FI126991B

FI126991B - floatplane

Info

Publication number: FI126991B
Application number: FI20165164A
Authority: FI
Inventors: Risto Pajuniemi
Original assignee: Miricle Oy
Priority date: 2016-03-01
Filing date: 2016-03-01
Publication date: 2017-09-15
Also published as: FI20165164A; WO2017149196A1

Description

FLOATPLANE

FIELD OF THE INVENTION

Generally the present invention relates to aircraft and aviation technologies thereof. Particularly, however not exclusively, the invention pertains to floatplanes.

BACKGROUND

Seaplanes have been developed since the advent of modem aviation. Typically such aircraft may be divided into different categories based on their design and desired features. Although in the past the main seaplane aircraft categories have been flying boats and floatplanes, nowadays also many ultralight seaplanes exist, which however are mainly meant for recreational use, and as such, possess little of the range, maneuvering and aerodynamic capabilities of their heavier seaplane counterparts.

Currently, also electric propulsion systems have also become increasingly popular practically in all air, land and sea vehicles. Although conceptually electric aircraft have been proposed over a few decades ago, several quintessential drawbacks of electric motors still plague the technology, which has slowed down the adaption for practice of such aircraft. Coarsely put, the bigger the aircraft is the more powerful propulsion means it requires, which increases the size of the fuel cells or batteries and consequently the weight of the aircraft. Conversely, the smaller the aircraft, the bigger the size of the fuel storage from the overall weight of the aircraft, which is problematic for the weight but also for the design of the aircraft since the fuel cells and or storages are spacious.

Hence, seaplanes have suffered from the problematic power-to-weight ratio aspects. At the same time however, the interest in using electric motor based propulsion means in aircraft has only increased. This is largely due to the advantageous efficiency, versatility, simple structure (e.g. in terms of transmission) and emission properties of electric motors. Especially the economic aspects of efficiency and emission (carbon as well as noise emission) properties are arguably now more important than ever.

Finally, prior art floatplanes are essentially modifications of land-based aeroplanes that have been fitted with floats. As such, there exist virtually no floatplanes that would’ve been designed from the start with air and sea capabilities in mind. Particularly, the takeoff, landing and taxiing on water capabilities have been considered very little, which means there is a need for structural developments for better floatplanes.

SUMMARY OF THE INVENTION

The objective of the embodiments of the present invention is to at least alleviate the aforementioned drawbacks evident in the prior art arrangements particularly in the context of floatplanes. The objective is generally achieved with a floatplane in accordance with the present invention.

One of the present invention’s main advantages is that the structural design follows a floatplane and as such the present invention inherits the aerodynamic and amphibious capabilities of floatplanes in contrast to flying boats. Even further, the many aspects of the present invention have been designed with air and sea capabilities of the floatplane in mind in contrast to floatplanes modified from aeroplanes giving the floatplane of the present invention good water stability, utility and low center of mass.

Another advantage of the present invention is that it solves many structural drawbacks of floatplanes. Especially, the taxiing on water capabilities are tremendously improved with the present invention. The present invention enables front and backwards drive, which also enables braking and taxiing in and out of pier. Further, the drive on water is silent and the plane may be safely and more conveniently parked to a pier.

Another advantage of the present invention is that due to the energy storage location of the present invention the wings of the plane may be made lighter, simpler in structure and hence they may comprise a capability to be folded.

Finally, the floatplane features modular structural properties, which enable convenient maintenance and versatility of the structure.

In accordance with one aspect of the present invention a floatplane comprising: -a fuselage, -at least one primary wing attached to the fuselage, -a float arrangement comprising a number of floats, and -propulsion means for driving the floatplane, characterised in that the floats of the float arrangement are attached to the fuselage by a number of second wing structures, said second wing structures producing additional lift, and in that at least one part of the propulsion means is housed inside at least one of the second wing structures and/or the floats of the float arrangement.

