Vertical take-off aircraft

Abstract

The invention relates to a vertical take-off flying device 1, which has two wings arranged on an airplane fuselage 2 of the flying device 1. Along each of the wings 3, at least one slewing drive unit 5 is arranged on each of the wings in a slewing manner. The at least one slewing drive unit 5 is movable between a vertical flight position and a horizontal flight position. In the vertical flight position, the slewing drive unit 5 generates the lift required for the vertical flight movement of the flying device 1, and in the horizontal flight position, the thrust required for the horizontal flight movement of the flying device 1. On each of the wings 3, at least one vertical drive unit 6 is rigidly arranged in a vertical flight position.

Description

Technical Field

[0001] The present invention relates to an aircraft that takes off vertically, wherein the aircraft that takes off vertically has two wing portions disposed on the fuselage of the aircraft, along each of the wing portions, at least one turning drive unit is rotatably disposed on each of the wing portions and is movable between a vertical flight position and a horizontal flight position, wherein the turning drive unit generates lift required for the vertical flight movement of the aircraft at the vertical flight position and generates thrust required for the horizontal flight movement of the aircraft at the horizontal flight position.

Background Art

[0002] Aircraft that take off vertically are used particularly as drones and in the military field. These aircraft usually have two wing portions disposed on opposite sides of the fuselage, and in this case, two drive units are rotatably supported and disposed in a support element, such as a gondola, that is adapted for each purpose of use and is rigidly coupled to these wing portions. Similarly, in these aircraft, no separate fuselage is formed, and the wing portions are formed from two wing half - bodies that are symmetrically configured along the longitudinal axis, and in this case, two drive units are rotatably supported and disposed in a support element that is adapted for each purpose of use and is rigidly coupled to these wing half - bodies. Such an aircraft is also known.

[0003] Particularly in the case of a multicopter, the control of the yawing angle and the rolling angle is achieved by appropriate control of a drive unit that is not rotatable in the multicopter in order to achieve the desired yawing and rolling of the multicopter. At this time, in order to generate yawing and rolling through the lift differences and rotational torque differences generated in this way, the output provided by each drive unit is preset for each drive device. The orientation of an aircraft in three-dimensional space is usually described by the rolling angle, the pitching angle, and the yawing angle. At this time, these various angles represent the rotation angle of this aircraft starting from the zero position, and it is possible that this zero position corresponds to the orientation direction of the aircraft standing on the ground, for example, centered on the longitudinal axis, the lateral axis, and the vertical axis of the aircraft. In that case, the rolling axis of the aircraft device can usually be identified with the longitudinal axis of this aircraft device. At this time, the rolling and tilting of this aircraft device are performed only by the rolling angle centered on this rolling axis. The pitching axis of the aircraft device means the lateral axis oriented perpendicular to the rolling axis. At this time, the pitching or longitudinal pitching of the aircraft device is performed only by the pitching angle centered on this pitching axis. The yawing axis of the aircraft device means the longitudinal axis oriented perpendicular to the rolling axis and the yawing axis. At this time, the yawing or lateral yawing of the aircraft device is performed only by the yawing angle centered on this yawing axis.

[0004] In addition, from the prior art, aircraft that take off vertically are known. In these aircraft that take off vertically, the drive units are pivotally supported directly on the wing parts, for example, on a support structure extending inside this wing part. At this time, these drive units are moved to the vertical flight position and the horizontal flight position respectively with separate pivot drive devices. Such a vertically takeoff aircraft is described in Patent Document 1. In this vertically takeoff aircraft, in the horizontal flight position, the first drive unit is arranged above the wing surface and the second drive unit is arranged below the wing surface on the wing, and in the vertical flight position, it is intended that the first drive unit and the second drive unit are arranged in approximately one horizontal plane. In this way, in the vertical flight phase near the ground, a single ground effect of the first and second drive units is achieved, and thus a quieter flight behavior is achieved, especially in the takeoff and landing phases. In the horizontal flight position, the first drive unit does not direct the airflow against the second drive unit, and thus no efficiency loss occurs due to this. Precise control of the vertical flight phase is possible by making all drive units rotatable between the vertical flight position and the horizontal flight position. However, the large total weight of the vertically takeoff aircraft is a drawback, and this total weight is caused by the swivel drive devices provided separately for each drive unit. In addition, the connection area between the wing of the aircraft equipment and the fuselage needs to be configured to be particularly stable and load-bearing based on the large weight of the drive unit or swivel drive device arranged on the wing, and this increases the total weight of the aircraft equipment.

