A vertical takeoff and landing aircraft with auxiliary power unit for directional control

Abstract

The utility model relates to the field of aviation, namely to vertical takeoff and landing aircraft (VTOL). A VTOL aircraft with an auxiliary power unit for directional control consists of a fuselage (1), wing consoles (2) and a tail unit (3), and also contains longitudinal beams (4), which are fixed to the wing consoles (2) parallel to the fuselage (1). Lifting propellers (5) are mounted on the longitudinal beams (4) in pairs on each side relative to the transverse axis of the aircraft (Oz). Propeller-motor groups of the auxiliary power unit (6) are mounted inside the rear sections of both longitudinal beams (4) symmetrically relative to the longitudinal axis of the aircraft (Ox). Each propeller-motor group of the auxiliary power unit (6) is an impeller, the axes of which pass perpendicular to the longitudinal axis of the aircraft (Ox), and the vectors of action of the thrust forces (P1, P2) of each propeller-motor group of the auxiliary power unit (6), located on different beams (4), are directed in opposite directions.At the same time, the distance (arm) (X) from the VTOL aircraft's center of mass to the line of action of the auxiliary power unit's thrust forces (P1, P2) is maximized. The resulting technical result ensures high performance in all flight modes and weather conditions.

Description

[0001] The utility model relates to the field of aviation, namely to vertical takeoff and landing (VTOL) aircraft.

[0002] Currently, numerous VTOL aircraft are known in which the conventional configuration is supplemented by a multi-rotor rotor system mounted on longitudinal beams attached to the wing consoles. For example, a well-known VTOL configuration (patent RU 180474 U1 dated October 26, 2017) in which vertical takeoff and landing of a high-wing monoplane with a high-aspect-ratio wing, V-tail, and pusher propeller are provided by four electric motors with lifting propellers (LPs) located at the ends of two longitudinal beams attached under the wing to the left and right of the aircraft's plane of symmetry. On this VTOL aircraft, yaw control during vertical takeoff and landing modes is accomplished by coordinated changes in the LP rotation speed. Taking into account the presence of a limitation on the maximum rotation speed of the VTOL aircraft, this leads to the fact that the reserve of the available thrust-to-weight ratio of the VTOL aircraft is used to ensure control.This, in turn, leads to a reduction in the maximum takeoff weight of the VTOL aircraft, which is a significant drawback of this configuration.

[0003] Also known is a vertical takeoff and landing aircraft with auxiliary propellers for flight control (patent RU 2762441 dated December 21, 2021). This aircraft utilizes auxiliary propellers located at the wingtips as a supplementary means of flight control, with less power than the main propellers that generate thrust. The following design features are among the disadvantages of this aircraft:

[0004] - the location of auxiliary propellers at the wing tips increases drag and reduces aerodynamic quality in horizontal flight, which worsens the flight performance characteristics (FPC);

[0005] - To ensure flight in icing conditions, it is necessary to develop a special anti-icing system for auxiliary propellers, which complicates and weighs down the design of the aircraft as a whole.

[0006] The proposed utility model is aimed at solving the above mentioned shortcomings.

[0007] The objective of the proposed utility model is to develop a VTOL aircraft, manufactured using a multi-rotor design, with an increased maximum takeoff weight while maintaining high performance characteristics.

[0008] The technical result is to ensure high flight performance in all flight modes and under various weather conditions.

[0009] The proposed utility model is illustrated by figures 1, 2, 3, in which the following is indicated by numbers:

[0010] 1 - fuselage

[0011] 2 - wing

[0012] 3 - tail unit

[0013] 4 - longitudinal beam

[0014] 5 - lifting propeller (LP)

[0015] 6 - Auxiliary power unit

[0016] 7 - auxiliary power unit propeller

[0017] 8 - Air duct

[0018] 9 - Electric motor

[0019] P1, P2 - traction forces

[0020] Ox - longitudinal axis of the aircraft

[0021] Oz - transverse axis of the aircraft

[0022] X - distance (arm) from the center of mass of the VTOL aircraft to the line of action of the thrust forces of the auxiliary power unit

