aircraft

Abstract

The invention relates to a flying machine, in particular a flying machine capable of vertical take-off and landing, comprising a fuselage and a variable-lift body defining an airfoil section and being movably attached to the fuselage, wherein the variable-lift body is pivotable about a first axis extending in the wingspan direction; wherein the flying machine has a rotation actor adapted to pivot the variable-lift body relative to the fuselage and arranged within the airfoil section.

Description

Technical Field

[0001] This invention relates to an aircraft, and more particularly to an aircraft capable of vertical takeoff and landing (VTOL). Background Technology

[0002] Vertical takeoff and landing (VTOL) aircraft have the potential to combine the advantages of helicopters (i.e., the ability to take off and land in limited space and / or in rugged terrain) with the advantages of conventional aircraft (such as high speed and efficient cruise). On the one hand, challenges in designing VTOL aircraft include the need for a large propeller area to provide sufficient mass flow to generate thrust in the vertical direction for takeoff or landing, while simultaneously limiting the need for energy consumption. On the other hand, when dynamically generating lift through a suitable wing profile, the propeller must be configured to minimize aerodynamic drag for cruise. In the case of electric VTOL (eVTOL) aircraft, for example... The eVTOL aircraft described in patent applications US 2016 / 0023754A1 or US 2016 / 03115221A1 specifically relates to the reduction of energy consumption.

[0003] Vertical takeoff aircraft designed for hovering flight include engines that can rotate about a pivot axis. During takeoff, landing, or hovering, the engine is in a takeoff / landing position that oriented the direction of thrust vertically. To accelerate the aircraft after takeoff, the engine can pivot continuously so that the direction of thrust eventually aligns with the cruise flight direction. The thrust provided by the engine to power the aircraft is transmitted toward the fuselage via a mechanical system that attaches the engine to the fuselage and allows the engine to pivot relative to the fuselage. The mechanical system must be able to reliably hold the engine in a desired and well-defined position relative to the fuselage. To allow for energy-efficient cruise, hovering, takeoff, and / or landing, the mechanical system should be as lightweight as possible. Especially for energy-efficient cruise, the mechanical system should minimize the increase in drag. In particular, for aircraft with a main elevator, designed as a large, statically loaded element fastened to the fuselage (wing), and with the engine attached to the fuselage via the main elevator, it is important that mechanical stresses, such as those caused by bending of the main elevator about the longitudinal and / or vertical axes of the aircraft, do not degrade the engine's performance.

[0004] For conventional aircraft, US 4,773,620A describes a device for actuating an aircraft control surface, the device having an actuator disposed within the control surface. The control surface is an aileron pivotally attached to a wing structural box. The actuator is a longitudinally extending hydraulic piston, which is eccentrically fastened to the wing structural box relative to the pivot axis of the control surface on one hand, and rearward within the control surface on the other. By changing the length of the hydraulic piston actuator, the pivoting position of the control surface relative to the wing structural box can be controlled. The hydraulic piston actuator is heavy and bulky. Another disadvantage of this design is that to achieve large pivot angles, such as those required for the control surface of a VTOL aircraft, the mechanical system including the piston actuator would need to interrupt the aileron, thereby significantly increasing drag. Pressure loss in the hydraulic actuator would cause the control surface to pivot uncontrollably. Summary of the Invention

[0005] The object of this invention is to overcome the shortcomings of the prior art, and in particular to provide a mechanically reliable and energy-efficient device for attaching an engine or other variable lift body to the fuselage of an aircraft (especially VTOL, and more particularly eVTOL). This object is achieved through the subject matter described herein.

[0006] A first aspect of the invention relates to an aircraft, particularly an aircraft capable of vertical takeoff and landing, comprising a fuselage and a variable-elevator body. The variable-elevator body defines ailerons and is movably attached to the fuselage. The variable-elevator body is pivotable relative to the fuselage about a first axis extending in the wingspan direction. The variable-elevator body may be, for example, a control canard. The first axis may correspond to the lateral axis and / or the pitch axis of the aircraft. The aircraft may have a main elevator body fixed to the fuselage such that the variable-elevator body is also pivotable relative to the main elevator body about the first axis. In particular, the first axis extends in the wingspan direction of the variable-elevator body. The first axis may be defined by the wingspan direction of the main elevator body. The main elevator body may be designed to be larger than the variable-elevator body and serve as a static load-bearing element. The variable-elevator body may be implemented, for example, in the form of landing flaps or ailerons.

