Method for obtaining lift and thrust for horizontal flight while maintaining horizontal stability of a vertical take-off and landing aircraft, and an aircraft implementing this method

Abstract

A method for obtaining both the lift and thrust required for the horizontal flight of a vertical take-off and landing aircraft while maintaining the horizontal flight stability of the aircraft, achieved by drawing in air into an internal cavity formed between coaxially mounted multi-blade turbines (2,18), the upper and lower of which rotate in opposite directions and remove air outwards below the aircraft, the conical turbines mounted in opposing directions on a wide circular base, which is mounted on double-sided fixed bearings (4,16) along the contour edge of an outer ring (12), which is attached from the inside by means of distance spacers (13) to a central housing (6), which is formed in a conical shape and to which both turbines (2,18) are attached using linear drives from the side of the smaller base. The air that accumulates under pressure in the inner cavity is removed to the outside of the outer ring (12) using motive nozzles (15A, 15B, 15C, 15D) installed circumferentially on the inner ring to reach the thrust required for horizontal flight, or stabilizing nozzles (14A, 14B) used to maintain the required rotational stability of the middle ring (6).The invention is also an airplane used to achieve the method.

Description

[Technical field]

[0001] The subject of the invention is a method for obtaining lift and thrust for the horizontal flight of a vertical take-off and landing aircraft while maintaining the horizontal stability of the flight, as well as an aircraft for implementing this method, which is applicable to flights for transporting people or goods, carrying out site inspections, patrolling areas, photographing, scanning or in search and rescue operations. [Background technology]

[0002] From the Chinese application for utility model CN107140205A, a disk-type vertical take-off and landing aircraft is known, which consists of a main body, two fans and four air doors, in which the cross section of the main body has an elliptical structure, and the two ends of the short axis of the main body extend to form an outer protrusion. A recess is formed in the main body, two fans are arranged in series on the upper part of the recess, and four air doors are arranged on the lower wall of the recess. According to this invention, the fans and air doors are mounted in the recess of the main body, which prevents the blades of the high-speed fans from being exposed.

[0003] From the Polish Notice P.311837, a vertical ascent and descent airship is known. The body houses a motor which drives a compressor. Below the compressor is a compressed air chamber. The compressed air flows through a channel to an outlet nozzle located around the circumference of the body. The air from the exhaust nozzle, leaving at a moderate speed, flows around the upper surface of the body. This air is sucked in by the compressor again, at the edge which forms the inlet to the compressor. When the air flows at a moderate speed, the upper surface of the body relieves the static pressure directly above the surface of the body. The pressure difference between below and above the body gives the airboat lift.

[0004] European Notification EP1384662A1 discloses a micro-VTOL aircraft, which consists of a first and a second channel rotor aligned with each other and spaced from a common axis, the propellers of which are driven in rotation in opposite directions. Between the two channel rotors are arranged a fuselage and a wing device formed by a wing profile forming an X or H configuration and equipped with control flaps.

[0005] European Notification EP1396423A1 is known to include a VTOL aircraft, the aircraft containing first and second channel rotors located at the ends of a vertical fuselage, the propellers of which are propelled to rotate in opposite directions, and control flaps for orientation and lateral flight are operatively connected to at least the lower channel rotor.

[0006] From the Polish Notice P.350150, an air-flying disc similar to a sports disc is known, which is made from a cabin, in which two turbines, upper and lower, are mounted on bearings, the turbines have a titanium disc from the inside below the fixed structure of the turbines along the support lobes, on which the gas flow of the jet engine acts, driving the upper turbine to the right and the lower turbine to the left. The cabin is stationary and does not rotate during the turbine rotation, the centrifugal force of the rotating turbine raises the support lobes up to 30 °, and at higher rotation speeds the turbine raises the entire vehicle disc to the desired height with surprising ease. The gas and air pressure, the action of the turbine stabilizes the vehicle disc in the horizontal and gravitational directions, and the gravitational force of the Earth is also advantageously reduced. The gas flow then moves to the outside of the turbine. The horizontal flight of the disc and the pressure of the air flow seal the vehicle, the tiller is automatically lifted outwards, and the disc vehicle gets the control efficiency of a jet. The landing route is reversed. The engine is used for braking, and as the vehicle begins to descend, it redirects the gas flow back to the turbine disk, allowing it to land anywhere. The vehicle has a platform filled with 4 / 5 styrofoam chambers, which allows it to land on water. Additionally, the turbine cabin, control room, and platform are made from titanium sheet.

