Air intake device for vertical take-off aircraft

Abstract

Air inlet device for vertical take-off aircraft Air inlet device 5 for vertical take-off aircraft 1, configured to fit an opening 7 of aircraft 1. The air inlet device 5 comprises an air diverter 9 which comprises a conduit 11. The conduit 11 has an inlet end 13 in communication with the outside and an outlet end 15 communicating with the opening 7 of aircraft 1 so as to allow air to flow into the diverter 9 between the inlet end 13 and the outlet end 15 and to enter the opening 7 to supply the aircraft 1 with outside air. The deflector 9 is rotatable near the outlet end 15 about an axis of rotation 17. The deflector 9 comprises a fin 21, parallel to the axis of rotation 17 or including the axis of rotation 17. The fin 21 is arranged on the deflector 9 opposite the inlet end 13 relative to the axis of rotation 17.

Description

Title of the invention: Air intake device for vertical take-off aircraft

[0001] The invention relates to the field of vertical take-off aircraft, more particularly the field of electrically powered aircraft.

[0002] The field of aeronautics is currently undergoing many upheavals, partly related to the evolution of environmental requirements, and partly related to the development of electrically powered aircraft. In particular, the field of VTOL (Vertical Take-Off and Landing) is particularly dynamic because it offers very interesting prospects as a new means of mobility.

[0003] The field of VTOLs is itself quite old (VTOLs were developed as early as 1921), but their electrification has led to an explosion of new solutions being proposed, including VTOLs with a hybrid energy source. An example of a VTOL is described in application FR2203565. The advantages of this electric propulsion system include increased efficiency, reduced greenhouse gas emissions and greater flexibility in power management.

[0004] VTOLs include horizontal propulsion for the flight phase and vertical propulsion for the takeoff and landing phases. Both horizontal and vertical propulsion can be achieved by electric thrusters. In the case of a hybrid VTOL, the production of electrical energy is achieved by a primary energy generator, generally thermal.

[0005] A thermal generator requires cooling. In aeronautics, air cooling is preferred. For a thermal generator, air is also necessary for combustion. The air comes from outside the aircraft and is taken in by a static device, generally one or more air inlets. The dynamic pressure generated by the movement of the aircraft facilitates the delivery of air inside the aircraft to the generator via the air inlets.

[0006] The air inlets are designed to channel external air to the generator and to specific systems, such as cooling, pressurization, defrosting or other equipment that requires a supply of fresh air to operate properly.

[0007] The air inlets are designed to ensure that the air required for the operation of the generator and systems is fresh and unpolluted, avoiding the recirculation of cabin air or exhaust gases. The air inlets are designed to minimize aerodynamic resistance and allow adequate airflow to the generator. generator and the systems concerned.

[0008] The air intakes of conventional aircraft are oriented facing the flow of air around the aircraft in order to optimize the air intake. However, for these aircraft, the flow being mainly horizontal, the air intakes are designed to take air arriving horizontally relative to the aircraft.

[0009] Vertical take-off aircraft require air sampling, including for the take-off and landing phases. Conventional air intakes for horizontal runway take-off aircraft would not allow a vertical take-off aircraft to sample air efficiently during vertical take-off and landing because the airflow is vertical, and therefore incompatible with conventional air intakes.

[0010] The Applicant sought to supply air to the aircraft systems during the takeoff and landing phases with an active air inlet for the different flight phases and with high efficiency.

[0011] The invention improves the situation. To this end, it proposes an air intake device for a vertical takeoff aircraft, configured to fit an aircraft opening. The air intake device comprises an air diverter, said diverter comprising a conduit having an inlet end in communication with the outside and an outlet end capable of communicating with the aircraft opening so as to allow air to flow into the diverter between the inlet end and the outlet end and to enter the opening to supply the aircraft with outside air, the diverter being rotatable near the outlet end about an axis of rotation, and the diverter comprising at least one fin, said fin being parallel to the axis of rotation or comprising the axis of rotation and being arranged on the diverter opposite the inlet end relative to the axis of rotation.