[0005] Particularly for the vertical flight movement of the aircraft equipment, a large drive output of the drive unit is required throughout the vertical takeoff of this aircraft equipment. The large total weight of the aircraft equipment limits the remaining flight time that can be used and is restricted by the battery capacity, or the remaining flight distance that can be used.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

SUMMARY OF THE INVENTION

PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] Accordingly, it is regarded as an object of the present invention to provide a lightweight aircraft that takes off vertically.

MEANS FOR SOLVING THE PROBLEMS

[0008] This problem is solved according to the present invention in that at least one vertical drive unit is rigidly arranged in the vertical flight position on each of the wing parts. During the horizontal flight movement, the turning drive unit is turned in the direction of the horizontal flight movement or in the direction opposite to this horizontal flight movement, and accordingly, the turning drive unit generates the propulsion force required for the horizontal flight movement. The vertical drive unit that is rigidly arranged on the wing part and aligned in the vertical flight position generates the lift force required for the vertical flight movement only during the vertical flight phase. During the horizontal flight movement, an air flow impinges laterally against these vertical drive units 6, and thereby, a greater flow resistance is generated in comparison with the turning drive unit that is turned in the direction of the horizontal flight movement or in the direction opposite to this horizontal flight movement. Since these vertical drive units do not have any turning drive device, this vertical drive unit can be configured to be particularly lightweight. Accordingly, the gravity acting on one wing part is also particularly small, and accordingly, this wing part can be configured to be particularly lightweight overall and especially within the connection region between the wing part and the aircraft fuselage. Overall, a particularly lightweight aircraft can be manufactured accordingly, and thereby, a small drive output is required during the vertical flight phase when the aircraft takes off vertically.

ADVANTAGES OF THE INVENTION

[0009] In an advantageous variant of the inventive concept, in order to improve the lateral maneuverability and yaw behavior of an aircraft in the vertical flight position, in the vertical flight position, at least one swivel drive unit and at least one vertical drive unit are aligned such that an angle of attack is formed between the direction of the lift force generated by each of the swivel drive unit and the vertical drive unit, respectively, and an axis that stands perpendicular on the plane of the aircraft defined by the rolling axis and the pitching axis of the aircraft. By changing the drive output of the individual swivel drive units or vertical drive units adjusted under this angle of attack, a lateral thrust can be generated, which causes a yaw about the yaw axis of the aircraft or a roll about the rolling axis of the aircraft. These vertically disposed drive units, which are rigidly arranged, can advantageously and according to the invention be aligned such that they are lifted relative to each other by the lift forces generated by these vertically disposed drive units facing each other as long as their drive outputs are of the same magnitude. Yaw or roll is caused as a result by adapting the respective drive outputs and / or by swiveling at least one swivel drive unit. According to the invention, the angle of attack between the swivel drive unit and the vertical drive unit can be selected such that the horizontal force component of the lift force is aligned in the direction of the aircraft or in the opposite direction of the aircraft, in the flight direction or in the opposite of the flight direction.

[0010] In an advantageous variant of the inventive concept, in order to further improve the flight behavior of an aircraft taking off vertically, it is intended that a first spacing of at least one of the swivel drive units with respect to the longitudinal axis of the aircraft is smaller than a second spacing of at least one of the vertical drive units with respect to the longitudinal axis of the aircraft. By selecting a small spacing between the swivel drive unit and the longitudinal axis of the aircraft, the bending moment generated by the gravity of these swivel drive units within the coupling region between the wing section and, in particular, the aircraft fuselage is particularly small. Accordingly, the wing section and, in particular, the coupling region can be configured to be particularly small and thus weight-saving, whereby an aircraft that is likewise particularly lightweight can also be manufactured. Expediently, the swivel drive unit is arranged as close as possible to the longitudinal axis of the aircraft or to the aircraft fuselage. The smallest possible spacing is, for example, due to the rotor diameter of the rotor of the swivel drive unit. Furthermore, due to the arrangement of the swivel drive unit in the vicinity of the aircraft fuselage, the wing structure generally becomes more rigid, and thus smaller bending vibrations occur within the wing section. As a result, in particular, the maneuverability in the vertical flight position is improved, and a quieter flight behavior is achieved.

