Aircraft Thrust Control System

Abstract

An aircraft thrust control system includes a central power unit and peripheral power units. The central power unit includes an upper propeller and a lower propeller, the upper propeller and the lower propeller being arranged one above the other and adapted to rotate in opposite directions, while the propellers of the peripheral power units are located outside the aerodynamic operating range of the propellers of the central power unit.

Description

Technical Field

[0001] The present invention relates to an electric upward thrust aircraft, and more particularly, to an unmanned aerial vehicle having a main upward thrust propeller mechanism and an additional directional control propeller mechanism. Background Art

[0002] Unmanned aerial vehicles (UAVs), both piloted and unmanned, are rapidly gaining popularity, both in research and military applications and in civilian applications. One such aircraft, used for transporting passengers or other cargo, is a hybrid of a helicopter and a conventional drone, with a central upward thrust mechanism and auxiliary propeller mechanisms for directional control. When controlled through electric differential (variable thrust) with the aid of an additional control center of thrust, these systems combine the positive aerodynamic properties of a helicopter's upward thrust with the positive control principles of a multi-propeller drone.

[0003] U.S. Patent No. US14 / 987,198 (Publication No. US2016 / 0304193) discloses a multi-rotor aircraft having a longitudinal fuselage, a passenger cabin, a front wing and a rear wing. Each wing has a propeller mounted on a brushless motor for controlling the direction of movement of the aircraft. The central power unit for generating the main upward thrust includes an aerodynamic tube, a brushless motor and a propeller. The central power unit for lifting or lowering the aircraft may include one propeller or two propellers rotating in opposite directions. The power unit in the wing has a tilting capability to control the direction of movement of the aircraft. The main disadvantage of this system is that gyroscopic effect and stabilization effect are generated in the central power unit and the peripheral power units, making the control and movement of the aircraft in the horizontal direction difficult.

[0004] The present invention solves the drawbacks known in the prior art and provides the following additional advantages: energy parameters of unmanned and manned aircraft are improved, such as the ratio of aerodynamic thrust to propeller energy consumption, i.e. more thrust is generated with less energy consumption. Summary of the Invention

[0005] The aircraft thrust control system comprises a monolithic body (1), a central power unit (2) mounted in the central part of the monolithic body (1), and peripheral power units (3) mounted on branches (4) of the monolithic body (1). The central power unit (2) is a relatively high-power power unit, which includes one or more brushless or other types of motors, and propellers (5.1, 5.2). The one or more motors of the central power unit (2) are arranged, for example, one above the other on an axis, and the propellers (5.1, 5.2) rotate in opposite directions. Compared with the central power unit (2), the peripheral power units (3) are relatively low-power units. Each peripheral power unit (3) includes at least one electric motor (such as a brushless motor) and at least one propeller (6.1, 6.2). The peripheral power units (3) are arranged on the branches (4) of the monolithic body (1) relative to the central part, for example, at the distal end of the branches. The branches (4) extend radially from the central rotation axis of the propellers (5.1, 5.2) of the central power unit (2) and are outside the aerodynamic operating area of the propellers (5.1, 5.2). All peripheral power units (3) are open units. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The features of the present invention are set forth in the claims. However, the present invention may be better understood by reference to the following detailed description of the present invention, which, without limiting the scope of the present invention, is illustrated in conjunction with the accompanying drawings, in which:

[0007] Figure 1 An embodiment of an aircraft thrust control system having an open central power unit and four open peripheral power units is shown.

[0008] Figure 2 An embodiment of an aircraft thrust control system having an open central power unit and three open peripheral power units is shown.

[0009] Figure 3 An embodiment of an aircraft thrust control system is shown having a central power unit housed in a duct and three open peripheral power units.

[0010] Figure 4 An embodiment of an aircraft thrust control system is shown having a central power unit housed in a duct and three open peripheral power units.