[0012] This device is particularly advantageous because it allows air to be captured with an opening arranged facing the air flow, regardless of the position of this flow relative to the aircraft. The efficiency / power of the generator is improved for the takeoff and landing phases.

[0013] In one embodiment, the inlet end is arranged perpendicular to the axis of rotation. The air flow rate is high.

[0014] In one embodiment, the diverter has a scoop shape, the pipe forming an elbow. The pressure losses are reduced.

[0015] In one embodiment, the pipe forms an elbow having an angle between 0 and 90°. The integration of the air intake device on the aircraft is facilitated.

[0016] In one embodiment, the air inlet device further comprises a rolling bearing mounted on the diverter near the outlet end allowing the rotation of the diverter. The orientation of the air inlet can be achieved with low speed airflow.

[0017] In one embodiment, the diverter has a NACA air intake shape. The drag of the aircraft is reduced.

[0018] In one embodiment, the deflector comprises a median plane, the input end and the output end being perpendicular to the median plane and the median plane comprising the axis of rotation.

[0019] The invention also relates to a vertical take-off aircraft (VTOL) comprising at least one electrical source, at least one opening provided on the aircraft fluidly communicating with the electrical source and at least one air intake device. Said air intake device comprises an air diverter comprising a conduit having an inlet end in communication with the outside and an outlet end communicating with the opening so as to allow air to flow into the diverter between the inlet end and the outlet end and to enter the opening to supply the aircraft with outside air. The diverter is rotatably mounted on the opening near the outlet end about an axis of rotation. The diverter comprises at least one fin, said fin being parallel to the axis of rotation or comprising the axis of rotation and being arranged on the diverter opposite the inlet end with respect to the axis of rotation.Higher airflow is provided during takeoff and landing.

[0020] In one embodiment, the vertical takeoff aircraft further comprises at least one thruster generating a vertical airflow, wherein the air inlet device is disposed below the thruster such that the inlet end is located in the vertical airflow during operation of the thruster. During takeoff and landing, the vertical thrusters generate a vertical airflow sufficient to rotate the deflector.

[0021] In one embodiment, an air inlet is assigned to each electrical source. The air distribution network is simplified and lightened.

[0022] Other characteristics and advantages of the invention will appear more clearly on reading the following description, taken from examples given for illustrative and non-limiting purposes, taken from the drawings in which:

[0023] [Fig-1] illustrates a perspective view of a vertical takeoff aircraft equipped with a air inlet device.

[0024] [Fig.2] illustrates a schematic diagram of the air inlet device mounted on a aircraft.

[0025] [Fig.3] illustrates the air intake device mounted on an aircraft during a take-off phase.

[0026] [Fig.4] illustrates the air intake device mounted on an aircraft during a phase of flight.

[0027] [Fig.5] illustrates the air inlet device mounted under an aircraft propeller during of a takeoff or landing phase.

[0028] [Fig.6] illustrates a variant of the air inlet device mounted under a thruster of aircraft during a takeoff or landing phase.

[0029] The drawings and the description below contain, for the most part, elements of a certain character. They may therefore not only serve to better understand the present invention, but also contribute to its definition, if necessary.

[0030] A VTOL (Vertical Takeoff and Landing) is an aircraft 1 capable of taking off and landing vertically. This capability is made possible by vertical thrusters 3. The vertical thrusters 3 are here electric. The vertical thrusters 3 are here electrically powered by an electrical source 2. The electrical source 2 is installed on board the aircraft 1. The electrical source 2 comprises a combustion engine and an electrical energy generator driven by the combustion engine.

[0031] The vertical thrusters 3 are designed to generate the thrust necessary for vertical takeoff. Here, the vertical thrusters 3 are located in wings of the aircraft 1. They may also be located on or under other parts of the aircraft 1, in particular the fuselage.

