device can occur when the SOC of the battery 13, configured to supply power to the motor 15, is equal to or less than a reference value.

[0064] In this case, the power supplied to each motor 15 can be controlled to be equal through inverter control.

[0065] Furthermore, as another example in this invention, insufficient thrust generated by the main thrust device can occur when either rotor 17 or motor 15 malfunctions.

[0066] In this situation, the power supplied to each motor 15 can be controlled to be equal by blocking the power supply to the motor 15 located symmetrically on both sides of the faulty rotor 17 or motor 15.

[0067] That is, when maneuvering the aircraft to take off or land vertically, if an emergency occurs such as damage to any rotor 17, low SOC of battery 13, or failure of the distributed electric propulsion system, the auxiliary thrust device will be activated to supplement the insufficient thrust, so that the aircraft can be maneuvered to take off or land safely.

[0068] In the following text, see references Figure 6 This will describe the operation of supplementing thrust through the microjet engine 19 when the power supply to the motor 15 is unstable during the vertical takeoff and landing of the aircraft.

[0069] During the vertical takeoff and landing of the aircraft, if situations such as low SOC of battery 13 or unstable power supply to motor 15 occur, the power supplied to all motors 15 is adjusted to be equal by using an inverter to control motor 15, so as to maintain thrust balance based on the center of gravity CG of the aircraft.

[0070] Subsequently, the micro jet engine 19 began operation.

[0071] Accordingly, the microjet engine 19 provides thrust corresponding to the thrust level generated by approximately two rotors 17, and thus supports the weight of the aircraft, thereby compensating for insufficient thrust to regulate the thrust of the aircraft.

[0072] Therefore, the microjet engine 19 assists in aircraft maneuvering to safely take off or land vertically.

[0073] In addition, refer to Figure 7 This will describe the operation of supplementing thrust via microjet engine 19 in the event of thrust imbalance due to any failure of rotor 17 or motor 15 during vertical takeoff and landing of the aircraft.

[0074] During the vertical takeoff and landing of the aircraft, if a thrust imbalance occurs due to damage or failure of any rotor 17 or motor 15, the operation of the damaged or malfunctioning rotor 17 or motor 16 shall be stopped, and the power supply to the motor 15 located symmetrically on both sides of the malfunctioning rotor 17 or motor 15 shall be cut off.

[0075] Subsequently, the micro jet engine 19 began operation.

[0076] Accordingly, the microjet engine 19 provides thrust corresponding to the thrust level generated by approximately two rotors 17, and thus supports the weight of the aircraft, thereby compensating for insufficient thrust to regulate the thrust of the aircraft.

[0077] Therefore, the microjet engine 19 assists in aircraft maneuvering to safely take off or land vertically.

[0078] As is evident from the above description, the device for generating thrust for air transport according to an exemplary embodiment of the present invention utilizes a microjet engine driven by supplying fuel thereto as an auxiliary thrust device, so as to operate separately from the electric thrust device and achieve dual thrust device, thereby providing robust operation of the aircraft to safely take off and land vertically in the event of electric propulsion system failure.

[0079] Furthermore, the microjet engine shares the fuel system of the engine used by the main thrust unit, which can reduce the total weight of the additional components required to install the microjet engine, thereby reducing the weight of the aircraft.

[0080] Furthermore, since the microjet engine 19 generates thrust through the combustion process, it has a very high disk load compared to a rotor. Therefore, the microjet engine can generate thrust equivalent to 20% of the total weight of the aircraft while using an engine 7 with a small diameter, thereby minimizing changes in the aircraft design.

[0081] Although exemplary embodiments of the invention have been disclosed for illustrative purposes, those skilled in the art will understand that various modifications, additions, and substitutions can be made without departing from the scope and spirit of the invention.

Claims

1. An apparatus for generating thrust for air transport, comprising: The wings are fixed to the left and right sides of the aircraft's fuselage; A rotor, which is mounted on the wing and configured to generate main thrust; The main thrust device includes an engine and an electric motor and is configured to provide driving force to the rotor; An auxiliary thrust device, installed in the fuselage without interfering with the wing-fuselage connection and configured to generate auxiliary thrust. The auxiliary thrust device is configured with its center of gravity coinciding with that of the aircraft; the auxiliary thrust device includes a microjet engine symmetrically arranged with respect to the aircraft's center of gravity, the microjet engine sharing a fuel tank with the engine used by the main thrust device and configured to generate thrust through a combustion process; and A controller configured to operate a microjet engine to compensate for insufficient thrust, wherein insufficient thrust is determined by comparing the main thrust generated by the rotor with the thrust required for the aircraft to take off or land vertically. The controller is configured to supply power equally to each motor before activating the microjet engine; and Wherein, when at least one rotor or at least one motor fails, the controller is configured to supply power equally to each motor by blocking the supply of power to the motor located at a position symmetrical to the at least one failed rotor or at least one failed motor. The center of gravity of the aircraft is located near the front of the wing; The microjet engines are mounted on the left and right sides of the fuselage area in front of the wing and on the left and right sides of the fuselage area behind the wing, so that the microjet engines are symmetrically arranged with respect to the center of gravity of the aircraft.

2. The apparatus for generating thrust for air transportation of claim 1, wherein, The micro jet engines are mounted at the front and rear of the wings, respectively.

3. The apparatus for generating thrust for air transport according to claim 1, wherein: The engine is mounted in front of the aircraft's center of gravity; The fuel tanks, configured to supply fuel to the engines, are located behind the aircraft's center of gravity.

4. The apparatus for generating thrust for air transport according to claim 1, wherein: The engine is mounted behind the aircraft's center of gravity; The fuel tank, configured to supply fuel to the engine, is mounted in front of the engine.

5. The apparatus for generating thrust for air transport according to claim 3, wherein, The engine is mounted close to the center of gravity of the aircraft.

6. The apparatus for generating thrust for air transportation of claim 1, wherein, The controller is configured to supply power to each motor equally when the charge state of the battery configured to supply power to the motor is equal to or less than a reference value, through inverter control.

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