[0011] By arranging the swivel drive unit at a small spacing relative to the longitudinal axis of the aircraft, a slight change in the yawing moment aligned about the yawing axis of the aircraft is generated during a change in the drive output of the swivel drive unit in the horizontal flight position of the swivel drive unit. Advantageously, the change in the yawing moment can be compensated for by setting the drive outputs of the swivel drive units arranged on the opposing wing sections.

[0012] Advantageously, the swivel drive unit and the vertical drive unit are, according to the invention, configured such that, in the event of a failure of the swivel drive unit or the vertical drive unit, the lift force required for vertical flight movement or the propulsion force required for horizontal flight movement is compensated for by the drive output available for use by the functional swivel drive unit and vertical drive unit.

[0013] In an advantageous embodiment of the invention, for the flight of the aircraft to be able to continue in the event of a failure of the swivel drive unit or the vertical drive unit Two turning drive units and two vertical drive units are arranged on the wing part, It is intended that the two turning drive units and the two vertical drive units are arranged one behind the other in the horizontal flight direction of the aircraft device, and approximately at the same interval with respect to the longitudinal axis of the aircraft device. By arranging the two turning drive units and the two vertical drive units one behind the other in the horizontal flight direction, the control of these turning drive units and these vertical drive units can be performed particularly easily, similar to the control of a multicopter.

[0014] In an advantageous embodiment of the aircraft device that vertically takes off according to the present invention, the turning drive unit and the vertical drive unit each have one supporting arm, It is intended that the turning drive unit and the vertical drive unit are fixed to the wing part by this supporting arm. Accordingly, the interval between the turning drive unit and the vertical drive unit can be selected independently of the wing width and length. By this, the interval between the turning drive unit and the vertical drive unit can be selected as large as possible between each other, and thus, these intervals contribute particularly largely to the control of the yawing motion or the rolling motion due to the change in the lift force generated by these turning drive units and these vertical drive units, and for the rotation of the aircraft device around the yaw axis, the rolling axis, or the pitching axis. Accordingly, a particularly stable flight behavior is made possible throughout the vertical flight phase.

[0015] In an advantageous embodiment of the inventive concept, two turning drive units arranged one behind the other in the horizontal flight direction are arranged above and below the horizontal plane, respectively, in the horizontal flight position, It is intended that this horizontal plane be arranged parallel to the plane defined by the rolling axis of the aircraft and the pitching axis of the aircraft. In the horizontal flight position, the airflow does not impinge on each other with respect to the turning drive units arranged one behind the other in the horizontal flight direction. Therefore, no efficiency loss is caused by this. At this time, this horizontal plane also coincides with the plane defined by the rolling axis of the aircraft and the pitching axis of the aircraft.

[0016] In an advantageous modification of the inventive concept, It is intended that two turning drive units arranged one behind the other in the horizontal flight direction be arranged within the horizontal plane in the vertical flight position. In this way, in the vertical flight phase near the ground, a single ground effect of the turning drive unit oriented in the vertical flight position is achieved. Therefore, a quieter flight behavior is achieved, especially in the takeoff and landing phases of the aircraft. For example, a slight deviation from such an arrangement, which may be attributable to manufacturing tolerances, does not surely inhibit or only slightly inhibits the flight behavior of the aircraft.

[0017] In an advantageous modification of the inventive concept, It is intended that the vertical distance between the turning drive unit and the wing plane defined by the wing be preset by the angle of attack formed between the longitudinal axis of the support arm and this wing plane. At this time, it is possible that the angle of attack is preset such that the turning drive unit is basically arranged within the horizontal plane in the vertical flight position and is arranged above and below this horizontal plane in the horizontal flight position. Purposefully, the support arm is arranged at the wing 3 such that the first turning drive unit is in front of the wing in the horizontal flight direction in the vertical flight position and the second turning drive unit is behind this wing. At that time, the supporting arm is configured such that the turning drive units arranged one behind the other in the horizontal flight direction are basically arranged below or above the wing portion at the horizontal flight position, and it is possible to be arranged on the wing portion. Based on the arrangement of the turning drive units in front of and behind the wing portion in the horizontal flight direction, the wing portion can be extended, and thus additional wing portion extension can be generated. As a result, the induced resistance of the wing portion in horizontal flight decreases, and the flight performance is improved.

