Vertical takeoff and landing aircraft

Abstract

The invention relates to a vertical takeoff and landing aircraft (1), comprising - a fuselage (2), - two wings (3, 4) which engage the fuselage (2) and extend laterally away from the fuselage (2), wherein in the region of each of the two wings (3, 4) at least one wing lift unit (5a-5c, 6a-6c) is arranged, wherein the wing lift units (5a-5c, 6a-6c) are designed to enable hovering of the aircraft (1), - a first nose lift unit (7) and a second nose lift unit (8) which are arranged laterally on the opposite sides of the fuselage (2) and each comprise a boom (70, 80) to which a rotor (71, 81) is attached, wherein the rotors (71, 81) are designed to be arranged in a first orientation to support hovering in a first, substantially horizontal plane of rotation (E1, E2). to rotate, and wherein the booms (70,80) are designed to be rotatable by 90° or at least nearly 90° about their longitudinal axis in such a way that the rotors (71, 81) can be transferred from the first orientation into a second orientation in which the rotors (71, 81) are designed to rotate in a second, substantially vertical plane of rotation (E1', E2') to provide propulsion for the aircraft (1).

Description

The present invention relates to a vertically launchable and landable aircraft comprising a fuselage, two wings which engage the fuselage and extend laterally away from the fuselage, wherein at least one wing lift unit is arranged in each case in the region of each of the two wings, wherein the wing lift units are designed to enable hovering of the aircraft, and a first nose lift unit and a second nose lift unit which are arranged laterally on the mutually opposite sides of the fuselage and each comprise a boom to which a rotor is respectively attached, wherein the rotors are designed to rotate in a first orientation in a first, substantially horizontal plane of rotation in order to assist hovering.Aircraft capable of vertical takeoff and landing are already known from the prior art in various embodiments. These are frequently also referred to as VTOL aircraft, wherein "VTOL" is the English acronym for "Vertical Take-Off and Landing" ("Vertical Takeoff and Landing"). An aircraft capable of vertical takeoff and landing is distinguished in that it lifts vertically from a ground during takeoff and lands vertically on a ground during landing.EP 3 119 673 B1 discloses a VTOL aircraft in which the rotor blades of a plurality of rotor units are adjustable between a raised position and a retracted position.DE 10 2020 127 041 discloses a vertically launchable and landingable aircraft of the type mentioned at the beginning. This aircraft has a fuselage which provides, inter alia, a passenger compartment, and a first wing and a second wing. The two wings engage the fuselage of the aircraft and extend laterally outwardly from the fuselage in the transverse direction. The two wings are designed to generate an aerodynamic lift of the aircraft during a forward flight phase. In order to enable vertical take-off and landing of the aircraft, the aircraft has at least one wing lift unit each, at least in the region of each wing, which is also referred to as a wing lift unit (WLU). The vertical take-off and landing of the aircraft, which is effected by using the wing lift units, can be assisted by at least one nose lift unit which engages a nose in a front region of the fuselage of the aircraft. Such a nose lift unit is often also referred to as a noose lift unit (NLU) and is positioned on one side of the fuselage of the aircraft. Two such nose lift units may also be used on the opposite sides of the fuselage. The nose lift units are preferably mounted pivotably with respect to the fuselage, namely in such a way that for launching and landing the aircraft the respective nose lift unit is pivoted out of the fuselage, whereas for a cruise flight operation after launching and before landing the aircraft the respective nose lift unit is pivoted into the fuselage. For advancing the aircraft after the vertical takeoff thereof, it has one or more advance drive units which are integrated into the tail of the fuselage and generate the necessary advance for the forward flight movement of the aircraft during the cruise operation. A particular disadvantage here is that the total mass of the aircraft is increased by the provision of the at least one propulsion drive unit.The object of the present invention is to provide a vertically launchable and landingable aircraft of the type mentioned at the beginning, which has a reduced total mass compared to the aircraft with propulsion drive units known from the prior art.The solution of this task provides a generic, vertically launchable and landingable aircraft with the features of the characterizing part of claim 1.An aircraft according to the invention capable of takeoff and landing vertically is characterized in that the cantilevers (70, 80) are designed to be rotatable through 90° or at least approximately 90° about their longitudinal axis in such a way that the rotors can be transferred from the first orientation into a second orientation in which the rotors are configured to rotate in a second, substantially vertical plane of rotation in order to provide a feed for the aircraft. By means of the present invention, a propulsion architecture for a vertically launchable and landable aircraft (VTOL aircraft) is provided which satisfies the requirements for hover flight, cruise flight and the transition between hover flight and cruise flight (and vice versa). In particular in hover