According to an exemplary embodiment of the present invention the at least one part housed inside the second wing structures and/or float arrangement, optionally in the pontoon/floats, is an energy storage of the propulsion means. According to another exemplary embodiment of the present invention the at least one part housed in at least one of the second wing structures and/or floats is another part of the propulsion means, such as the motor controller, wiring or tubing of the propulsion means. However, due to the advantageous location and housing structure of the secondary wings, also other parts of the propulsion means may be housed in at least one of the secondary wings and/or floats.

According to an exemplary embodiment of the present invention the second wing structures are arranged to utilize ground effect to increase the total lift of the wings during take-off. According to an exemplary embodiment the second wing structures produce lift additional to the lift produced by the at least one primary wing, the at least primary wing being the main source of lift for the floatplane’s flight capability.

According to an exemplary embodiment of the present invention the propulsion means comprises an electric motor to drive the propulsion means.

According to an exemplary embodiment of the present invention the electric motor is connected to drive a propeller that may be a push type propeller or a pull type propeller.

According to an exemplary embodiment of the present invention the electric motor may be arranged for both forward and reverse drive. This may be arranged e.g. by utilizing a motor controller as part of the propulsion means for choosing the rotation direction of the electric motor.

According to an exemplary embodiment of the present invention the energy storage housed in the second wings comprise at least one battery for the electric motor.

According to an exemplary embodiment of the present invention the propulsion means comprises hybrid propulsion means.

According to an exemplary embodiment of the present invention the combustion engine and the generator of the hybrid propulsion means are situated essentially close to the bottom of the fuselage.

According to an exemplary embodiment of the present invention the energy storage housed in the second wings comprises at least one fuel tank used for the combustion engine of the hybrid propulsion means.

According to an exemplary embodiment of the present invention the propeller is situated essentially to the fuselage behind the at least one primary wing. The electric motor may be situated and/or connected essentially directly next to the propeller.

According to an exemplary embodiment of the present invention the latter part of the fuselage comprises at least two essentially adjacent support structures. Additionally optionally the propeller is situated to the fuselage essentially in between the adjacent support structures.

According to an exemplary embodiment of the present invention the at least one primary wing is foldable or rotatable. In case of for example two primary wings both wings may be foldable or rotatable. This is facilitated by having at least part of the energy storages, such as fuel tanks, of the floatplane situated in the second wings.

The floatplane and its embodiments are scalable in the limitations according with the essential features of the floatplane.

As briefly reviewed hereinbefore, the utility of the different aspects of the present invention arises from a plurality of issues depending on each particular embodiment.

The expression “a number of’ may herein refer to any positive integer starting from one (1). The expression “a plurality of’ may refer to any positive integer starting from two (2), respectively.

The term “exemplary” refers herein to an example or example-like feature, not the sole or only preferable option.

The term “floatplane” refers herein to a seaplane, which has pontoons for providing buoyancy in the water.

Different embodiments of the present invention are also disclosed in the attached dependent claims.

BRIEF DESCRIPTION OF THE RELATED DRAWINGS

Next, some exemplary embodiments of the present invention are reviewed more closely with reference to the attached drawings, wherein

Figure 1 illustrates an embodiment of the floatplane in accordance with the present invention,

Figure 2 illustrates a side view of an embodiment of the floatplane in accordance with the present invention,

Figures 3a and 3b illustrate front view and axonometric projections of an embodiment of the floatplane in accordance with the present invention,

Figure 4 illustrates a top view of an embodiment of the floatplane in accordance with the present invention, and

Figures 5a and 5b are diagrammatic illustrations of the propulsion arrangement embodiments of the floatplane in accordance with the present invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Figure 1 illustrates an embodiment of the floatplane 100 in accordance with the present invention.

The floatplane comprises essentially a fuselage 102, at least one primary wing 104 and a float arrangement herein depicted as two floats 106, which floats 106 are attached to the fuselage by a number of secondary wings 108.

In some embodiments the fuselage 102 may comprise essentially two sections. The front section of the fuselage 102a comprises a cockpit and preferably space for parts of the propulsion arrangement as is discussed here-inlater in detail. The latter section of the fuselage 102b comprises at least two elongated support structures (herein depicted a three-part structure).