[0018] In an advantageous embodiment of the present invention, in order to achieve a particularly stable flight behavior in the take-off phase and landing phase of the aircraft near the ground, it is intended that the vertical drive units arranged one behind the other in the horizontal flight direction are arranged within the horizontal plane. In this way, in the vertical flight phase near the ground, a single ground effect of the vertical drive unit oriented in the vertical flight position is achieved.

[0019] In an advantageous embodiment of the inventive concept, in order to achieve a particularly stable flight behavior of the aircraft in the vertical flight phase, each of the turning drive units has one turning device, and thus it is intended that the turning movements of the turning drive units can be carried out independently of each other. By overlapping a plurality of turnable turning drive units, it is possible to maintain the dexterous maneuverability of the aircraft, even in the event of a failure of the turning drive unit, and thus the flight of the aircraft can continue.

[0020] A particularly low-cost structure and a particularly good flight behavior are achieved according to the present invention, by the turning drive unit and the vertical drive unit being a propeller drive device, or an impeller drive device, or a jet propulsion engine. The propeller drive device is configured to have a rotor blade position adjustment device, either purposefully, rigidly, or both.

[0021] Further advantages and embodiments of the vertically take-off aircraft according to the present invention will be described in detail based on the embodiments illustrated in the figures.

Brief Description of the Drawings

[0022]

Figure 1

Figure 2

Figure 3

Modes for Carrying Out the Invention

[0023] In FIG. 1, a schematic diagram of a vertically take-off aircraft 1 in horizontal flight is shown. This aircraft 1 has two wing parts 3 arranged on the fuselage 2 of this aircraft 1. On each wing part 3, two turning drive units 5 arranged one after the other in the horizontal flight direction 4 and a vertical drive unit 6 arranged one after the other in this horizontal flight direction 4 are respectively arranged. At this time, the turning drive unit 5 and the vertical drive unit 6 each have one support arm 7, and by this support arm 7, these turning drive units 5 and these vertical drive units 6 are fixed to the wing part 3. The swivel drive unit 5 is movable between a vertical flight position and a horizontal flight position. The vertical drive unit 6 is rigidly arranged in the vertical flight position. During the entire horizontal flight movement, the swivel drive unit 5 is swiveled in the horizontal flight direction 4 or in the direction opposite to this horizontal flight direction 4, and thus the swivel drive unit 5 generates the propulsion force required for the horizontal flight movement. The vertical drive unit 6, which is rigidly arranged on the wing part 3 and aligned in the vertical flight position, generates the lift force required for the vertical flight movement only in the vertical flight phase. The first spacing 8 between two swivel drive units 5 arranged one behind the other in the horizontal flight direction 4 with respect to the longitudinal axis 9 of the aircraft 1 is smaller than the second spacing 10 between two vertical drive units 6 arranged one behind the other in the horizontal flight direction 4 with respect to this longitudinal axis 9 of this aircraft 1.

[0024] In FIG. 2, a schematic view of the vertically take-off aircraft 1 in vertical flight is shown. At this time, the swivel drive unit 5 and the vertical drive unit 6 each have one support arm 7, and by means of this support arm 7, these swivel drive units 5 and these vertical drive units 6 are fixed to the wing part 3. The vertical spacing 11 between the swivel drive unit 5 and the wing plane 12 defined by the wing part 3 can be preset by the angle of attack 13 formed between the longitudinal axis of the support arm 7 and the wing plane 12. The swivel drive unit 5 is shown in the vertical flight position. The vertical drive unit 6 is rigidly arranged in the vertical flight position. During the entire vertical flight movement, the swivel drive unit 5 is swiveled to the vertical flight position, and thus the vertical drive unit 6 rigidly arranged on the wing part 3 and the swivel drive unit 5 generate the lift force required for the horizontal flight movement.