[0007] According to a first aspect of the invention, the aircraft further includes a rotary actuator adapted to pivot the variable lift body relative to the fuselage. The rotary actuator is disposed within an aileron defined by the variable lift body. Preferably, the rotary actuator includes a rotary electric motor, such as a rotary servo motor or a stepper motor. The rotary actuator may include a transmission for converting a relatively small torque provided by the electric motor at a relatively large rotational speed into a relatively large torque provided at the output of the rotary actuator at a relatively small rotational speed. In particular, the rotary actuator includes a self-locking transmission. The rotary actuator preferably includes harmonic gears. The rotary actuator, particularly the transmission, may be configured to limit the angular range of pivoting motion of the variable lift body about a first axis relative to the fuselage to a predetermined angular pivot range, particularly between a cruise position and a vertical takeoff / landing position. The angular pivot range limited by the rotary actuator may be limited to less than 180°, particularly less than 135°. Alternatively or additionally, the angular pivot range allowed by the rotary actuator may be at least 60°, particularly at least 90°, and more specifically at least 100°. The angular pivot range can be within 125° ± 5°. Preferably, the variable lift body can have a primary arrangement, particularly corresponding to the horizontal direction, for positioning the aircraft on a level ground using its landing gear. With respect to this primary arrangement, the angular pivot range can be limited to no more than 135° downwards, particularly no more than 115° downwards, and more particularly no more than 90° downwards. Alternatively or additionally, with respect to this primary arrangement, the angular pivot range can be limited to no more than 30° upwards, particularly no more than 10° upwards, and more particularly no more than 5° upwards. Alternatively or additionally, with respect to this primary arrangement, the angular pivot range can be at least 60° downwards, particularly at least 90°, and preferably at least 100° downwards. Alternatively or additionally, with respect to this primary arrangement, the angular pivot range can be at least 0° upwards, particularly at least 5° upwards, and preferably at least 10° upwards. Alternatively, for embodiments such as those implementing a canard structure for a variable lift body, the angular pivot range should be within a range of at least 270° (preferably 360° or greater). Preferably, the ailerons completely surround the rotary actuator, particularly in the longitudinal and / or vertical directions of the aircraft, so that the drag of the variable elevator body remains unaffected by the geometry of the rotary actuator. The ailerons of the variable elevator body can be implemented as a shell surrounding the rotary actuator, particularly regardless of the pivoting position of the variable elevator body relative to the fuselage.

[0008] According to one embodiment of the aircraft, the variable lift body is secured to the fuselage with at least one joint assembly adapted to transmit torque about a first axis from the variable lift body to the fuselage. A rotary actuator is arranged adjacent to the joint assembly in the direction of the first axis. Preferably, in the direction of the first axis, the rotary actuator is arranged closer to the fuselage than the joint assembly, and vice versa. The drive mechanism of the rotary actuator is preferably arranged between the electric motor and the joint assembly in the direction of the first axis. In particular, the rotary actuator may be arranged at the front of the variable lift body. By arranging the rotary actuator close to the joint assembly, a favorable weight distribution and less space consumption are achieved, which allows for improved aerodynamics and thus improved efficiency.

[0009] In another embodiment that can be combined with the foregoing embodiments, the rotary actuator has a rotation axis parallel to the first axis. Specifically, the rotation axis of the rotary actuator may be coaxial with the pivot axis. The first axis may correspond to the pitch axis of the aircraft.

[0010] According to a second aspect of the invention, which can be combined with the first aspect, an aircraft includes a fuselage and a variable lift body movably attached to the fuselage. The variable lift body is pivotable about a first axis extending in the wingspan direction. Preferably, the wingspan direction of the variable lift body defines the first axis. The first axis may correspond to the pitch axis and / or the lateral axis of the aircraft. The variable lift body may be, for example, a control canard. The aircraft may be provided with a main lift body fastened to the fuselage such that the variable lift body can also pivot relative to the main lift body about the first axis. The first axis may be defined by the wingspan direction of the main lift body. The main lift body may be designed to be larger than the variable lift body and serve as a static load-bearing element. The variable lift body may be implemented, for example, in the form of a landing flap or aileron. The variable lift body is fastened to the fuselage using at least one joint assembly adapted to transmit torque about the first axis from the variable lift body to the fuselage. The joint assembly may be configured to limit the angular range of pivoting motion of the variable lift body relative to the fuselage about the first axis to a predetermined angular pivot range, particularly between a cruise position and a vertical takeoff / landing position. The angular pivoting range limited by the joint assembly can be limited to less than 180°, particularly less than 135°, and even more particularly less than 110°. Alternatively or additionally, the permissible angular pivoting range of the joint assembly can be at least 45°, particularly at least 60°, and even more particularly at least 80°.