[0011] The preferred embodiment of the present invention will be described below with reference to the accompanying drawings, wherein the same numbers are used to represent the same or equivalent items in each figure. DETAILED DESCRIPTION

[0012] It should be understood that many specific details are listed in order to provide a complete and comprehensive description of the embodiment examples of the present invention. However, those skilled in the art will understand that the level of detail of the embodiment examples does not limit the embodiments of the present invention, and the embodiments of the present invention can be implemented without such specific descriptions. In order to ensure that the embodiment examples are not misleading, well-known methods, procedures and components are not described in detail. In addition, this description should not be interpreted as limiting the exemplary embodiments provided, but as an implementation method thereof.

[0013] Although the exemplary embodiments of the present invention or aspects thereof shown and described include components depicted in a particular common space or location, some components may also be located in remote locations. It should also be understood that the examples given are not limited to the components described, but include other elements necessary for their proper operation and interaction with other components, the presence of which is self-evident because they are not described in detail.

[0014] the term:

[0015] “Aerodynamic operating region” – the area on the top, bottom and sides of the propeller where the rotation of the propeller causes a velocity gradient between the generated airflow and the surrounding air mass.

[0016] "Integral" means produced by casting, printing or other similar means to obtain a monolithic body with attached elements mounted thereon. The monolithic body can also be assembled from individual components rigidly connected to each other.

[0017] The aircraft thrust control system comprises an integral body (1), a central power unit (2) mounted in the central portion of the integral body (1), and peripheral power units (3) mounted on branches (4) of the integral body (1). The system also comprises other necessary electronic and mechanical components that are well known in the art and are designed to operate and control the system and connect the system to the aircraft.

[0018] The central power unit (2) is a relatively powerful engine comprising one or more brushless or other type of electric motors and propellers (5.1, 5.2). The one or more electric motors of the central power unit (2) are arranged, for example, one above the other on an axis, and the propellers (5.1, 5.2) rotate in opposite directions. The propellers (5.1, 5.2) are arranged so that the upper propeller (5.1) rotates in a plane different from the plane of rotation of the lower second propeller (5.2) and parallel to the plane of rotation, and the one or more electric motors of the two propellers (5.1, 5.2) are located between these planes. The two propellers (5.1, 5.2) of the central power unit allow full compensation of the torsional reaction of the two propellers, i.e., without the need for additional aerodynamic compensation measures. This also compensates (eliminates) gyroscopic moments that are not required for the overall control of the aircraft.

[0019] The peripheral power units (3) are units of relatively low power compared to the central power unit (2). The peripheral power units (3) are primarily designed to control the aircraft thrust control system relative to the horizontal motion axes X and Z. Each peripheral power unit (3) comprises at least one electric motor (such as a brushless electric motor) and at least one propeller (6.1, 6.2). The peripheral power units (3) are arranged on branches (4) of the monolithic body (1) relative to the central part, for example at the distal end of the branches. The branches (4) extend radially from the central rotation axis of the propellers (5.1, 5.2) of the central power unit (2) and are outside the aerodynamic operating area of the propellers (5.1, 5.2). All peripheral power units (3) are open, wherein the propellers (6.1, 6.2) have no side coverings such as aerodynamic ducts.

[0020] According to one embodiment of the present invention, and as Figure 1As shown, an aircraft thrust control system comprises an open central power unit (2) and four open peripheral power units (3), wherein the open central power unit has at least one electric motor and two propellers (5.1, 5.2) arranged as described above. Compared with the central power unit (2), the power of the peripheral power units (3) is relatively low. The peripheral power units (3) are mainly designed to control the aircraft thrust control system relative to the horizontal movement axes X and Z. Each peripheral power unit (3) comprises an electric motor (such as a brushless electric motor) and a propeller (6.1). The peripheral power units (3) are arranged on branches (4) of the monolithic body (1) relative to the central part, for example at the distal end of the branches. The branches (4) extend radially from the central rotation axis of the propellers (5.1, 5.2) of the central power unit (2) and are outside the aerodynamic operating area of the propellers (5.1, 5.2). All peripheral power units (3) are open, wherein the propellers (6.1) have no side coverings such as aerodynamic ducts. The propellers (6.1) of the peripheral power units (3) run in substantially the same plane as the upper propeller (5.1) of the central power unit (2). The power units are arranged radially at 90 degree intervals.