flight, due to the center of gravity, a certain lift must be generated in the front region of the aircraft, which lift is provided by the two front nose lift units when their rotors rotate in the first plane of rotation. This additional lift is all the more important the further the wings with the drive units embedded therein are arranged at the rear. When the rotors are pivoted such that they rotate in the second plane of rotation, they provide a forward feed for the flight of the aircraft. As a result, it is advantageously not necessary, or at least not absolutely necessary, to equip the aircraft with additional forward propulsion drive units which provide a forward propulsion for the forward flight movement. Dispensing with one or more feed drive units results in, among other things, weight advantages and advantages with regard to the profile resistance during the air flow around the vanes. A further advantage is that an increased usable span of the wings of the aircraft can be made possible. In addition, the rotors of the nose lift units can advantageously have large rotor surfaces.In a preferred embodiment, it is proposed that the nose lift units are designed such that, when not in use, they can be stowed in a lower region of the fuselage of the aircraft in a non-use position.In a particularly preferred embodiment, it is possible for the cantilevers to be designed such that they are mounted such that they can be pivoted about a vertical axis of rotation extending in the vertical direction of the aircraft, such that they can be transferred from a pivoted-in non-use position into a pivoted-out operating position and vice versa. Preferably, the cantilevers of the nose lift units can be designed to be pivotable through 90° about the vertical axis of rotation extending in the vertical direction.In one embodiment, it is provided that the cantilevers are designed such that they are rotatable about their vertical axis of rotation in a position of the rotors which corresponds to the second orientation of the rotors.In an alternative embodiment, it can also be provided that the cantilevers are designed such that they are rotatable about their vertical axis of rotation in a position of the rotors which corresponds to the first orientation of the rotors.In one embodiment, it is proposed that the rotors of the nose lift units have at least two rotor blades of rigid design.In an alternative embodiment, it is possible for the rotors of the nose lift units to have at least two rotor blades of foldable design.In a preferred embodiment, it can be provided that the rotor blades of the rotors are designed such that their angles of attack are adjustable. As a result, the aerodynamic properties of the rotor blades can be adapted.Further features and advantages of the present invention will become apparent from the following description of a preferred embodiment with reference to the accompanying drawings. The following are shown: FIG. 1 shows a first isometric, schematically simplified view of a vertically launchable and landingable aircraft according to an exemplary embodiment of the invention, FIG. 2 shows a second isometric, schematically simplified view of the aircraft, FIG. 3 shows a schematically simplified side view of the aircraft, FIG. 4 shows a schematically simplified front view of the aircraft, FIG. 5 shows a schematically simplified plan view of the aircraft.With reference to FIGS. 1 and 2, a vertical launch and landing aircraft 1 comprises a fuselage 2 which provides a passenger compartment, among other things, and a first wing 3 and a second wing 4. The two wings 3, 4 are designed to generate an aerodynamic lift of the aircraft 1 during a forward flight phase.The aircraft 1 is capable of takeoff and landing vertically. This means that the aircraft 1 lifts vertically from a ground when starting and lands vertically on a ground when landing. In order to enable such a vertical take-off and landing of the aircraft 1, the aircraft 1 has at least one wing lift unit 5 a- 5 c, 6 a- 6 c,which is frequently also referred to as wing lift unit (WLU), at least in the region of each of the two wings 3, 4. In the exemplary embodiment shown here, each of the two wings 3, 4 has three respective wing lift units 5 a- 5 c, 6 a- 6 cembedded therein. Preferably, each of the wing lift units 5 a- 5 c, 6 a- 6 cmay each comprise a ducted propeller.The aircraft 1 requires a propulsion architecture which meets the requirements for hover flight, cruise flight and a transition from hover flight to cruise flight (and vice versa). In particular in hover flight, a certain lift must be generated in a front region of the aircraft 1 on account of the center of gravity of the aircraft 1. The wings 3, 4 with the wing lift units 5 a- 5 c, 6 a- 6 cembedded therein, which enable vertical take-off and landing, are located in the present case in a rear region of the aerial vehicle 1. The nose lift units 7, 8, which are also referred to as a nose lift unit (NLU), are positioned on both mutually opposite sides (i.e. left and right) of the fuselage 2. Each of the two nose lift units 7, 8 has a boom 70, 80. In the operating position of the nose lift units 7, 8, the arms 70, 80 extend laterally outwards away from the fuselage 2 and each have a rotor 71, 81 at an outer end. The rotors 71, 81 are preferably designed to be driven by electric motor and can be designed in particular (and as illustrated in the present case) as two-blade rotors 71, 81 or, in an alternative embodiment which is not explicitly illustrated here, multi-blade, foldable rotors 71, 