[0011] According to a second aspect of the invention, the joint assembly is adapted to allow degrees of freedom of rotational movement about a second axis intersecting (particularly perpendicular to) the first axis. The second axis differs from the first axis. The second axis may, for example, correspond to the longitudinal axis and / or roll axis of the aircraft. Alternatively, the second axis may correspond to the vertical axis and / or yaw axis of the aircraft. Preferably, between the variable lift body and the fuselage or any intermediate component, the joint assembly is adapted to transmit a torque about the second axis that is significantly less than the torque transmitted about the first axis. In particular, the joint assembly is adapted to transmit a torque about the second axis that is less than 10% of the torque transmitted about the first axis, preferably no more than 5%. In particular, the joint assembly is adapted to prevent the transmission of any torque about the second axis between the variable lift body and the fuselage or any intermediate component (e.g., in some cases, the main lift body). For example, when the second axis corresponds to the roll axis of the aircraft, the aircraft according to the second aspect of the invention can release the variable lift body, which may include an engine, from torque or the like due to the static load of the main lift body of the aircraft via the joint assembly. This static load is, for example, due to the weight of the main lift body held by the landing gear attached to the fuselage; or due to the weight of the lift body when the main lift body provides lift to the aircraft during flight.

[0012] In a further development of the second aspect of the invention, the joint assembly is adapted to allow degrees of freedom of rotational movement about a third axis that intersects (particularly perpendicular to) the first and second axes. The third axis is distinct from both the first and second axes. The third axis may correspond to the vertical axis and / or yaw axis of the aircraft. Alternatively, the third axis may, for example, correspond to the longitudinal axis and / or roll axis of the aircraft. Preferably, between the variable lift body and the fuselage or any intermediate component, the joint assembly is adapted to transmit a torque about the third axis that is significantly less than the torque transmitted about the first axis. In particular, the joint assembly is adapted to transmit a torque about the third axis that is less than 10% of the torque transmitted about the first axis, preferably no more than 5%. In particular, the joint assembly is adapted to prevent the transmission of any torque about the third axis between the variable lift body and the fuselage or any intermediate component (e.g., in some cases, the main lift body). For example, in the case where the third axis corresponds to the yaw axis of the aircraft, the aircraft, as a further development of the second aspect of the invention, is able to release the variable lift body, which may include an engine, from torque and the like caused by the load of the main lift body of the aircraft, which is generated by drag during cruise at high forward speeds, via a joint assembly.

[0013] According to a further development of the invention, which can be combined with the foregoing aspects, the connector assembly includes at least one spherical connector, particularly exactly one spherical connector, for attaching the variable lifting body to the fuselage. The spherical connector includes a concave receiving portion and a spherical member disposed within the concave receiving portion, the spherical member being rotatable relative to the concave receiving portion about at least two, preferably three, different axes of rotation. The spherical member may be provided with one or two (preferably diametrically opposed) radial extensions, such as pins, for attaching the spherical member to another mechanical component, such as the fuselage, the variable lifting body, or a linkage. In this embodiment, for each of the first, second, and third spherical connectors, one of the concave receiving portion and the spherical member is securely connected to any of the variable lifting body, the linkage, or the fuselage. Preferably, the first spherical connector is attached below the second and third spherical connectors to the variable lifting body and the main lifting body. Preferably, the first and second ball joints are rigidly attached to the output shaft of the rotary actuator, and the support section of the rotary actuator is rigidly attached to the variable lifting body, and vice versa, wherein the output shaft of the support section of the rotary actuator can rotate relative to each other, preferably around a first axis.

[0014] In a further development of the second aspect of the invention, the connector assembly includes at least one link for attaching the variable lifting body to the fuselage. A second ball joint connects the variable lifting body to the link, and a third ball joint connects the fuselage to the link. The connector assembly may include exactly two links, each having a corresponding second and third ball joint. The links may be implemented as a monolithic and / or rigid rod or beam. Specifically, the connector assembly includes a first ball joint for attaching the variable lifting body to the fuselage, a second ball joint for attaching the variable lifting body to the link, and a third ball joint for attaching the fuselage to the link.

[0015] According to a further development of the second aspect, which can be combined with the foregoing aspects, the joint assembly includes a plurality of spherical joints arranged in a single plane, such as two second spherical joints and two third spherical joints, or one first spherical joint, one second spherical joint, and one third spherical joint. The single plane in which the plurality of spherical joints are arranged may extend intersecting (particularly perpendicular to) the first axis, particularly in the static state of the joint assembly. In a particular joint assembly, the distances between the first and second spherical members, the distances between the first and third spherical members, and the distances between the second and third spherical members may be constant. Preferably, the distance between the second and third spherical joints corresponding to the length of the link is no greater than (preferably less than) the distance between the first spherical joint and either the second or third spherical joint, and the distances between the first and second spherical joints and between the first and third spherical joints may be the same. The first, second, and / or third spherical joints may be configured to receive and transmit forces in at least one of a first, second, and third direction. The first spherical member can be rotatably held in the receiving portion of the fuselage or the receiving portion of the variable lifting body, while a pin extending radially from the first spherical member is rigidly attached to the variable lifting body or the other in the fuselage. The second spherical member can be rotatably held in the receiving portion of the variable lifting body or the receiving portion of the connecting rod, while a pin extending radially from the second spherical member is rigidly attached to the connecting rod or the other in the variable lifting body. The third spherical member can be rotatably held in the receiving portion of the fuselage or the receiving portion of the connecting rod, while a pin extending radially from the third spherical member is rigidly attached to the connecting rod or the other in the fuselage. It should be understood that when referring to the connection of the fuselage herein, the connection may refer to an indirect connection to the fuselage, such as a direct connection to the main lifting body rigidly attached to the fuselage. This embodiment has been shown to prevent the variable lifting body from receiving torque from the fuselage about the second or third axis, while allowing the transmission of a larger torque about the first axis. Furthermore, this embodiment has been shown to require only a small space and allow for a lightweight solution.