[0021] According to another embodiment of the present invention, and as Figure 2As shown, the aircraft thrust control system includes an open central power unit (2) and three peripheral power units (3), the open central power unit having at least one motor and two propellers (5.1, 5.2) arranged as described above. The peripheral power units (3) are arranged on branches (4) of the monolithic body (1) relative to the central part, for example, at the distal end of the branches. The branches (4) extend radially from the central rotation axis of the propellers (5.1, 5.2) of the central power unit (2) and are outside the aerodynamic operating area of the propellers (5.1, 5.2). All peripheral power units (3) are open, wherein the propellers (6.1, 6.2) have no side coverings such as aerodynamic ducts. The power units are radially arranged at 120 degree intervals. In order to provide aerodynamic compensation for the three peripheral power units (3) relative to the vertical axis of the aircraft, each of the three peripheral power units (3) is equipped with two relatively low-power electric motors and propellers (6.1, 6.2) rotating in opposite directions, one above the other. The propellers are arranged so that one propeller (6.1) rotates in a plane different from the plane of rotation of the second propeller (6.2). The motors of the propellers (6.1, 6.2) are arranged, for example, between such planes. The upper propeller (6.1) of the peripheral power unit (3) runs in substantially the same plane as the upper propeller (5.1) of the central power unit (2). The lower propeller (6.2) of the peripheral power unit (3) runs in substantially the same plane as the lower propeller (5.2) of the central power unit (2).

[0022] According to yet another embodiment of the present invention, and as Figure 3As shown, an aircraft thrust control system comprises a central power unit (2) and four open peripheral power units (3), which are housed in an aerodynamic duct (7) and have at least one electric motor and two propellers (5.1, 5.2) arranged as described above. Compared to the central power unit (2), the power of the peripheral power units (3) is relatively low. The peripheral power units (3) are primarily designed to control the aircraft thrust control system relative to the horizontal axes of motion X and Z. Each peripheral power unit (3) comprises an electric motor (such as a brushless motor) and a propeller (6.1). The peripheral power units (3) are arranged on branches (4) of the monolithic body (1) relative to the central part, for example at the distal end of the branches. The branches (4) extend radially from the central rotation axis of the propellers (5.1, 5.2) of the central power unit (2) and are outside the aerodynamic operating area of the propellers (5.1, 5.2). All peripheral power units (3) are open, wherein the propellers (6.1) have no side coverings such as aerodynamic ducts. The propellers (6.1) of the peripheral power units (3) run in substantially the same plane as the upper propeller (5.1) of the central power unit (2). The power units are arranged radially at 90 degree intervals.

[0023] According to yet another embodiment of the present invention, and as Figure 4As shown, an aircraft thrust control system comprises a central power unit (2) and three peripheral power units (3), the central power unit being housed in an aerodynamic duct (7) and having at least one motor and two propellers (5.1, 5.2) arranged as described above. The peripheral power units (3) are arranged on branches (4) of a monolithic body (1) relative to the central part, for example at the distal ends of the branches. The branches (4) extend radially from the central rotation axis of the propellers (5.1, 5.2) of the central power unit (2) and are outside the aerodynamic operating area of the propellers (5.1, 5.2). All peripheral power units (3) are open, wherein the propellers (6.1, 6.2) have no side coverings such as aerodynamic ducts. The power units are arranged radially at angular intervals of 120 degrees. In order to provide aerodynamic compensation for the three peripheral power units (3) relative to the vertical axis of the aircraft, each of the three peripheral power units (3) is equipped with two upper and lower relatively low-power electric motors and propellers (6.1, 6.2) rotating in opposite directions. The propellers are arranged so that one propeller (6.1) rotates in a plane different from the plane of rotation of the other propeller (6.2). The motors of the propellers (6.1, 6.2) are arranged, for example, between such planes. The upper propeller (6.1) of the peripheral power unit (3) runs in substantially the same plane as the upper propeller (5.1) of the central power unit (2). The lower propeller (6.2) of the peripheral power unit (3) runs in substantially the same plane as the lower propeller (5.2) of the central power unit (2).