[0007] From the US notification US3584810A a VTOL aircraft is known, which comprises an airframe, upper and lower rotor lifting elements attached to said airframe and adapted to rotate in opposite directions at substantially equal speeds in essentially parallel planes, and substantially equal upper and lower ring guards arranged along a common axis on the airframe attached to said frame, the upper rotor lifting elements being rotatable within said upper cover, the said lower rotor lifting elements being rotated within said lower cover, and the pilot's cover being essentially on the axle. a motor means for rotating each rotor lifting element at a central location, the motor means being located in the space between said upper and lower guards and having upper and lower output power supplies, the motor means being enclosed by the upper and lower guards and extending into a space spaced from the axle, the propulsion means operably connecting said upper and lower power supplies to said upper and lower rotors lifting the rotor components, and a control means acting to selectively vary the order of said rotor lifting elements relative to one another.

[0008] From the US notification US4214720A, a flying disk is known, capable of vertical take-off, hovering or horizontal flight by means of propulsion. The dial includes a disk wing, which is circular and has an upper convex surface and a concave lower surface. The sash also includes an inner guide edge marking a circular hole centered on the vertical central axis. An arched surface converges at the leading edge and at the outer concentric trailing edge. The disk-shaped wing is free to rotate on a central support structure, which also supports the cockpit. Two sets of turbine blades are attached to the disk wing near the leading edge. A thrust generating motor is attached to the central support structure to direct thrust radially outward through the turbine blades. This causes the disk wing to rotate and rise. By adjusting the thrust angle, thrust can be directed to only one of the sets to change the load-bearing characteristics. Around the periphery of the upper surface of the disk near the cockpit is a set of compressor blades. The compressor blades rotate with the disk-shaped wing and receive and direct air to the central support structure. The compressor blades supply the engine with air for combustion and reduce the air pressure above the disk. To ensure horizontal thrust, horizontal thrust motors are located under the concave surface of the wing. Control of the cockpit and central support structure and stabilization of rotation are provided by thrust-varying mechanisms.

[0009] Vertical launch aircraft are available in manned (helicopters) and unmanned (drone) versions. Both types of aircraft and VTOL designs use the spinning action of many propeller rotors to obtain lift for flight and stability.

[0010] The Kamov helicopter is known, in which a coaxial counter-rotating arrangement of carrier rotors is used. In this configuration, there is no need to use a tail rotor, since torque compensation is provided by a second counter-rotating rotor. This allows the m.in to build a compact machine, smaller in dimensions than a comparable aircraft of a conventional system, and eliminates the power losses caused by the need to transmit part of it to the tail propeller. The absence of power losses also removes the threat to ground personnel that would arise with a conventional construction.

[0011] The horizontal flight of known aircraft occurs as a result of an imbalance in the horizontal balance of one or more rotors of the aircraft and a deflection of the thrust vector in the opposite direction to the flight direction. In the latest model helicopters, a separate propeller drive is responsible for the horizontal thrust vector. These aircraft are powered by various types of internal combustion engines (pistons in single or multi-engine systems, turbines, or electric motors in the case of drones). The latest series of this type of aircraft are the EVTOL (Electric Vertical Take-off and Landing) aircraft. These are multirotor aircraft with electric propulsion, these aircraft are a combination of helicopter and drone and in some projects a combination of helicopter and aircraft with manual or autonomous control systems. Summary of the Invention [Problem to be solved by the invention]

[0012] The object of the present invention is to develop a vertical take-off and landing aircraft with electric drive, which obtains a horizontal flight direction without the need for the vertical take-off and landing aircraft to lean out, i.e. while maintaining horizontal stability during all phases of flight. [Means for solving the problem]

[0013] A method for obtaining lift and thrust for the horizontal flight of a vertical take-off and landing aircraft while maintaining the horizontal stability of the flight of the aircraft by drawing in air into a space formed between coaxially positioned multi-blade turbines, the upper and lower turbines rotating in counter-rotation and discharging the air outwards below the aircraft, is characterized by the fact that the tapered turbines are arranged with their wide bases facing each other on bearings fixed on both sides along the edge of an outer ring mounted at a distance from the inside to a central body in the form of a truncated cone, on which both turbines are fixed via linear motors from the side of the smaller base. The air accumulated under pressure in the air compression space thus formed is discharged outside the outer ring through driving nozzles integrated in the central body around the periphery to obtain the thrust desired for horizontal flight, or through stabilizing nozzles to obtain the rotational stabilization of the central body.