[0016] Alternatively, in one embodiment of the aircraft, the connector assembly includes a double universal joint connecting the variable lift body to the fuselage. In another alternative embodiment of the aircraft, the connector assembly includes a crown spine connecting the variable lift body to the fuselage. In yet another alternative embodiment, the connector assembly includes a claw-shaped connector connecting the variable lift body to the fuselage. The double universal joint connection, crown spine connection, or claw-shaped connector may include a torque input shaft rigidly connected to the variable lift body (particularly the output shaft of the rotary actuator), wherein the input shaft extends in the direction of a first axis, particularly in the stationary state of the connector assembly. Alternatively or additionally, the double universal joint connection, crown spine connection, or claw-shaped connector may include a torque output shaft rigidly connected to the fuselage, wherein the output shaft extends in the direction of a first axis, particularly in the stationary state of the connector assembly.

[0017] According to another alternative embodiment of the invention, the connector assembly includes at least one solid spring connecting the variable lifting body to the fuselage. This solid spring can be designed in a manner known to those skilled in the art such that torque is transmitted only about a first axis, and substantially not about a second or third axis intersecting (particularly perpendicular to) the first axis.

[0018] According to one embodiment, the variable lift body is directly or indirectly fastened to the fuselage, for example via the main lift body using exactly two, three, or more joint assemblies spaced apart from each other in the direction of the first axis. The first and second joint assemblies for attaching the variable lift body to the fuselage can be the same or different from each other. By attaching the variable lift body using joint assemblies that transmit torque only around the first axis and not around any other axis, the variable lift body can be held to the fuselage in a manner that transmits only the torque required for the aircraft's lift, steering, and / or propulsion.

[0019] Alternatively, the variable lifting body is secured to the housing directly or indirectly, for example via the main lifting body using exactly one joint assembly and at least one bearing spaced apart from the joint assembly in the direction of the first axis. The bearing can be configured to receive and transmit forces between the housing and the variable lifting body in at least one of the first, second, and third directions, particularly in at least two of the first, second, and third directions, and preferably in all of the first, second, and third directions. In particular, the bearing allows for degrees of freedom of rotational movement about the first, second, and / or third axes. The bearing can be configured to transmit torque about the first, second, and / or third axes from the variable lifting body to the housing. By attaching the variable lifting body to the housing using bearings on one hand and a joint assembly on the other, a particularly weight-efficient connection can be achieved, which fully releases the variable lifting body or avoids receiving any harmful torque about any other axis besides the first axis.

[0020] In one embodiment of the aircraft, the variable lift body includes an engine adapted to provide thrust to the aircraft for at least one of takeoff, landing, or cruise. The variable lift body may include an engine for providing thrust to the aircraft. Specifically, the variable lift body includes an engine pivotable relative to the fuselage between a cruise flight position and a takeoff and landing position or a hovering position. In the cruise flight position, the thrust direction of the engine is aligned with the longitudinal axis of the aircraft; in the takeoff and landing position or the hovering position, the thrust direction of the engine is tilted towards the vertical axis of the aircraft. Specifically, in the cruise flight position, the thrust direction of the engine may be parallel to the forward direction or the roll axis, or may be tilted at an angle of less than 15° relative to the forward direction or the roll axis. Specifically, in the hovering position, the thrust direction of the engine may be parallel to the vertical direction, or may be tilted at an angle of less than 15° relative to the vertical axis or the yaw axis. The variable lift body includes an engine pivotally attached to the fuselage of the aircraft, and the variable lift body can be described as a thrust vectoring system. The aircraft may include at least one variable lift body, which includes an engine located at the rear of the aircraft, particularly in combination with the main lift body. Alternatively or additionally, the aircraft may include at least one variable lift body, which includes an engine located at the front of the aircraft, particularly in the form of a canard, alternative to a canard, or in combination with a canard. Alternatively or additionally, the aircraft may include at least one variable lift body, which includes an engine attached to the midsection of the aircraft relative to its longitudinal extension, particularly in combination with the main lift body. The aircraft may include multiple engines arranged side-by-side in a row transverse to the flow direction and / or in the direction of the first axis. Possibly preferably, the at least one engine is an electric ducted fan engine.

[0021] In another embodiment of the aircraft that can be combined with the aforementioned embodiments, the variable lift body includes aerodynamic control structures, such as control canards, canard structures, ailerons, or landing flaps.