The primary purpose of the elongated support structures 102b is to provide a fuselage structure with an in-between space for the propeller 110. The location for the propeller 110 may be situated at the fuselage behind the at least one primary wing 104. This provides a safer location than at the front of the fuselage and is also advantageous for the maneuvering capabilities of the plane 100. The propeller 110 may be also situated on top of the fuselage in an element or structure such as a housing or pod.

The explained two-section structure of the fuselage 102 may be preferred since the depicted latter section of the fuselage 102b comprising at least two elongated support structures (herein depicted a three-part structure) provides a lightweight yet rigid and stiff structure that improves the weight and aerodynamic capabilities of the plane. Further, the elongated support structures 102b are also easy to maintenance since they may be made modular and easily changeable e.g. in case of wear or failure.

Further, although the present invention may comprise only a typical essentially enclosed fuselage 102 structure, the advantageous latter section 102b comprising elongated support structures is made possible by the propulsion arrangement solution of the present invention, which hence follows the inventive fulcrum and supports the overall design of the floatplane in accordance with the present invention.

As mentioned the float arrangement may comprise two floats 106 each further comprising a pontoon for landing and moving on water. Further they may comprise wheels or such structures for enabling landing on ground and rudders for maneuvering in water.

However, the float arrangement may also comprise essentially only one float profile that e.g. extends under the fuselage to both sides of the floatplane 300. The single float may constitute two floats at the sides of the floatplane 300, which two floats are part of a single float profile that conjoins the two floats. Further, the float arrangement may also comprise at least two floats 106 that are conjoined or attached to each other via mechanical means (e.g. a number of steel reinforcement structures between the floats 106). Clearly, it is also feasible to utilize three, four, etc. floats. Indeed, many different float arrangements are feasible on the precondition that the floatplane must constitute a floatplane (pontoon separate of the fuselage) as well as that the float arrangement as whole must extend to at least slightly to the sides of the floatplane 300.

The float arrangement is attached to the fuselage 102 with a number of second wings 108. The second wings 108 are important not only for attaching the float arrangement to the fuselage but also for improving the aerodynamic capabilities of the plane and for providing space wherein parts, such as at least one energy storage of the plane may be situated. Further, the second wings 108 may also protect the propeller 110 from water sprayed by the floats during high speed movement on water.

The secondary wings 108 also improve the take-off capabilities of the floatplane. This is facilitated by their proximity to the ground or water level (they act as a fixed surface), which increases the ground effect affecting the floatplane.

The propeller 110 is preferably a puller-pusher type propeller that may be operated in both directions. The propeller 100 may further comprise a spinner.

Figure 2 illustrates a side view of an embodiment of the floatplane in accordance with the present invention.

In figure 2 also water rudders (not referenced by numbers) are illustrated, which are optional in the present invention. However, the means to control said rudders may be also comprised at least partially in the second wings 108, which further demonstrates a further application of the second wings 108. Wires and actuation mechanisms thereof may be situated inside the second wings 108, which protects said parts and mechanisms from weather and external obstacles (e.g. water, wind, and barks, pier, and such places where wires and such may easily tangle) and also neatly compiles the wiring.

The airfoil of the second wings 108 may is preferably a semi-symmetrical. However, other designs such as symmetrical may also be used in accordance with target application capabilities.

The number of second wings 108 needn’t be two as illustrated. The number of second wings 108 may constitute a single second wing structure. Such single second wing structure may extend under the fuselage to the sides of the floatplane attaching to the float arrangement at the ends of the second wing structure and attaching to the fuselage essentially at the middle of the second wing 108 structure. In some embodiments also more than one or two second wings 108 may be used. Further, the one or more second wings 108 may be arranged at under the fuselage or at least partly through the fuselage.

Figures 3a and 3b illustrate front view and axonometric projections of an embodiment of the floatplane in accordance with the present invention.