[0032] The electrical energy generator is responsible for converting mechanical energy from the combustion engine into electrical energy. The electrical energy is then routed to the vertical thrusters 3 to generate the thrust necessary for the takeoff of the aircraft 1.

[0033] The vertical thrusters 3 generate vertical thrust by generating a vertical airflow oriented towards the ground. The generated airflow is oriented opposite to the takeoff direction of the aircraft 1.

[0034] The aircraft 1 comprises at least one opening 7 opening onto the exterior of the aircraft 1. The opening 7 is in fluid communication with conduits 4 inside the aircraft 1. The conduits 4 convey the air towards the electrical source 2 and, where appropriate, towards the other systems of the aircraft 1. The aircraft 1 may comprise a plurality of openings 7 arranged at different locations of the aircraft 1.

[0035] The aircraft 1 comprises at least one air inlet device or air inlet 5. The air inlet 5 is installed on the opening 7.

[0036] The air inlets 5 provide the air necessary for the combustion of fuel. The electrical source 2 also produces heat during its operation. The air inlets 5 make it possible to convey outside air to the electrical source 2, thus dissipating the heat and maintaining the temperature of the electrical source 2 at an acceptable level for the proper operation of the electrical source 2.

[0037] Once the air has been sampled, it is routed to the electrical source 2 or to pressurization, air conditioning or other equipment systems.

[0038] The airflow is provided for a sufficient supply of air for the proper functioning of the electrical source 2 and the systems of the aircraft 1. The air inlets 5 are designed with a specific geometry to optimize the airflow, minimizing disturbances and pressure losses, while ensuring a suitable supply of air, in varied flight conditions.

[0039] The air inlets 5 are designed so that an external air flow generated by the movement of the aircraft penetrates inside the air inlets 5.

[0040] The air inlet 5 communicates fluidly with the opening 7, as illustrated in [Fig.2]. The air inlet 5 and the opening 7 may be coaxial.

[0041] The air inlet 5 comprises an air deflector 9. The deflector 9 is configured to deflect a portion of the outside air flow adjacent to the aircraft 1 towards the opening 7. The deflected portion of the outside air flow forms, downstream, an inside air flow in the air inlet 5.

[0042] The diverter 9 comprises a tubular-shaped conduit 11 having an inlet end 13 and an outlet end 15. The inlet end 13 is in communication with the outside. The outlet end 15 is able to be in communication with the opening 7. Here, once the air inlet 5 is mounted on the aircraft, the inlet end 13 is perpendicular to the opening 7. The inlet end 13 and the outlet end 15 each comprise an orifice in communication with the conduit 11.

[0043] The inlet end 13 and the outlet end 15 have an angle relative to each other of between 30° and 90°.

[0044] Here, the duct 11 has an elbow shape. The elbow shape makes it possible to optimize the flow of the interior air flow and to reduce pressure losses. The duct 11 has an angle of between 0 and 90°. Here, the duct 11 has an angle of 90°. The inlet end 13 is configured to be arranged facing the exterior air flow so as to optimize the air intake. Here, the inlet end 13 has a circular shape. The shape of the inlet end can be designed so as to reduce the drag of the aircraft 1, for example with a half-disc shape.

[0045] The diverter 9 is configured to allow the flow of the interior air flow. The interior air flow is formed at the inlet end 13, flows into the duct 11, exits through the outlet end 15 and enters the ducts 4 of the aircraft 1 through the opening 7. The duct 11 may have a narrowing configured to create a venturi effect and improve air sampling.

[0046] The deflector 9 is rotatable. The deflector 9 is capable of being rotatably mounted on the opening 7 of the aircraft 1 near the outlet end 15 along an axis of rotation 17. Here, the axis of rotation 17 of the deflector 9 is normal to the opening 7. This allows the inlet end 13 to face the external air flow. The deflector 9 has a variable angular position relative to the aircraft 1.

[0047] The deflector 9 comprises a median plane. The inlet end 13 and the outlet end 15 are perpendicular to the median plane. The median plane comprises the axis of rotation 17. Here, the deflector 9 is symmetrical with respect to the median plane.