[0022] In another embodiment of the aircraft, which can be combined with one or more of the foregoing embodiments, the aircraft includes at least one main elevator body, such as a canard structure and / or wing, fixedly attached to the fuselage, wherein a variable elevator body is attached to the main elevator body. The main elevator body may have a relatively large surface area extending in the wingspan and longitudinal directions of the aircraft. The main elevator body may be a static load-bearing element for providing lift during cruise flight of the aircraft in its primary cruise direction. Preferably, the main elevator body is integrally connected to the fuselage of the aircraft. In particular, the variable elevator body is arranged behind the main elevator body relative to the cruise direction of the aircraft.

[0023] In another embodiment, the aircraft further includes another accessory that rotatably connects the variable lift body to the fuselage about a first axis and allows for a degree of freedom of linear movement of the variable lift body in the direction of the first axis. This other accessory may include a sliding bearing and a fourth ball joint. The fourth ball joint includes a spherical member rotatably held within a concave receiving portion. The fourth ball member may be rotatably held in a receiving portion of the fuselage or a receiving portion of the variable lift body, while a slidable connector extending radially from the fourth ball member is rigidly attached to the other in the variable lift body or the fuselage. Preferably, the fourth ball joint is attached to the variable lift body, which is rotatable relative to the first axis. The fourth ball joint may be configured to receive and transmit forces in at least one of the first, second, and third directions. The other accessory and the joint assembly rigidly connect the variable lift body, wherein the other accessory and the joint assembly are preferably spaced apart from each other in the direction of the first axis by at least one-third, preferably at least half, and more preferably at least two-thirds of the distance the variable lift body extends in the direction of the first axis. Alternatively, the distance can be less than half the extension distance of the variable lifting body, and in particular less than one-third of the extension distance of the variable lifting body.

[0024] The aircraft may be specifically configured to carry at least one human passenger, preferably several human passengers, and / or include at least one electric flight propulsion system, preferably a flight propulsion system for electronic vertical takeoff and landing. Attached Figure Description

[0025] Preferred configurations of the invention are described in the dependent claims. The accompanying drawings illustrate embodiments of this disclosure and, together with the description, serve to explain the principles of the embodiments and enable those skilled in the art to make and use these embodiments.

[0026] Figure 1a This is a perspective view of an aircraft according to the present invention, which includes a variable lift body arranged in a vertical takeoff / landing position;

[0027] Figure 1b It is based on Figure 1a A schematic diagram of the variable lifting body;

[0028] Figure 2a It is based on Figure 1a A perspective view of an aircraft, in which the variable lift body is arranged in an inclined position;

[0029] Figure 2b It is based on Figure 2a A schematic diagram of the variable lifting body;

[0030] Figure 3 This is a schematic diagram of the variable lifting body in the cruising position;

[0031] Figure 4a This is a schematic diagram of the variable lifting body;

[0032] Figure 4b It is based on Figure 4a A schematic diagram of the connector assembly used in the variable lifting body;

[0033] Figure 4c This is an exemplary implementation of another attachment connection to the variable lifting body;

[0034] Figure 5 It shows Figure 4c Detailed cross-sectional view of the attached document;

[0035] Figure 6 This is a schematic diagram of another embodiment of the connector assembly; and

[0036] Figure 7 This is a schematic diagram of another embodiment of the connector assembly. Detailed Implementation

[0037] Exemplary embodiments of this disclosure will be described with reference to the accompanying drawings. Unless otherwise stated, identical, functionally identical, and having the same effects elements, features, and components are given the same reference numerals.

[0038] Reference numeral 1 generally indicates an aircraft according to the invention, which has a fuselage 3 and a variable lift body 5 as its main components. The fuselage 3 may be provided with at least one main lift body 4, which is rigidly or even integrally attached to the fuselage 3.

[0039] Figure 1a and Figure 2a The aircraft 1 shown has a variable lift body 5 arranged in different pivot positions relative to the fuselage 3. Figure 1a The variable lift body 5 is shown, which includes ailerons 55 and multiple electric ducted fan engines 53 arranged in vertical takeoff / landing or hovering positions. Figure 1b This is shown in further detail below. Figure 2a The same variable lift body 5 is shown in an inclined intermediate pivot position, which can correspond to a state after takeoff and before cruise flight or after cruise flight and before landing. Figure 2b This is shown in further detail. Multiple electric ducted fan engines 53 are arranged close together in the direction of the aircraft's first axis, Y. However, Figure 3The same variable lift body 5 is shown again, arranged aligned with the main lift body 4 and thus in a cruise position, in which the thrust direction T of the engine 53 is aligned with the forward cruise flight direction F. The forward cruise flight direction F may correspond to the longitudinal axis or the roll axis X of the aircraft.