[0024] In all embodiments of the present invention, the central thrust power unit (2) is separated from the peripheral power units (3) so that the central thrust power unit (2) does not participate in controlling the direction of movement of the aircraft thrust control system in the air. The central power unit (2) is designed to generate higher or lower lift, thereby obtaining better main thrust energy parameters. This effect is basically achieved by using two propellers (5.1, 5.2) of the central power unit (2) rotating in different directions.

[0025] In all embodiments of the present invention, the upper propeller (5.1) of the central power unit (2) and the upper propeller (6.1) of the peripheral power unit (3) can be spaced approximately equal to the diameter of the upper propeller (5.1) of the central power unit from the end of the propeller (5.1) and installed at substantially the same level. The lower propeller (5.2) of the central power unit (2) and the lower propeller (6.2) of the peripheral power unit (3) can be spaced approximately equal to the diameter of the lower propeller (5.2) of the central power unit from the end of the propeller (5.2) and installed at substantially the same level.

[0026] In all embodiments of the invention, the dimensions of the propellers (5.1, 5.2) of the central power unit (2) may be, for example, as follows:

[0027] - Lengths of 0.4-1.5m, suitable for vertical thrust vehicles with low lift mass (5-60kg) and low power (1-10kW). This category includes all unmanned vertical thrust vehicles (electric helicopters), including those designed solely for vertical flight using aerodynamic nozzles. Both the main thrust power unit and the control power unit are powered by separate BLDC electric motors of varying capacities, which can be powered by lithium-polymer batteries.

[0028] - Lengths of 1.5-4m, suitable for vertical thrust vehicles with medium lift mass (60-800kg) and medium power (10-100kW). This category includes manned and unmanned vertical thrust vehicles (electric helicopters). In this case, depending on the design and actual application, the main thrust power unit is driven by a high-power BLDC electric motor or (especially in cases with power exceeding 50kW) by an internal combustion engine (piston, Vankel type) or a low-power turbine engine.

[0029] - Length > 4m, suitable for upright thrust aircraft with large lifting mass (> 800kg) and high power (> 100kW). This category mainly includes manned aircraft with more than 2 passengers, but in some cases can also be unmanned aircraft with a large lifting force. In this case, taking into account the latest technological possibilities, the main thrust power unit is no longer electric due to the excessive mass of large-capacity batteries; as a separate case, it can be electric when powered by wires and the aircraft is operated only through the vertical Y axis and very locally (for example, lifting or lowering the load in the vertical direction, with only slight horizontal movements). If the aircraft is also used for horizontal operation, the electric motor of the main power unit must be an internal combustion engine (piston, Vankel type) or a turbine engine of appropriate power.

[0030] In all cases, when the power units (2, 3) are electric BLDC motors or are electronically controlled, they are powered by batteries of appropriate capacity. In the case where the central power unit (2) is not based on an electric motor, the batteries of the peripheral power units (3) are charged throughout the flight using the energy of the electric motors (e.g. combustion engines) of the central power unit (2) by turning generators (alternators) of corresponding power.

[0031] When choosing the power of the electric motor of the peripheral power unit (3) and, accordingly, the diameter of the propellers (6.1, 6.2), the main criterion is to generate the required mechanical torque M in order to tilt the aircraft relative to the X and Z axes. The torques are the product of the thrust Ftr generated by the thrust power unit and the arm force L:

[0032] M=Ftr.×L.

[0033] This depends on the moments and gyroscopic moments (if any) generated by the mass and inertia of the aircraft. Therefore, the distance of the peripheral power unit (3) from the center of mass, the thrust generated by the power unit and, accordingly, the diameter of the propeller (6.1, 6.2) must be calculated individually in each case. In all embodiments of the invention, when the aircraft thrust control system is installed in the aircraft structure, the aircraft body or the cargo must be located below the control system. This arrangement creates a situation where the center of gravity of the thrust is above the center of gravity of the aircraft, which makes the entire system self-stabilized relative to the center of gravity during flight.

[0034] In all embodiments of the present invention, the direction of movement of the aircraft thrust control system in the air is controlled by changing the rotation speed of the propellers (6.1, 6.2) of the peripheral power units (3.1, 3.2).