[0023] The claimed technical result is achieved due to the fact that the vertical takeoff and landing aircraft with an auxiliary power unit for directional control consists of a fuselage (1), wing consoles (2) and a tail unit (3), and also contains longitudinal beams (4), which are fixed on the wing consoles (2) parallel to the fuselage (1). On the longitudinal beams (4), lifting propellers (5) are mounted in pairs on each side relative to the transverse axis of the aircraft (Oz). The propeller-motor groups (PMG) of the auxiliary power unit (6) are mounted inside the rear sections of both longitudinal beams (4), symmetrically relative to the longitudinal axis of the aircraft (Ox).Each auxiliary power unit (6) propeller-motor group is an impeller whose axis is perpendicular to the aircraft's longitudinal axis (Ox), and the thrust force vectors (P1, P2) of each auxiliary power unit's propeller-motor group (6), located on different booms (4), are directed in opposite directions. The distance (arm) (X) from the VTOL aircraft's center of mass to the line of action of the auxiliary power unit's thrust forces (P1, P2) is maximized.

[0024] The claimed aircraft consists of a fuselage (1), wing consoles (2), longitudinal beams (4) and tail unit (3).

[0025] Longitudinal beams (4) are fixed to the wing consoles (2) parallel to the fuselage, on the rear parts of which the tail assembly (3) is installed. Auxiliary power unit (5) are installed on the longitudinal beams (4) in pairs on each side relative to the transverse axis (Oz). Auxiliary power unit (6) propulsion systems are installed inside the rear parts of the longitudinal beams (4) symmetrically relative to the longitudinal axis of the aircraft (Ox). Each auxiliary power unit (6) propulsion system is an impeller - propeller (7) located inside the air duct (8), rigidly attached to the shaft of the electric motor (9).

[0026] The location of the auxiliary power unit (6) VMG in the rear parts of the longitudinal beams (4) ensures the efficiency of their use, since the yaw moment is determined by the formula:

[0027] Му=Р⋅X, where

[0028] My - yaw moment;

[0029] P - thrust;

[0030] X - distance (arm) from the center of mass of the VTOL aircraft to the line of action of the thrust forces of the auxiliary power unit.

[0031] Thus, the maximum efficiency of using the auxiliary power unit (6) is achieved by increasing the distance (arm) (X) from the center of mass (Oz axis) of the VTOL aircraft to the line of action of the thrust forces (P1, P2) of the auxiliary power unit (6) as much as is structurally possible.

[0032] The location of the auxiliary power unit (6) propulsion systems inside the longitudinal beams (4) prevents them from icing, thereby eliminating the need for an additional anti-icing system, which would complicate and weigh down the VTOL aircraft design, thereby reducing its performance. Furthermore, since the auxiliary power unit (6) propulsion systems are located inside the longitudinal beams (4), the airframe and impeller propeller are not exposed to the oncoming airflow, preventing the creation of additional aerodynamic drag. Furthermore, since directional control is performed by the auxiliary power unit (6), the rotation speed of the main propellers (5) remains unchanged, thereby preserving the VTOL aircraft's available thrust-to-weight ratio during vertical takeoff and landing. This ensures high performance in all flight modes and in various weather conditions.

[0033] Yaw control is performed as follows.

[0034] The thrust forces (P1, P2) generated by the auxiliary power unit (6) are directed in different directions along the aircraft's transverse axis (Oz). Yaw control is achieved through their coordinated change: when turning right, the thrust of the left auxiliary power unit increases and the thrust of the right auxiliary power unit decreases; when turning left, the opposite occurs.

Claims

1. A vertical takeoff and landing aircraft with an auxiliary power unit for directional control, consisting of a fuselage, wing consoles, longitudinal beams and a tail unit, characterized in that the longitudinal beams are fixed to the wing consoles parallel to the fuselage, on which lifting propellers are mounted in pairs on each side relative to the transverse axis of the aircraft, and inside the longitudinal beams in their rear part, symmetrically relative to the longitudinal axis of the aircraft, propeller-motor groups of the auxiliary power unit are mounted, each of which is an impeller, and the axes of which pass perpendicular to the longitudinal axis of the aircraft, while the vectors of action of the thrust forces of the propeller-motor groups of the auxiliary power units, located on different beams, are directed in opposite directions.

2. A vertical takeoff and landing aircraft with an auxiliary power unit for directional control according to paragraph 1, characterized in that the distance from the center of mass of the vertical takeoff and landing aircraft to the line of action of the thrust forces of the auxiliary power unit is increased as much as possible.

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