[0040] In the illustrated embodiment, the variable lift body 5 is rotatably attached to the fuselage 3 via the main lift body or the primary lift body 4. Relative to the fuselage 3 of the primary lift body 4, the variable lift body 5 can pivot about a first axis Y corresponding to the wingspan direction. The first axis Y can correspond to either the lateral axis or the pitch axis of the aircraft 1.

[0041] The weight of the variable lifting body 5 and / or the thrust provided by the engine 53 are transferred from the variable lifting body 5 to the fuselage 3 through the joint assembly 7, as will be referred to below. Figure 4a and Figure 4b One embodiment of the connector assembly is described in more detail. The connector assembly is configured to transmit torque about a first axis Y from the variable lifting body 5 to the body 3 and vice versa.

[0042] The connector assembly 7 is adapted not to transmit torque around the second and third axes, where the second axis may correspond to the roll axis X of the aircraft 1 and the third axis may correspond to the yaw axis Z of the aircraft 1. Therefore, the connector assembly 7 relieves the engine 53 or other components of the variable lift body 5 from torque loads that could cause deformation of the wing 4, for example, due to drag or lift forces, without damaging the engine 53, and especially without damaging multiple engines 53 arranged adjacent to each other in the direction of the first axis Y.

[0043] Figure 4a A schematic perspective cross-sectional view of an exemplary variable lift body 5 is shown, which mainly includes an engine 53 surrounded by an airfoil 51 that defines the aerodynamic streamlined characteristics of the variable lift body 5. A rotary actuator 11 is arranged inside the shell defined by the airfoil 51, which is adapted to set the pivot position of the variable lift body 5 relative to the fuselage 3 of the aircraft 1. Attachment to the fuselage 3 is achieved via a connector assembly 7. An additional accessory 8, which may include another connector assembly or another bearing, may be provided.

[0044] Rotary actuator 11 is rigidly connected to the variable lifting body 5 via support section 13. Rotary actuator 11 has an output shaft 12 rotatable relative to support section 13. Output shaft 12 is rigidly attached to joint assembly 7 to define the pivot position of variable lifting body 5 relative to body 3. Rotary actuator 11 may include an electric motor coupled to a self-locking drive 14 adapted to provide low angular velocity and high torque from the electric motor to output shaft 12. Output shaft 12 and rotary actuator 11 extend coaxially with a first axis Y. In the direction of the first axis Y, rotary actuator 11 is arranged adjacent to joint assembly 7.

[0045] Figure 4b An exemplary embodiment of a connector assembly 7 for transmitting torque about a first axis Y from a variable lifting body 5 to a body 3 is shown. In the forward direction along the longitudinal axis X, the connector assembly 7 is attached to a support structure 41 of the main lifting body 4, which is fastened to the body 3. In the rearward direction relative to the longitudinal axis X, the connector assembly 7 is attached to the variable lifting body 5 via a support ring 83. The support ring 83 houses staggered roller bearings 80. A torque shaft 84, rigidly connected to the output shaft 12 of the rotary actuator 11, is supported by the roller bearings 80.

[0046] The torque shaft 84 has two eccentric noses 81, 82 arranged along its outer periphery and extending radially outward from the first axis Y. When the connector assembly 7 is in the illustrated rest position, the first nose 81 is positioned vertically below the second nose 82 and at a first distance d1 from the second nose. Figure 4a and Figure 4b In the static position shown, the first nose portion 81 extends substantially horizontally from the center of rotation of the torque shaft 84 in the direction of the longitudinal axis X of the aircraft. The first nose portion 81 includes a concave receiving portion 70 for receiving a spherical body, from which a pin extends in the direction of the first axis to connect to the support structure 41. The first nose portion 81 is connected to the support structure 41 via a first ball joint 71.

[0047] The second nose portion 82 also includes a concave receiving portion for receiving another spherical body, and another pin extends from the spherical body in the direction of the first axis Y to connect to the connecting rod 74. Thus, the second spherical joint 72 connects the connecting rod 74 to the second nose portion 82. The connecting rod 74 is formed by two rigid rods extending substantially parallel in the direction of the longitudinal axis X of the aircraft 1. The connecting rod 74 is connected to the second spherical bearing 72 on one side and to the third spherical bearing 73 on the other side, spaced apart by a second distance d2. The third spherical bearing 73 connects the connecting rod 74 to the support structure 41. The support structure 41 has a concave receiving portion 70 for holding the spherical body, from which two pin-shaped extensions 75 extend in the direction of the first axis Y. The pin-shaped extensions 75 of the third spherical bearing 73 are connected to the connecting rod 74. The third spherical bearing 73 is spaced from the first spherical bearing 71 by a third distance d3. The first distance d1 and the third distance d3 are substantially the same. The second distance d2 is shorter than the first distance d1 and the third distance d3.