[0048] Here, the air inlet 5 comprises a rolling bearing 19 mounted on the deflector 9. The rolling bearing 19 is configured to allow rotation of the deflector 9 relative to the aircraft 1. The rolling bearing 19 is mounted near the outlet end 15. The rolling bearing 19 is here arranged outside the duct 11. Thus, the internal air flow flows through the rolling bearing 19. The rolling bearing 19 is adapted to be mounted on the opening 7. The rolling bearing 19 comprises a ring secured to the aircraft 1 and a ring secured to the deflector 9, with rolling elements arranged between the rings.

[0049] As illustrated in [Fig.3], the deflector 9 comprises at least one fin 21. The fin 21 is integral with the deflector 9. Here, the fin 21 is arranged along the median plane of the deflector 9. Alternatively, the fin 21 may be parallel to the median plane of the deflector 9. The fin 21 is perpendicular to the inlet end 13.

[0050] Alternatively, the deflector 9 comprises two fins 21 arranged on either side of the median plane.

[0051] The fin 21 here comprises a proximal edge of the aircraft 1, a distal edge of the aircraft 1 and a trailing edge. The trailing edge connects the distal edge and the proximal edge. The trailing edge is here perpendicular to the distal edge and to the proximal edge. The trailing edge is here parallel to the axis of rotation 17. The distal edge is flush with the inlet end 13. The trailing edge is located downstream of the outlet end 15 according to the air flow. The proximal edge is here parallel to the distal edge. The distal edge is flush with the duct 11 near the inlet opening 13. The fin 21 comprises a fixing edge connected to the duct 11. The fixing edge is concave in the median plane. The fixing between the fixing edge and the duct 11 is here continuous. The fin 21 and the pipe 11 may be in one piece, for example welded, molded or manufactured by additive manufacturing.

[0052] Alternatively, the fin 21 has no proximal edge. The trailing edge is flush with the duct 11. Alternatively, the fin 21 comprises a leading edge. The leading edge is distant from the inlet end. The leading edge is closer to the axis of rotation 17 than to the inlet end 13. The leading edge may be arranged downstream of the axis of rotation 17. The leading edge may intersect with the axis of rotation 17. Alternatively, the fin 21 comprises a leading edge and a trailing edge. and may lack a distal edge and a proximal edge.

[0053] The fin 21 is here perpendicular to the opening 7 and parallel to the axis of rotation 17 or in the same plane. The fin 21 remains perpendicular to the opening 7 whatever the angular position of the deflector 9.

[0054] In use, the outside air flow flows on either side of the fin 21. Thus, the fin 21 is parallel to the outside air flow, causing the deflector 9 to rotate.

[0055] The fin 21 is arranged on the deflector opposite the inlet end 13 relative to the axis of rotation 17. The fin 21 comprises a downstream portion relative to the axis of rotation 17 active for orienting the deflector 21. The fin 21 may comprise an upstream portion relative to the axis of rotation 17 for the purpose of reducing drag.

[0056] The fin 21 makes it possible to orient the deflector 9 in the direction of the external air flow. The fin 21 being perpendicular to the inlet end 13 on the one hand and parallel to the external air flow on the other hand, it is therefore configured to orient the inlet end 13 facing the external air flow. In the event of a change in the orientation of the air flow, an overpressure is created on one face of the fin and a depression is created on the other face of the fin 21. The fin 21 then rotates so as to balance the forces. The fin 21 is oriented parallel to the air flow.

[0057] The fin 21 has a flat and thin shape so as to generate the least possible drag. The fin 21 may have a variable section.

[0058] Alternatively, the inlet end 13 comprises an edge portion configured to match the shape of the aircraft in all angular positions of the deflector 9. The inlet end 13 is arranged in the immediate vicinity of the aircraft 1.

[0059] During a vertical takeoff phase of the aircraft 1, as illustrated in [Fig. 3], the external air flow is vertical. Thus, the aileron 21 orients the deflector 9 in the direction of the vertical external air flow. The inlet end 13 is horizontal.