[0014] An electric vertical take-off and landing airplane with communication, navigation and control systems, comprising a central body, in which two multi-blade turbines are coaxially mounted on bearings, the upper and lower turbines rotating in opposite directions after the start of the airplane, is characterized according to the invention by the fact that the central body has the shape of a truncated cone and has at its upper part a circumferentially fixed linear motor of the upper turbine drive and at its lower part a circumferentially fixed linear motor of the drive of the lower turbine. Between the linear motors is mounted a rigid horizontal beam, on which the outer ring is mounted. The upper and lower turbines are tapered support turbines facing each other on a larger base, mounted on circumferentially fixed magnetic bearings on both sides along the edge of the outer ring. The outer ring has at least two stabilizing nozzles facing each other, between which there are at least four driving nozzles. The area of ​​the blades of the upper turbine is greater than the area of ​​the blades of the lower turbine.

[0015] Preferably, the electronic modules for the communication, navigation and control systems are located in the upper part of the center body, and inside the center body, adjacent to its wall, is a battery compartment, the interior of which is a load space.

[0016] The aircraft preferably has a tripod chassis and a loading ramp.

[0017] Preferably, the stabilizing nozzles and the driving nozzles are equipped with flaps having drives realized by stepping motors.

[0018] According to the invention, the airplane is characterized by perfect horizontal stability of the device in each phase of flight. After starting the takeoff procedure and the proper rotation of the turbine disk, gyroscopic stabilization of the device in the horizontal plane occurs, which does not change during all phases of flight (takeoff, ascent, horizontal flight, upper descent, landing). The control of aircraft and drones depends on the specialized training and experience of the operator and pilot and, to a large extent, on the feeling of the maneuvers to be performed. This is because these maneuvers consist in putting the drone in an unbalanced state in order to obtain any maneuver in the air. Thanks to the stability provided by the invention, a simplification of control is achieved, that is, even untrained people with no experience in controlling aircraft or drones can control the device. In the case of well-known VTOL aircraft, all maneuvers are very complicated and autonomous flight requires special training of the pilot or complex software, but the invention solves this problem, since it is simple to operate and does not require specialized training. The operation of the conical turbine does not pose a threat to outsiders near the device. There are no elements that pose a threat to people in the vicinity of the take-off and landing aircraft of the present invention, it is invisible to outsiders during operation, there are no moving propellers that pose a major threat and are a structural problem for VTOL aircraft.

[0019] The shape used is energy-saving and the most aerodynamically optimal shape in aviation. While in well-known drones the failure of one engine creates the risk of a catastrophe, a system with two carrier turbines is a simplified system, less susceptible to failures and thus increasing the safety of VTOL aircraft flights. The simplified control system does not require the use of computers with complex software to perform difficult maneuvers, and the simple emergency landing system of the rotating car gives the opportunity to perform fully autonomous VTOL flights. Thanks to the shape of the disk, the influence of air currents on flight stability is minimized. The automatic positioning of the hull according to the geographical poles simplifies the determination of the flight direction, eliminating the possibility of mistakes and flying in the wrong direction, allowing the application of a simple and precise flight control system.