[0048] The first spherical bearing 71, the second spherical bearing 72, and the third spherical bearing 73 allow the respective internal spheres to rotate about three mutually perpendicular axes of rotation. However, because the connecting rod 7 includes three spherical bearings 71, 72, and 73 arranged in a triangular configuration to define a single plane, any relative movement of the connecting rod 7 along a vector in said plane is restricted, thus limiting torque transmission. Figure 4b In the static position shown, the plane defined by the triangular arrangement of ball bearings 71, 72 and 73 is oriented perpendicular to the first axis Y. In other words, the first axis Y is the normal vector of the plane.

[0049] Any relative movement of the fuselage 3 with respect to the variable lifting member 5 along a vector deviating from the plane is not restricted by the link 7, at least within a certain range. Therefore, torque transmission from the variable lifting body 5 to the fuselage 3 via the link 7 about the second axis X or the third axis Z is avoided, and vice versa.

[0050] Figure 4c An exemplary embodiment of another accessory 8, including a single ball bearing 78, is shown. Figure 5 It shows Figure 4c The detailed cross-sectional view of Annex 8 is shown. The exemplary Annex 8 described herein can be used in conjunction with any of the connector assemblies 7 described herein.

[0051] A ball bearing 78 movably connects the variable lifting body 5 to the body 3. The ball bearing 78 in Annex 8 allows the variable lifting body 5 to rotate relative to the main lifting body 4 about a first axis Y. Furthermore, the ball bearing 78 can slide along pin 85 in the direction of the first axis Y. Therefore, the ball bearing 78 allows the variable lifting body 5 to move linearly relative to the main lifting body 4 within the region of Annex 8. This allows displacement to occur even if the main lifting body 4 or the auxiliary lifting body 5 deforms relative to the lateral axis Y defined by the lateral extension of the variable lifting body 5.

[0052] Pin 85 attaches bearing 78 to flap bracket 86. The flap bracket is rigidly connected to or formed as a single piece with the variable lifting body 5. Pin 85 extends through a receiving portion 70 located in the wing bracket 48 where a ball bearing 78 is arranged.

[0053] Figure 6 An alternative embodiment of the connector assembly 7 is shown. This connector assembly is a particularly simple design with only one ball bearing 71. Figure 6 A single ball bearing 71 of the connector assembly, as exemplarily shown, directly connects the rotary actuator 11 of the variable lifting body 5 to the support structure 41 of the main lifting body 4. In this case, the support structure 41 can be implemented as, for example, a spar or a rear beam. The rotary actuator can be rigidly attached to the variable lifting structure 5 via a plurality of support lugs 85. The ball bearing 71 is held to the rotary actuator 11 by a rod-shaped nose 82 that extends radially from the rotary actuator 11 substantially in the direction of a second axis X (preferably a longitudinal axis), the axis of rotation of which corresponds to the first axis Y. The ball bearing 71 allows the variable lifting body 5 to rotate freely relative to the main lifting body 4 with respect to the second axis (longitudinal axis) and the third axis (vertical axis), while also allowing torque about the first axis Y to be introduced from the rotary actuator 11 into the main lifting body 4. Figure 6 The connector assembly 7 shown can be combined with two or more additional bearings 8 (not shown) for attaching the variable lifting body.

[0054] Figure 7 Another alternative embodiment of the connector assembly 7 is shown, which allows torque about the first axis Y to be transmitted from the rotary actuator 11 housed in the airfoil 51 of the variable lift body 5 to the fuselage via the main lift body 4. The connector assembly includes two links 74 and four ball bearings 72, 73. Each link 74 has a corresponding second ball bearing 72 for attachment to the support structure 41 of the main lift body 4 and a corresponding third ball bearing 73 for attachment to the variable lift body 5. Figure 7 The connector assembly 7 shown can be combined with two or more additional bearings 8 (not shown) for attachment of the variable lifting body.

[0055] The second length d2 of the ball bearing 74 of the joint assembly 7 can be the same or different (not shown). The first distance d1 between the two ball joints 73 rigidly attached to the variable lifting body 5 is greater than the fourth distance d4 between the two ball joints 72 rigidly attached to the main lifting body 4.

[0056] In the above description, the features disclosed in the drawings and claims are important for implementing the invention individually and in any combination in its various configurations.