[0060] During a vertical landing phase of the aircraft 1, as illustrated in [Fig. 3], the external air flow is opposite to the direction of movement of the aircraft 1, i.e. vertical. The aileron 21 orients the deflector 9 in the direction of the vertical external air flow, the inlet end 13 is perpendicular to the direction of movement of the aircraft 1. The inlet end 13 is then horizontal.

[0061] During the forward flight of the aircraft 1, as illustrated in [Fig. 4], the external air flow is opposite to the direction of movement of the aircraft 1, i.e. generally horizontal. The aileron 21 orients the deflector 9 in the direction of the horizontal external air flow. The inlet end 13 is perpendicular to the direction of movement of the aircraft 1. The inlet end 13 is then vertical.

[0062] During a vertical takeoff or landing phase of the aircraft 1, the flow of external air caused by the movement of the aircraft 1 generates a pressure insufficient dynamics to orient the deflector 9. To overcome this, it is advantageous to arrange the air inlets 5 under the vertical thrusters 3, as illustrated in figures 5 and 6. The vertical thrusters 3 each generate a significant propulsion air flow oriented in the direction of takeoff or landing, that is to say vertically.

[0063] The propulsion airflow is sufficient to rotate the deflector 9 via the fin 21 and thus to orient the inlet end 13 facing the propulsion airflow. Here, the interior airflow is deflected from the propulsion airflow. Thus, the fin 21 can be of smaller dimensions, generating less drag.

[0064] In another embodiment, the vertical thruster 3 is powered by a heat engine.

[0065] In one embodiment, the aircraft 1 comprises an air inlet 5 assigned to each electrical energy generator 2. The aircraft 1 comprises a simplified air distribution network. Indeed, the air duct 4, downstream of each air inlet 5, associated with each generator, forms a short connection between the air inlet 5 and said generator.

[0066] In the variant illustrated in [Fig.6], the deflector 9 may have the shape of a NACA air intake.

[0067] A NACA air intake refers to a specific air intake design developed by the National Advisory Committee for Aeronautics (NACA), which was the United States' aeronautical research organization prior to the creation of NASA. NACA air intakes are designed to optimize airflow and minimize pressure losses during air bleed.

[0068] NACA air intakes are designed with a specific aerodynamic shape. A specific feature of the NACA air intake is the use of gentle curves to create a "lip" or "beak" shaped air inlet that is integrated into the surface of the aircraft 1. This minimizes disturbances to the airflow near the inlet end 13.

[0069] Here, the NACA air intake comprises a revolution duct 23 having an axis of revolution 25 inclined relative to the axis of rotation 17 of the deflector 9.

[0070] The deflector 9 also comprises the fin 21. The fin 21, the axis of rotation 17 and the axis of revolution 25 are arranged in the same plane. The axis of revolution 25 is inclined opposite the fin 21 relative to the axis of rotation 17.

[0071] The axis of revolution 25 and the axis of rotation 17 have an angle between 0 and 90 degrees.

[0072] The deflector 9 is here made of composite material. This type of material makes it possible to produce a shape adapted to air flows. This material has good ca- mechanical characteristics, in particular its lightness.

[0073] The rotation of the deflector 9 is therefore achieved by the change in orientation of the air flow near the deflector 9. The air inlet 5 operates passively. The air inlet 5 is devoid of an actuator to achieve the rotation of the deflector 9.

[0074] Here, the diverter 9 is a scoop. In aeronautics, the term "scoop" is used to describe a form of special air intake or opening located on a fuselage of an airplane or helicopter, designed to provide fresh air to a particular system of the aircraft 1.

[0075] In one embodiment, the pipe 11 has a cross-section of elongated and flat shape so as to deviate little from the fuselage of the aircraft 1.

[0076] In one embodiment, the pipe 11 has a quarter-sphere shape.