[0020] The invention is further explained in the embodiments of the drawings. [Brief description of the drawings]

[0021] [Figure 1] FIG. 1 shows a schematic side view of the machine with the tripod chassis visible and the loading ramp lowered. [Diagram 2] 1 shows a schematic longitudinal section of the machine; [Diagram 3] 1 shows a schematic representation of the upper components of the machine when deployed. [Figure 4] 1 shows a schematic representation of the central components of the machine when deployed. [Diagram 5] 1 shows a schematic representation of the central components of the machine when deployed. [Figure 6] 1 shows a schematic representation of the lower components of the machine when deployed. [Figure 7] 1 shows a schematic horizontal section at the height of the centre of the outer ring, where a compressed air mass is discharged into the space between the discs by the motive and stabilising nozzles. [Figure 8] 1 shows a schematic representation of a motive nozzle; [Figure 9] FIG. 2 shows a side view of the machine with the opposite directions of rotation of the supporting turbines marked. [Figure 10] FIG. 1 shows a side view of the machine with the direction of airflow through the supporting turbine marked. [Figure 11] 1 shows a vertical cross-section of selected machine components and their relative positions; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] Example I Air is sucked into the space formed between the coaxially positioned rotating multi-blade turbines, the upper 2 and the lower 18 rotating counter to each other, and discharged overboard. The tapered turbines 2, 18 are mounted with their wide bases facing each other on bearings 4, 16 fixed on the outer ring 12. The outer ring 12 is fixed on a rigid horizontal beam 13 outside the central body 6, which has the shape of a truncated cone. Both turbines 2, 18 are attached from their small bases to the central body 6 via linear motors that drive the supporting turbines. The air accumulated under pressure in the air compression space thus formed is discharged outside the outer ring 12 through the driving nozzles 15A, 15B, 15C, 15D integrated in the central body around the periphery to obtain the desired thrust for horizontal flight, or through the stabilizing nozzles 14A, 14B to obtain the stabilization of the rotation of the central body 6.

[0023] As a result of the expansion towards the base of the central body 6, forced by the rotational movement and the setting of the blades of the carrier turbine upper 2, an air mass is injected into the space between the turbines 2, 18, called the inter-disk space, thus compressing the air mass as the space narrows, and then, forced by the rotational movement and the setting of the blades of the carrier turbine 18 of the lower turbine, it is expelled below the machine, resulting in a thrust vector for the vertical movement of the machine. The expulsion occurs along the entire circumference of the carrier turbine lower 18, at an angle perpendicular to the inclination angle of the turbine blades, which further increases the stability of the machine.

[0024] By opening and closing the driving nozzles 15A, 15B, 15C, 15D, the direction of horizontal flight can be changed by accelerating the brakes while maintaining a perfect stationary position on the horizontal axis of the aircraft. The acceleration of the horizontal flight speed is achieved by increasing the discharge of the air mass by the nozzles or driving nozzles, which is obtained by accelerating the rotational speed of the upper turbine 2 while maintaining the rotational speed of the lower 18 carrier turbine at a constant level. In addition, the air injected in this way is supplied to the propulsion nozzles, which increases the forces of horizontal flight, and the upper flight limit does not change even if a constant rotation of the lower 18 carrier turbine is maintained. Thanks to the stability of the machine thus obtained, there is no need to install rods or joysticks. This is because the entire flight at all stages is about finding the upper flight limit, achieving it thanks to the operation of the carrier turbines 2, 18, and determining the direction and speed of flight by opening and closing the appropriate driving nozzles. During the operation of the load-bearing turbines at variable rotational speeds and inverse rotational directions (Fig. 9), the rotational inertial movement of the aircraft is affected. To counter this phenomenon, a minimum of two stabilizing nozzles are arranged on the left and right 14A, 14B of the outer ring 12, which, after opening one of their flaps 11a, 11B, expel a compressed air mass from the space between the disks oriented obliquely to the horizontal axis (Figure 7), thereby giving a vector of rotational motion acting on the outer ring 12 with appropriate forces moving the machine body and the rotational inertia of the body acting in opposition, obtaining the immobility of the body of the airplane. A further possibility to achieve horizontal stability is the optional possibility of using a carrier turbine disk as a stabilizing gyroscope with an appropriate mass distribution.