81. Preferably, the rotor blades of the rotors 71, 81 can have adjustable angles of attack in order to be able to adapt their aerodynamic properties.The nose lift units 7, 8 are configured such that during operation in a first orientation the rotors 71, 81 each rotate in a first, horizontal plane of rotation E1, E2 (x-y plane) to thereby assist in hovering flight of the aircraft 1 initiated by the wing lift units 5a-5c, 6a-6c. This first orientation of the rotors 71, 81 in the first, horizontal plane of rotation can be seen in FIG. 1.The nose lift units 7, 8 are furthermore designed such that the rotors 71, 81 can be transferred from the first orientation into an orientation which is illustrated in FIG. 2. In this second orientation, the rotors 71, 81 of the nose lift units 7, 8 each rotate in a second rotation plane E 1', E 2', which is rotated by 90° or by approximately 90° with respect to the first, substantially horizontal rotation plane E 1, E 2, so that each of the second rotation planes E 1', E 2' forms an (at least approximately) vertical rotation plane (y-z plane). In the second orientation, the rotors 71, 81 enable a cruise flight of the aircraft 1 on account of the rotation in the second rotation plane by the two rotors 71, 81 generating a forward flight forward flight direction advance of the aircraft 1. The transfer of the two rotors 71, 81 from their first plane of rotation E1, E2to the second plane of rotation E1', E2' (and vice versa) takes place by a rotation of the two cantilevers 70, 80 by 90° or at least approximately 90° about a longitudinal axis of the relevant cantilever 70, 80. If after the end of the cruise flight a vertical landing of the aircraft 1 is to take place, the rotors 71, 81 are again rotated by a rotation of the cantilevers 70, 80 by 90° or at least approximately 90° about their longitudinal axis from the second plane of rotation E1', E2' into the first plane of rotation E1, E2and can then again support the wing lift units 5a-5c, 6a-6c in the hovering flight phase. The same applies to the second nose lift unit 8.The nose lift units 7, 8 are preferably designed such that, when not in use, they can be stowed in a lower region of the fuselage 2 of the aircraft 1 in a non-use position (parking position) P. For this purpose, the arms 70, 80 are designed such that they are mounted pivotably about a vertical axis of rotation (z axis) extending in the vertical direction, such that they can be transferred from the pivoted-in non-use position P into the pivoted-out operating position B (and vice versa).FIGS. 3 to 5 once again show the different positions of the rotors 71, 81 of the nose lift units 7, 8.FIG. 3 shows a side view of the aircraft 1. A first position of the boom 70 of the first nose lift unit 7, which represents a folded-in non-use position P, can be seen approximately in the middle of the figure. The boom 70 with the rotor 71 attached thereto is then advantageously stored in a lower region of the fuselage 2 for passenger entry, passenger exit, for parking the aircraft 1 and for incidents. The position of the boom 70 with the rotor 71 attached thereto folded by 90° in comparison with the operating position B advantageously results in a reduced boarding height for the passengers of the aircraft 1, in particular if a plurality of foldable rotor blades of the rotor 71 are to be stowed.In FIG. 3 on the left side, the boom 70 with the rotor 71 attached thereto is shown in the deployed operating position B. The first plane of rotation E 1 of the rotor 71 can be seen, in which it supports the hover flight of the aircraft 1. In addition, the second plane of rotation E1' of the rotor 71 is also drawn in, in which it enables the cruise operation of the aircraft 1 by providing it with a forward feed that enables forward flight of the aircraft 1.In order to be able to show all possible operating positions of the rotors 71, 81 in FIGS. 4 and 5, the display positions were intentionally selected such that in FIG. 4 the rotor 71 of the first nose lift unit 7 would rotate in the second, vertical or nearly vertical plane of rotation E1', whereas the rotor 81 of the second nose lift unit 8 would rotate in the first (horizontal or nearly horizontal) plane of rotation E2. In FIG. 5, the illustration is reversed. In real flight operation, the two rotors 71, 81 naturally either rotate jointly in the first rotation plane E 1, E 2 to support hover flight or jointly in the second rotation plane E 1', E 2' to provide propulsion in cruise operation. During the transfer of the rotors 71, 81 from the first plane of rotation E 1, E 2 into the second plane of rotation E 1', E 2', and vice versa, the arms 70, 80 are each rotated through 90° about their longitudinal axis. This creates a seamless transition from the hovering flight configuration of the rotors 71, 81 into the cruising flight configuration (and vice versa), without additional structures having to be provided in front of the rotors 71, 81.In FIG. 5, the pivoting movements of the cantilevers 70, 80 of the two nose lift units 7, 8 have additionally been symbolized by corresponding arrows 9, 10. The pivoting of the arms 70, 80 is preferably effected in the second orientation of the rotors 71, 81, in which they are rotatable in the second rotational plane E 1', E 2'. In principle, however, embodiments are also conceivable in which the pivoting in of the arms 70, 80 takes place in a position of the rotors 71, 81 in which they are rotatable in the first plane of rotation E 1, E 2.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedEP 3 119 673 B1