[0077] In other words, a passively operating rotary air inlet is arranged on an aircraft so as to supply external air to equipment of the aircraft, in particular a primary energy generator, whether to enable combustion, to carry out cooling or to supply a pressurization system. The air inlet comprises a duct capable of capturing and directing air, a fin secured to the duct and a pivot capable of connecting the air inlet to the aircraft. The duct comprises an outlet orifice and an inlet orifice. The air inlet is rotatably mounted by means of the pivot in an opening provided in the aircraft and fluidly communicating with the air management network of the aircraft. The pivot is arranged close to the outlet orifice. The outlet orifice is in communication with the opening of the aircraft.The inlet is positioned opposite the fin so that it faces in the same direction as the fin but in the opposite direction. The fin is configured to orient the duct in the direction of the airflow around it. The fin is flat to reduce drag. The duct is designed in an elbow shape to facilitate the flow of air inside while reducing pressure losses.

Claims

Claims

1. Air inlet device (5) for a vertical take-off aircraft (1), configured to fit an opening (7) of the aircraft (1), comprising an air diverter (9), said diverter (9) comprising a duct (11) having an inlet end (13) in communication with the outside and an outlet end (15) capable of communicating with the opening (7) of the aircraft (1) so as to allow air to flow into the diverter (9) between the inlet end (13) and the outlet end (15) and to enter the opening (7) to supply the aircraft (1) with outside air, the diverter (9) being rotatable near the outlet end (15) about an axis of rotation (17), and the diverter (9) comprising at least one fin (21), said fin (21) being parallel to the axis of rotation (17) or comprising the axis of rotation (17) and being arranged on the deflector (9) opposite the input end (13) with respect to the axis of rotation (17).

2. An air inlet device (5) according to claim 1, wherein the inlet end (13) is arranged perpendicular to the axis of rotation (17).

3. Air inlet device (5) according to claim 1 or 2, in which the diverter (9) has a scoop shape, the pipe (11) forming an elbow.

4. Air inlet device according to one of the preceding claims, in which the conduit (11) forms an elbow having an angle between 0 and 90°.

5. An air inlet device (5) according to one of the preceding claims, further comprising a rolling bearing (19) mounted on the diverter (9) near the outlet end (15) allowing rotation of the diverter (9).

6. Air inlet device (5) according to one of the preceding claims, wherein the diverter (9) has a NACA air intake shape.

7. Air inlet device (5) according to one of the preceding claims, wherein the deflector (9) comprises a median plane, the inlet end (13) and the outlet end (15) being perpendicular to the median plane and the median plane comprising the axis of rotation (17).

8. Vertical take-off aircraft (VTOL) (1) comprising at least one electrical source (2), at least one opening (7) provided on the aircraft (1) fluidly communicating with the electrical source (2) and at least one at least one air inlet device (5), said air inlet device (5) comprising an air diverter (9) comprising a duct (11) having an inlet end (13) in communication with the outside and an outlet end (15) communicating with the opening so as to allow air to flow into the diverter (9) between the inlet end (13) and the outlet end (15) and to enter the opening (7) to supply the aircraft (1) with outside air, the diverter (9) being rotatably mounted on the opening (7) near the outlet end (15) about an axis of rotation (17), and the diverter (9) comprising at least one fin (21), said fin (21) being parallel to the axis of rotation (17) or comprising the axis of rotation (17) and being arranged on the diverter (9) at least one aileron (21), said fin (21) being parallel to the axis of rotation (17) or comprising the axis of rotation (17) and being arranged on the diverter (9) at least one aileron (21), said aileron ... opposite the input end (13) relative to the axis of rotation (17).

9. A vertical takeoff (VTOL) aircraft (1) according to claim 8, further comprising at least one thruster (3) generating a vertical airflow, wherein the air inlet device (5) is arranged below the thruster (3) such that the inlet end (13) is located in the vertical airflow during operation of the thruster (3).

10. A vertical take-off (VTOL) aircraft (1) according to claim 8 or 9, wherein an air inlet (5) is assigned to each electrical source (2).

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