In figures 3a and 3b an embodiment of the floatplane is shown with its foldable wings 104. The folding or rotating feature of the primary wings 104 is an advantageous feature of the present invention, and it is facilitated since no fuel storages and connections thereof need to exist in the wings as in many prior art solutions. However, in some embodiments fuel tanks may be situated in the inner parts 104a and the outer parts 104b may be folded in relation to the inner parts 104a.

The wings 104 may comprise essentially two main parts 104a, 104b in between which there exist joint or hinge means for folding the parts 104a, 104b in relation to each other. Further, there may exist joint or hinge means in between the fuselage 102 and inner primary wing part 104a for folding the primary wings 104 in relation to the fuselage 102. Clearly in case only one wing 104 structure is used, the wing 104 may comprise only one inner part 104a and two outer parts on the 104b at the ends of the inner part 104a.

The wings 104 may be folded via electric actuation means, such as by electric motors attached to the wings via wires, or via manual means, such as by a person.

Figure 4 illustrates a top view of an embodiment of the floatplane in accordance with the present invention.

In figure 4 an exemplary location of the propeller 110 and the drive thereof are more clearly visible. Especially the latter part of the floatplane may comprise the at least two elongated structures 102b (three are depicted in the particular embodiment). These elongated structures 102b may constitute the latter part of the fuselage 102 body wherein also the propeller 110 may be situated. However, the latter part of the floatplane needn’t comprise any elongated structures 102b and the fuselage may comprise a typical enclosed fuselage.

In view of the present invention the propeller 110 may be also situated to the front of the plane. The propeller position depicted in figure 4 is however beneficial as the second wings also provide protection to the propeller if it is situated essentially over and/or over the second wings.

Figures 5a and 5b are diagrammatic illustrations of the propulsion arrangement 500 embodiments of the floatplane in accordance with the present invention.

In the embodiment of figure 5a the main parts of the propulsion arrangement are divided essentially between three sections of the floatplane. Said sections referred herein comprise second wings 500b, low section of the fuselage 500c and upper section (and above) of the fuselage 500d.

In the embodiment of figure 5b the main parts of the propulsion arrangement are divided essentially between four sections of the floatplane. Said sections referred herein comprise the float arrangement 500a, second wings 500b low section of the fuselage 500c and upper section (and above) of the fuselage 500d. Clearly, the energy storages 512, 514 and the controller 508 for example could be situated also in different sections. E.g. the secondary wings could also comprise merely the wiring and/or fuel tubes coming from the energy storage situated in the at least one float of the float arrangement.

The benefits of having at least one part of the propulsion arrangement in the at least one float is that the mass of the part may be situated to the lowest section possible of the plane. However, the benefits of having at least one part of the propulsion arrangement in the at least one secondary wing is that the secondary wings have less occupied space compared to the floats, which floats in many cases comprise mechanics and/or actuation means for steering the rudders of the floats.

The propulsion arrangement 500 preferably comprises at least a motor 502 that drives the propeller 510. Further, the motor 502 may be a lightweight electric motor. A one example of a feasible electric motor is a Siemens 260 kW electric air motor that is known in the state of art. However, a plurality of other feasible electric motors exists. As depicted the motor 502 may be situated at the upper section of the fuselage 500d e.g. for, i.a., safe location of the propeller and drive but the motor 502 may also be situated to the lower part of the fuselage 500c e.g. at the front of the plane for, i.a., lower mass center of the plane. If the motor 502 is situated at the lower part of the fuselage 500c the propeller 510 may be situated at the front of the plane or at the back of the plane.

The propulsion arrangement 500 further preferably comprises a combustion engine 504 that is connected to a generator 506 for generating electricity for the electric motor 502. Said combustion engine 504, generator 506 and transmission thereof are preferably located in the low section of the fuselage 500c, optionally essentially at the bottom of floor level of the fuselage. This is beneficial because the mass center in the present invention is consequently lower.