[0025] In FIG. 3, a schematic view of the vertically take-off aircraft 1 in horizontal flight as seen from the front is shown. In FIG. 3, two turning drive units 5 arranged one after the other in the horizontal flight direction 4 (not shown in the figure) are respectively arranged above and below a horizontal plane 14 in the horizontal flight position. At this time, this horizontal plane 14 is arranged parallel to the plane defined by the rolling axis 15 of the aircraft 1 and the pitching axis 16 of the aircraft 1. Accordingly, in the horizontal flight position, the airflow does not impinge on these turning drive units 5 arranged one after the other in the horizontal flight direction 4 with respect to each other. Note that this application relates to the invention described in the claims, but may also include the following as other aspects. 1. An aircraft (1) that takes off vertically, wherein the vertically take-off aircraft has two wing portions arranged on the fuselage (2) of the aircraft (1), along each of the wing portions (3), at least one turning drive unit (5) is rotatably arranged on these wing portions, and is movable between a vertical flight position and a horizontal flight position, the turning drive unit (5) generates lift necessary for the vertical flight movement of the aircraft (1) at the vertical flight position, and generates propulsion force necessary for the horizontal flight movement of the aircraft (1) at the horizontal flight position, in the above vertically take-off aircraft (1), at least one vertical drive unit (6) is rigidly arranged at the vertical flight position on each of the wing portions (3), characterized by a vertically take-off aircraft (1). 2. At the vertical flight position, at least one turning drive unit (5) and at least one vertical drive unit (6) are aligned such that an angle of attack is formed between the direction of lift generated by the turning drive unit (5) and the vertical drive unit (6) respectively, and an axis that stands vertically on the plane of the aircraft (1) defined by the rolling axis (15) and the pitching axis (16) of the aircraft (1). aligned, characterized by the vertically take-off aircraft (1) according to item 1 above. 3. The first interval (8) of at least one of the turning drive units (5) with respect to the longitudinal axis (9) of the aircraft (1) is smaller than the second interval (10) of at least one of the vertical drive units (6) with respect to the longitudinal axis (9) of the aircraft (1), characterized by the vertically take-off aircraft (1) according to item 1 or 2 above. 4. Two turning drive units (5) and two vertical drive units (6) are arranged on the wing portion (3), the two turning drive units (5) and the two vertical drive units (6) are arranged one after the other in the horizontal flight direction (4) of the aircraft (1) respectively, and are arranged at approximately the same interval with respect to the longitudinal axis (9) of the aircraft (1). The vertical take-off aircraft (1) according to any one of 1 to 3 above, characterized in that... 5. The turning drive unit (5) and the vertical drive unit (6) each have one supporting arm (7), and by means of this supporting arm, the turning drive unit (5) and the vertical drive unit (6) are fixed to the wing part (3). The vertical take-off aircraft (1) according to any one of 1 to 4 above, characterized in that... 6. The two turning drive units (5) arranged one behind the other in the horizontal flight direction (4) are, in the horizontal flight position, respectively arranged above and below a horizontal plane (14), and this horizontal plane (14) is arranged parallel to the plane defined by the rolling axis (15) of the aircraft (1) and the pitching axis (16) of the aircraft (1). The vertical take-off aircraft (1) according to any one of 1 to 5 above, characterized in that... 7. The two turning drive units (5) arranged one behind the other in the horizontal flight direction (4) are arranged within the horizontal plane (14) in the vertical flight position. The vertical take-off aircraft (1) according to any one of 1 to 6 above, characterized in that... 8. The vertical distance (11) between the turning drive unit (5) and the wing plane (12) defined by the wing part (3) can be preset by the angle of attack (13) formed between the longitudinal axis (9) of the supporting arm (7) and this wing plane (12). The vertical take-off aircraft (1) according to 6 or 7 above, characterized in that... 9. The vertical drive units (6) arranged one behind the other in the horizontal flight direction (4) are arranged within the horizontal plane (14). The vertical take-off aircraft (1) according to any one of 1 to 8 above, characterized in that... 10. The turning drive unit (5) each has one turning device, Therefore, the turning movement of the turning drive unit (5) can be carried out independently of each other. The vertical take-off aircraft (1) according to any one of 1 to 9 above, characterized in that... 11. The turning drive unit (5) and the vertical drive unit (6) are a propeller drive device, or an impeller drive device, or a jet propulsion engine. The vertical take-off aircraft (1) according to any one of 1 to 10 above, characterized in that...