[0025] Example II The central body 6, in the shape of a truncated cone, has within the walls formed around the periphery a battery space 7 and a space separate from the loading space for the control, navigation and communication modules 5, closed from above, which allows the communication of the system, the drone 1. From the lower end, the central body 6 is closed with an open loading ramp 20. On the central body 6, the electric actuators of the linear electric motors 3,17 are permanently attached. The stators of these 3,17 engines are permanently connected to the upper 2 and lower 18 carrier turbines. The cross section of the linear motors 3,17 has a shape known from magnetic trains, which give the driving force and stability to the connection of the turbines 2,18 with the central body 6. The outer ring 12 is permanently connected to the central body 6 by a rigid connection of the beams 13. The supporting turbines 2,18 are connected to the outer ring 12 by magnetic bearings 4,16, which allow the rotational movement of both turbines 2,18 on a magnetic cushion. A tripod chassis 19 is attached to the central body 6. The outer ring 12 has two stabilizing nozzles 14A, 14B and four driving nozzles 15A, 15B, 15C, 15D equipped with flaps 10A, 10B, 10C, 10D, the movement of the flaps is controlled by stepping motors 8A, 8B, 8C, 8D that drive the opening and closing of all or part of the nozzles to obtain a horizontal flight vector. The electronic modules of the communication, navigation and control systems are located in the upper part of the central body 6. Inside the central body 6, adjacent to its wall, is located the battery chamber 7. Inside the central body 6 is the loading space. The machine has a tripod chassis 19 and a loading ramp 20. The stabilizing nozzles 14A, 14B and the driving nozzles 15A, 15B, 15C, 15D are equipped with flaps with drives realized by stepping motors.

[0026] The discharge occurs after opening the flaps 10A, 10B, 10C, 10D of the driving nozzles 15A, 15B, 15C, 15D and the flaps 11A, 11B of the stabilizing nozzles 14A, 14B. The discharge of the compressed air mass creates a horizontal flight sequence vector directed radially from the center of the central body 6, providing a thrust for horizontal flight in the direction opposite to the nozzle position. The discharge of the compressed air mass in a horizontal oblique direction through the nozzles after opening the flaps 11A, 11B of the stabilizing nozzles 14A, 14B creates a thrust vector, providing a rightward rotational motion to the central body of the sixth machine (when viewed from above) with the purpose of stabilizing the rotational inertia of the central body of the sixth machine, which is a result of the different rotational speeds of the supporting turbines 2, 18.

[0027] The aerodynamic propulsion system of the aircraft allows it to fly without the need to steer the aircraft to change its direction or altitude, while maintaining perfect horizontal stability of the machine at each stage of flight. This is possible thanks to the rotating action of the supporting turbines of the machine: the upper 2 and lower 18 supporting turbines rotate in opposite directions (Figure 9), compressing the air and discharging it below the machine (Figure 10), thanks to which it obtains lift for vertical flight, and the compressed air mass in the space between the turbines, called the inter-disk space, is discharged from there through the propulsion nozzles (Figure 7), giving the thrust vector for horizontal flight. In this type of machine, the inertial motion of the aircraft, which occurs as a result of the difference in the rotational speed of the supporting turbines, which rotate in opposite directions at each stage of flight (Figure 9), is solved by using left and right stabilizing nozzles 14A, 14B, which provide thrust for a rotational motion opposite to the rotational inertia of the aircraft. The stabilizing nozzles 14A, 14B are powered by the compressed air mass from the space between the disks, by opening the flaps 11A, 11B, which are moved by the stepping motor 9. For example, having four propulsion nozzles 15A, 15B, 15C, 15D arranged symmetrically around the periphery, the plane can change the flight direction by opening and closing them, without the need to move or steer the body of the plane. For example, the plane can be navigated by assigning the propulsion nozzle 15A to the north magnetic pole and stabilizing the aircraft at each stage of flight so that the propulsion nozzle 15A points north, whereby the azimuth angle value (0 to 360 degrees) from GPS point A to GPS point B can be used to determine the flight direction of the machine and give an upper limit for collision-free flight. In the cargo space of the central body 6 it is possible to place shipping containers, for example for the transportation of cargo flights or parcels.

[0028] The batteries are fixed to the wall around the periphery of the central body 6, and with the help of a control system from the top of the central body 6, energy is supplied to the engines of the carrier turbines 2,18. Both turbines rotate in counter-rotation, the upper turbine 2 sucks in atmospheric air into the space between the disks, and the lower turbine 18 pumps the air below the machine. As the pressure increases, the area of ​​the blades of the upper turbine 2 becomes larger than the area of ​​the blades of the lower turbine 18. The angle between the turbines 2,18 and the outer disk 12 is the same. Due to the shape of the truncated cone, an overpressure is created, so in addition to the air that is expelled downwards, the air is directed to the nozzles. One nozzle is open, and the shape of the cone ensures sufficient lift to fill the space between the disks. After gaining stability, the machine rises, and when it reaches the set altitude, it slows down the turbines, especially the lower turbine, to reduce the lift and opens the driving nozzle to obtain thrust for horizontal flight. The stability of the machine is the result of the gyroscopic properties of the turbines. [Explanation of symbols]