Suitable combustion engine types comprise e.g. gasoline (inch gas fuel, ethanol and gasoline) and diesel piston engines, and turbine engines. Some examples of suitable requirements for the combustion engine comprise power range of 60-350 hp, depending inter alia on the battery capacity and airplane size and weight. The combustion engine 504 may further be liquid cooled or air-cooled with fan arrangement, or a turboshaft type. All engine types may be positioned either in the nose or rear of the fuselage. In all applications, air inlets and outlets are required on the fuselage to ensure flow of air for combustion and cooling.

If a turbine engine is used the generator 506 and combustion engine 504 may be embodied together as a turboshaft arrangement.

The transmission e.g. in between the combustion engine 504 and generator 506 as well as between the motor 502 and propeller 510 may be arranged in many different ways in line with state of the art and as such are known to a person skilled in the art.

The propulsion arrangement 500 may comprise an air intake in the front of the fuselage or in at least one side of the fuselage by using a scoop for example. Clearly, the longitudinal situation and constitution of the combustion motor and generator arrangement dictate the need and suitable situation of the air inlet.

The exhaustion means of the propulsion arrangement 500 is not depicted but suitable exhaustion means are well-known for the person skilled in the art. Exhaust may be for example situated to the back of the plane essentially adjacent to the combustion engine 504.

The generated electricity is preferably at least partly directed and stored to a number of batteries 512, which are situated in the second wing section of the plane 500c or in the float arrangement section 500a. The batteries 512 are further preferably connected to the electric motor 502 via a motor con- troller 508, which may be used for at least controlling the rotation speed and direction of the electric motor 502. As depicted with the dotted line at least part of the generated electricity may be also directed directly to the motor controller 508 without passing through the batteries 512.

Further, the fossil fuel supply 514, such as a tank, may be also situated in the the float arrangement section 500a and/or in the second wing section 500b. The batteries 512 and fuel tanks 514 account for a large amount of a plane’s weight so it is beneficial that they may be situated as low as possible for stability. Hence, the second wing structures may act as housing for the number of propulsion arrangement parts and particularly the energy storages but also in a way that adds to the whole floatplane’s aerodynamic capabilities and lift properties.

Clearly, at least part of energy supplies may be also situated in the at least one primary wings as in typical floatplane constructions, optionally in the middle section of such primary wing or wings.

Even further, it should be noted that the depicted parts of the exemplary propulsion means are in no way exhaustive in the context of electric motor drive and hybrid propulsion means. Hence, it is possible that another known part of the many parts known in the state of art in the mentioned electric motor drive and hybrid propulsion means context is situated in the second wings structures section 500b and/or float arrangement section 500a.

The scope of the invention is determined by the attached claims together with the equivalents thereof. The skilled persons will again appreciate the fact that the disclosed embodiments were constructed for illustrative purposes only, and the innovative fulcrum reviewed herein will cover further embodiments, embodiment combinations, variations and equivalents that better suit each particular use case of the invention.

Claims

1. Vesitaso (100), joka käsittää -rungon (102), -ainakin yhden primäärisen siiven (104), joka on kiinnitetty runkoon (102), -kellukejärjestelyn, joka käsittää lukumäärän kellukkeita (106) ja -propulsiovälineen (500) vesitason (100) käyttämiseksi, tunnettu siitä, että kellukejärjestelyn kellukkeet (106) on kiinnitetty runkoon (102) lukumäärällä toisia siipirakenteita (108), jolloin mainitut toiset siipirakenteet (108) tuottavat lisänostetta, ja siitä, että ainakin yksi osa propulsiovälineestä (500) on koteloitu ainakin yhden toisista siipiraken-teista (108) ja/tai kellukejärjestelyn kellukkeiden (106) sisään.A water level (100) comprising: a body (102), at least one primary blade (104) attached to the body (102), a float arrangement comprising a plurality of floats (106) and a water level (104) of the propulsion means (500). 100), characterized in that the floats (106) of the float arrangement are attached to the body (102) by a plurality of second wing structures (108), wherein said second wing structures (108) provide an additional lift, and at least a portion of the propulsion means (500) one of the second wing structures (108) and / or inside the floats (106) of the float arrangement.