[0057] Figure Labels

[0058] 1. Aircraft

[0059] 3. Fuselage

[0060] 4. Main lifting body

[0061] 5. Variable lifting body

[0062] 7 Connector Assembly

[0063] 8. Annex

[0064] 11 Rotary Actuator

[0065] 12 Output shafts

[0066] 13 Support Section

[0067] 14 Transmission device

[0068] 41 Supporting Structure

[0069] 48 Wing Supports

[0070] 51. Airfoil section

[0071] 53 Engine

[0072] 55 Ailerons

[0073] 70 Receiving Department

[0074] 71, 72, 73, 78 Ball joints

[0075] 74-link

[0076] 75, 85 sales

[0077] 80 roller bearings

[0078] 81, 82 Nose

[0079] 83 Support ring

[0080] 84 Torque Shaft

[0081] 85 Support lugs

[0082] 86 Flange Support

[0083] d1 First distance

[0084] d2 Second distance

[0085] d3 Third distance

[0086] d4 Fourth distance

[0087] F Cruise flight direction

[0088] T Thrust Direction

[0089] X-axis, longitudinal axis

[0090] Y-axis (first axis), pitch axis, lateral axis

[0091] Z-axis (yaw axis), vertical axis

Claims

1. An aircraft (1), comprising: The fuselage (3) and a variable lift body (5) movably attached to the fuselage (3), wherein the variable lift body (5) is pivotable about a first axis (Y) extending in the wingspan direction; The variable lifting body (5) is movably attached to the body (3) via at least one joint assembly (7), the at least one joint assembly being adapted to transmit torque about the first axis (Y) from the variable lifting body (5) to the body (3). The at least one connector assembly (7) includes at least one link (74) for attaching the variable lifting body (5) to the fuselage (3), wherein a first ball joint (73) connects the variable lifting body (5) to the at least one link (74), and a second ball joint (72) connects the fuselage (3) to the at least one link (74). The at least one connector assembly (7) is adapted to allow degrees of freedom of rotational movement about a second axis (X, Z) intersecting the first axis (Y).

2. The aircraft according to claim 1, characterized in that, The second axis (X, Z) is perpendicular to the first axis (Y).

3. The aircraft according to claim 1, characterized in that, The at least one connector assembly (7) allows for rotational freedom about a third axis (Z, X) that intersects the first axis (Y) and the second axis (X, Z).

4. The aircraft according to claim 3, characterized in that, The third axis (Z, X) is perpendicular to the first axis (Y) and the second axis (X, Z).

5. The aircraft according to claim 1, characterized in that, The at least one connector assembly (7) includes a plurality of ball joints (71, 72, 73) arranged in a plane.

6. The aircraft according to claim 5, characterized in that, The plane intersects the first axis (Y).

7. The aircraft according to claim 5, characterized in that, The plane is perpendicular to the first axis (Y).

8. The aircraft according to claim 1, characterized in that, The variable lifting body (5) is movably attached to the fuselage (3) using two or more joint assemblies (7) spaced apart in the direction of the first axis (Y).

9. The aircraft according to claim 1, characterized in that, The variable lifting body (5) is movably attached to the fuselage using exactly one joint assembly (7) and at least one bearing spaced apart from the exactly one joint assembly (7) in the direction of the first axis.

10. The aircraft according to claim 9, characterized in that, The bearing allows for degrees of freedom of rotational movement about the first axis, the second axis, and / or a third axis intersecting the first axis and the second axis.

11. The aircraft according to claim 1, characterized in that, The variable lift body (5) includes an engine (53) adapted to provide thrust to the aircraft for at least one of takeoff, landing and cruise.

12. The aircraft according to claim 11, characterized in that, The engine (53) is pivotable relative to the fuselage (3) between a cruise flight position and a takeoff / landing position. In the cruise flight position, the thrust direction (T) of the engine (53) is aligned with the longitudinal axis (X) of the aircraft (1). In the takeoff / landing position, the thrust direction (T) is tilted toward the vertical axis (Z) of the aircraft (1).

13. The aircraft according to claim 1, characterized in that, The variable lifting body (5) includes an aerodynamic control structure.

14. The aircraft according to claim 13, characterized in that, The aerodynamic control structure is an aileron (55).

15. The aircraft according to claim 13, characterized in that, The aerodynamic control structure is used to control the canard.

16. The aircraft according to claim 1, characterized in that, At least one main lifting body (4) is fixedly attached to the fuselage (3), and the variable lifting body (5) is attached to the main lifting body.

17. The aircraft according to claim 16, characterized in that, The variable lift body (5) is located behind the main lift body (4) relative to the cruise flight direction (F).

18. The aircraft according to claim 16, characterized in that, The at least one main elevator body (4) is a canard structure.

19. The aircraft according to claim 16, characterized in that, The at least one main lift body (4) is a wing.

20. The aircraft according to claim 1, characterized in that, The aircraft also includes another attachment (8) that rotatably connects the variable lift body (5) to the fuselage (3) about the first axis (Y) and allows the variable lift body (5) a degree of freedom of linear movement in the direction of the first axis (Y).

21. The aircraft according to claim 1 further includes a rotational actuator (11) adapted to pivot the variable lift body (5) relative to the fuselage (3), and the rotational actuator is arranged within the airfoil (51).

22. The aircraft according to claim 21, wherein, The rotary actuator (11) is arranged adjacent to the at least one joint assembly (7) in the direction of the first axis (Y).

23. The aircraft according to claim 21, characterized in that, The rotation axis of the rotary actuator (11) is parallel to the first axis (Y).

24. The aircraft according to any one of the preceding claims, wherein, The aircraft is capable of vertical takeoff and landing.

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