Claims

1. An aircraft (1) that takes off vertically, wherein the vertically take-off aircraft has two wing portions arranged on the fuselage (2) of the aircraft (1), along each wing portion (3), at least one turning drive unit (5) is rotatably arranged on these wing portions and is movable between a vertical flight position and a horizontal flight position, the turning drive unit (5) generates lift necessary for the vertical flight movement of the aircraft (1) in the vertical flight position and generates thrust necessary for the horizontal flight movement of the aircraft (1) in the horizontal flight position, in the above vertically take-off aircraft (1), at least one vertical drive unit (6) is rigidly arranged in the vertical flight position on each wing portion (3), characterized by a vertically take-off aircraft (1).

2. In the vertical flight position, at least one turning drive unit (5) and at least one vertical drive unit (6) are aligned such that an angle of attack is formed between the direction of lift generated by the turning drive unit (5) and the vertical drive unit (6) respectively and an axis that stands perpendicular on the plane of the aircraft (1) defined by the rolling axis (15) and the pitching axis (16) of the aircraft (1), aligned, characterized by the vertically take-off aircraft (1) according to Claim 1.

3. The first interval (8) of at least one turning drive unit (5) with respect to the longitudinal axis (9) of the aircraft (1) is smaller than the second interval (10) of at least one vertical drive unit (6) with respect to the longitudinal axis (9) of the aircraft (1), characterized by the vertically take-off aircraft (1) according to Claim 1 or 2.

4. Two turning drive units (5) and two vertical drive units (6) are arranged on the wing portion (3), the two turning drive units (5) and the two vertical drive units (6) are arranged one after the other in the horizontal flight direction (4) of the aircraft (1) respectively and are arranged at approximately the same interval with respect to the longitudinal axis (9) of the aircraft (1), characterized by the vertically take-off aircraft (1) according to Claim 1 or 2. **Claim 5**: The swivel drive unit (5) and the vertical drive unit (6) each have one supporting arm (7), and by means of this supporting arm, the swivel drive unit (5) and the vertical drive unit (6) are fixed to the wing part (3). The aircraft (1) for vertical takeoff according to claim 1 or 2, characterized in that. **Claim 6** The two swivel drive units (5) arranged one behind the other in the horizontal flight direction (4) are, in the horizontal flight position, arranged above and below a horizontal plane (14) respectively, and this horizontal plane (14) is arranged parallel to the plane defined by the rolling axis (15) and the pitching axis (16) of the aircraft (1). The aircraft (1) for vertical takeoff according to claim 1 or 2, characterized in that. **Claim 7** The two swivel drive units (5) arranged one behind the other in the horizontal flight direction (4) are arranged within the horizontal plane (14) in the vertical flight position. The aircraft (1) for vertical takeoff according to claim 1 or 2, characterized in that. **Claim 8**: The vertical distance (11) between the swivel drive unit (5) and the wing plane (12) defined by the wing part (3) can be preset by the angle of attack (13) formed between the longitudinal axis (9) of the supporting arm (7) and this wing plane (12). The aircraft (1) for vertical takeoff according to claim 6, characterized in that. **Claim 9** The vertical drive units (6) arranged one behind the other in the horizontal flight direction (4) are arranged within the horizontal plane (14). The aircraft (1) for vertical takeoff according to claim 1 or 2, characterized in that. **Claim 10**: Each swivel drive unit (5) has one swivel device, and accordingly, the swiveling movements of the swivel drive units (5) can be carried out independently of each other. The aircraft (1) for vertical takeoff according to claim 1 or 2, characterized in that. **Claim 11**: The swivel drive unit (5) and the vertical drive unit (6) are a propeller drive device, or an impeller drive device, or a jet propulsion engine. The aircraft (1) for vertical takeoff according to claim 1 or 2, characterized in that.

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