2. Patenttivaatimuksen 1 mukainen vesitaso (100), jossa kyseinen ainakin yksi toisien siipirakenteiden (108) ja/tai kellukkeiden (106) sisään koteloitu osa on propulsiovälineen (500) energiavarasto (512, 514).The water level (100) of claim 1, wherein said at least one portion enclosed within the second wing structures (108) and / or floats (106) is an energy storage (512, 514) of the propulsion means (500).

3. Jonkin edeltävistä patenttivaatimuksista mukainen vesitaso (100), jossa toiset siipirakenteet (108) on järjestetty hyödyntämään maaefektiä siipien (104, 108) kokonaisnosteen lisäämiseksi nousun aikana.The water level (100) according to any one of the preceding claims, wherein the second wing structures (108) are arranged to utilize a ground effect to increase the total lift of the wings (104, 108) during the ascent.

4. Jonkin edeltävistä patenttivaatimuksista mukainen vesitaso (100), jossa propulsioväline (500) käsittää sähkömoottorin (502), joka on yhdistetty käyttämään propulsiovälinettä (500), valinnaisesti järjestetty eteenpäin ja taaksepäin ajoa varten.The water plane (100) according to any one of the preceding claims, wherein the propulsion means (500) comprises an electric motor (502) coupled to drive the propulsion means (500), optionally arranged for forward and reverse motion.

5. Patenttivaatimuksen 2 mukainen vesitaso (100), jossa toisiin siipi-rakenteisiin (108) koteloitu energiavarasto käsittää ainakin yhden akun (512) sähkömoottoria (502) varten.The water level (100) of claim 2, wherein the energy storage enclosed in the second wing structures (108) comprises at least one battery (512) for the electric motor (502).

6. Jonkin edeltävistä patenttivaatimuksista mukainen vesitaso (100), jossa propulsioväline (500) käsittää hybridipropulsiovälineen.The water level (100) according to any one of the preceding claims, wherein the propulsion means (500) comprises a hybrid propulsion means.

7. Patenttivaatimuksen 6 mukainen vesitaso (100), jossa hybridipro-pulsiovälineen polttomoottori (504) ja generaattori (506) sijaitsevat olennaisesti lähellä rungon (102) pohjaa.The water level (100) of claim 6, wherein the hybrid propulsion means internal combustion engine (504) and generator (506) are located substantially near the bottom of the body (102).

8. Patenttivaatimuksen 2 mukainen vesitaso (100), jossa energiavaras-to käsittää ainakin yhden polttoainesäiliön (514), jota käytetään hybridi-propulsiovälineen polttomoottorille (504).The water level (100) of claim 2, wherein the energy reservoir comprises at least one fuel tank (514) used for a hybrid propulsion unit internal combustion engine (504).

9. Jonkin edeltävistä patenttivaatimuksista mukainen vesitaso (100), jossa propulsioväline (500) käsittää potkurin (110, 510), joka sijaitsee olennaisesti rungossa (102), ainakin yhden primäärisen siiven (104) takana.The water plane (100) according to any one of the preceding claims, wherein the propulsion means (500) comprises a propeller (110, 510) located substantially within the hull (102), behind at least one primary blade (104).

10. Jonkin edeltävistä patenttivaatimuksista mukainen vesitaso (100), jossa rungon takaosa (102b) käsittää ainakin kaksi vierekkäistä tukirakennetta ja jossa potkuri (110) sijaitsee rungossa (102), olennaisesti kyseisten vierekkäisten tukirakenteiden välissä.The water plane (100) according to any one of the preceding claims, wherein the back of the hull (102b) comprises at least two adjacent support structures and wherein the propeller (110) is located on the hull (102), substantially between said adjacent support structures.

11. Jonkin edeltävistä patenttivaatimuksista mukainen vesitaso (100), jossa ainakin yksi primäärinen siipi (104, 104a, 104b) on taitettava tai käännettävä.The water plane (100) according to any one of the preceding claims, wherein the at least one primary wing (104, 104a, 104b) is foldable or pivotable.