[0029] 1 Optional observation communication and navigation system dome 2 Upper support turbine 3 Linear electric motor drive for upper support turbine 4. Magnetic bearings for upper support turbine 5. Space for control, navigation and communication modules 6 Central cone with loading space 7 Battery space in wall around perimeter of central cone 8A, 8B, 8C, 8D Stepping motors for driving the driving flaps of the driving nozzles 9 Stepping motors for driving the flaps of the left and right stabilizing nozzles 10A, 10B, 10C, 10D Driving nozzle flap 11A,l1B Left and right stabilizing nozzle flaps 12 Outer Ring 13. Connection beam between rigid outer ring and central cone body 14A, 14B Left and right stabilizing nozzles 15A, 15B, 15C, 15D Driving nozzle 16 Magnetic bearings for lower support turbine 17 Linear electric motor drive for lower support turbine 18 Lower Support Turbine 19 Chassis of machine ABC with drive 20 Loading ramp closing the central cone loading space

Claims

1. A method for obtaining both the lift and thrust required for the horizontal flight of a vertical take-off and landing aircraft while maintaining the horizontal flight stability of the aircraft by drawing air into an internal cavity formed between coaxially mounted multi-blade turbines (2, 18), the upper and lower sides of which rotate counter-rotating relative to each other to remove air outward beneath the aircraft, the conical turbines being mounted with wide circular bases facing in opposite directions, the circular bases being mounted on double-sided fixed bearings (4, 16) along the contoured edge of an outer ring (12), the outer ring being spaced apart by a distance of 1000 m. the turbines (2, 18) are attached from the inside to a central housing (6) using linear drives (13), said central housing being formed in a conical shape and being a base to which both turbines (2, 18) are attached from the side of the smaller base using linear drives, and the air that accumulates under pressure in such internal cavities is removed to the outside of said outer ring (12) using motive nozzles (15A, 15B, 15C, 15D) installed circumferentially on the inner ring to achieve the thrust required for horizontal flight, or using stabilizing nozzles (14A, 14B) used to maintain the required rotational stability of said central ring (6).

2. A vertical take-off and landing aircraft with electric drive, equipped with communication, navigation and control systems, consisting of a central housing used as mounting space for two multi-blade turbines (upper and lower) mounted coaxially on bearings, said multi-blade turbines rotating counter-rotating after the starting process, said aircraft being identified by a conical central housing (6), said central housing having in its upper end region a circumferentially mounted linear drive (3) used to drive the upper turbine, and in its lower end region a circumferentially mounted linear drive (17) also used to drive the lower turbine, between the linear drives (3, 17) an outer 1. A vertical take-off and landing aircraft comprising: a rigid horizontal beam (13) on which an outer ring (12) is mounted; an upper turbine (2) and a lower turbine (18), both of which are conical main turbines facing each other at their larger circular bases; both of which are mounted on magnetic bearings (4, 16), said magnetic bearings being mounted on both sides circumferentially toward the edge of the outer ring (12); the outer ring (12) having at least two stabilizing nozzles (14A, 14B) mounted opposite each other and at least four motive nozzles (15A, 15B, 15C, 15D) mounted between them; and a blade area of ​​the upper turbine (3) greater than that of the lower turbine (17).

3. 3. The airplane according to claim 2, wherein a battery chamber (7) is located inside the central housing (6) and aligned with a surface of the central housing, the battery chamber being recognized by an electronic module of a communication, navigation, and control system installed at an upper end of the central housing (6), and the internal cavity of the central housing is a cargo space.

4. 4. An airplane according to claim 2 or 3, recognised by a tripod landing chassis (19) and a loading ramp (20).

5. 4. An airplane according to claim 2 or 3, characterized in that it is characterized by stabilizing nozzles (14A, 14B) and driving nozzles (15A, 15B, 15C, 15D) with flaps driven by stepping motors.

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