[0003] DE 10 2020 127 041

[0004]

Claims

A perpendicularly launchable and landingable aircraft (1) comprising - a fuselage (2), - two wings (3, 4) which engage the fuselage (2) and extend laterally away from the fuselage (2), wherein in the region of each of the two wings (3, 4) at least one wing lift unit (5a-5c, 6a-6c) is arranged in each case, wherein the wing lift units (5a-5c, 6a-6c) are configured to enable a hover flight of the aircraft (1), - a first nose lift unit (7) and a second nose lift unit (8) which are arranged laterally on the mutually opposite sides of the fuselage (2) and in each case comprise a cantilever arm (70, 80) to which a rotor (71, 81) is arranged in each case, wherein the rotors (71, 81) are configured to allow a hover flight of the aircraft (1), in a first orientation for supporting hover flight to rotate in a first, substantially horizontal plane of rotation (E1, E2), characterized in that the arms (70, 80) are designed to be rotatable through 90° or at least approximately 90° about their longitudinal axis in such a way that the rotors (71, 81) can be transferred from the first orientation into a second orientation in which the rotors (71, 81) are designed to rotate in a second, substantially vertical plane of rotation (E1', E2') in order to provide a forward feed for the aircraft (1).The vertical launch and landing aircraft (1) according to claim 1, characterized in that the nose lift units (7, 8) are configured such that, when not in use, they can be stowed in a lower region of the fuselage (2) of the aircraft (1) in a non-use position (P).The vertically launchable and landingable aircraft (1) according to claim 2, characterized in that the cantilevers (70, 80) are designed such that they are mounted pivotably about a vertical axis of rotation extending in the vertical direction of the aircraft (1), such that they can be transferred from a pivoted-in non-use position (P) into a pivoted-out operating position (B) and vice versa.The vertical launch and landing aircraft (1) according to claim 3, characterized in that the cantilevers (70, 80) are designed to be rotatable about their vertical axis of rotation in a position of the rotors (71, 81) corresponding to the second orientation of the rotors (71, 81).The vertical launch and landing aircraft (1) according to claim 3, characterized in that the cantilevers (70, 80) are designed to be rotatable about their vertical axis of rotation in a position of the rotors (71, 81) corresponding to the first orientation of the rotors (71, 81).The vertical launch and landing aircraft (1) according to any one of claims 1 to 5, characterized in that the rotors (71, 81) of the nose lift units (7, 8) have at least two rigid rotor blades.The vertical launch and landing aircraft (1) according to any one of claims 1 to 5, characterized in that the rotors (71, 81) of the nose lift units (7, 8) have at least two folding rotor blades.The vertical launch and landing aircraft (1) according to one of claims 6 or 7, characterized in that the rotor blades of the rotors (71, 81) are designed such that their angles of attack can be adjusted.

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