[0035] The central power units (2.1, 2.2) arranged in this way generate approximately 90% of the vertical thrust of the thrust control system. The peripheral power units (3.1, 3.2) arranged in this way generate approximately 10% of the vertical lift of the thrust control system. The thrust distribution percentage is calculated based on the total thrust or the total lifted mass of the aircraft.

[0036] While this description includes many features and advantages, as well as structural details and characteristics, of the present invention, it is given as an example of an embodiment of the invention. Changes may be made in detail, particularly in form, size, and arrangement of materials, in accordance with the broadly understood definition of the terms used in the claims without departing from the principles of the invention.

Claims

1. An aircraft thrust control system, the aircraft thrust control system having a roll axis (X), a yaw axis (Y), and a pitch axis (Z), the aircraft thrust control system comprising: a central power unit (2), the central power unit (2) being open or housed in an aerodynamic duct (7), the central power unit (2) comprising an upper propeller (5.1) and a lower propeller (5.2), the upper propeller (5.1) and the lower propeller (5.2) of the central power unit (2) being arranged above and below and configured to rotate in opposite directions, and An open peripheral power unit (3), each of the peripheral power units (3) being configured with only an upper propeller (6.1), or being configured with an upper propeller (6.1) and a lower propeller (6.2), the peripheral power unit (3) being located outside the aerodynamic operating range of the upper propeller (5.1) and the lower propeller (5.2) of the central power unit (2), The central power unit (2) is configured to generate only the lifting force of the aircraft relative to the yaw axis (Y) direction and is not involved in the control of the direction of movement of the aircraft. When the peripheral power unit (3) is configured with only the upper propeller (6.1), the peripheral power unit (3) is configured to control the direction of motion of the aircraft relative to the roll axis (X), the yaw axis (Y), and the pitch axis (Z) by changing the rotation speed of the upper propeller (6.1), and the upper propeller (5.1) of the central power unit (2) and the upper propeller (6.1) of the peripheral power unit (3) operate in substantially the same plane. When the peripheral power unit (3) is configured with the upper propeller (6.1) and the lower propeller (6.2), the peripheral power unit (3) is configured to control the movement direction of the aircraft relative to the roll axis (X), the yaw axis (Y), and the pitch axis (Z) by changing the rotation speed of the upper propeller (6.1) and the lower propeller (6.2); the upper propeller (5.1) of the central power unit (2) and each of the upper propellers (6.1) of the peripheral power unit (3) operate in substantially the same plane; and the lower propeller (5.2) of the central power unit (2) and the lower propeller (6.2) of the peripheral power unit (3) operate in substantially the same plane.

2. An aircraft thrust control system according to claim 1, wherein the system comprises four peripheral power units (3), the upper propellers (6.1) of the peripheral power units being configured to run in substantially the same plane as the upper propellers (5.1) of the central power unit (2).

3. An aircraft thrust control system according to claim 1, wherein the system comprises three peripheral power units (3), each peripheral power unit comprising an upper propeller (6.1) and a lower propeller (6.2), wherein the upper propeller (6.1) of each peripheral power unit (3) is configured to rotate in a direction opposite to the lower propeller (6.2) of the power unit (3), and wherein the upper propeller (6.1) of each peripheral power unit (3) is configured to rotate in a plane different from the rotation plane of the lower propeller (6.2), and wherein the upper propeller (6.1) of the peripheral power unit (3) runs in substantially the same plane as the upper propeller (5.1) of the central power unit (2), and the lower propeller (6.2) of the peripheral power unit (3) runs in substantially the same plane as the lower propeller (5.2) of the central power unit (2).

4. The aircraft thrust control system according to any one of claims 1 to 3, wherein the lengths of the upper propeller (5.1) and the lower propeller (5.2) of the central power unit (2) are 0.4-1.5 m.

5. The aircraft thrust control system according to any one of claims 1 to 3, wherein the lengths of the upper propeller (5.1) and the lower propeller (5.2) of the central power unit (2) are 1.5-4 m.

6. The aircraft thrust control system according to any one of claims 1 to 3, wherein the lengths of the upper propeller (5.1) and the lower propeller (5.2) of the central power unit (2) are greater than 4 m.

7. An aircraft comprising an aircraft thrust control system according to any one of the preceding claims.

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