WO2016009376A1 - Vertical take-off and landing aircraft - Google Patents
Vertical take-off and landing aircraft Download PDFInfo
- Publication number
- WO2016009376A1 WO2016009376A1 PCT/IB2015/055376 IB2015055376W WO2016009376A1 WO 2016009376 A1 WO2016009376 A1 WO 2016009376A1 IB 2015055376 W IB2015055376 W IB 2015055376W WO 2016009376 A1 WO2016009376 A1 WO 2016009376A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- aircraft
- fuselage
- lift
- drive system
- fan drive
- Prior art date
Links
- 239000003381 stabilizer Substances 0.000 claims abstract description 18
- 230000005484 gravity Effects 0.000 claims abstract description 9
- 238000007789 sealing Methods 0.000 claims description 6
- 241000272517 Anseriformes Species 0.000 claims description 3
- 230000007704 transition Effects 0.000 description 6
- 239000013598 vector Substances 0.000 description 6
- 230000007246 mechanism Effects 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
- 241000272470 Circus Species 0.000 description 1
- 241000566150 Pandion haliaetus Species 0.000 description 1
- 230000003416 augmentation Effects 0.000 description 1
- 230000003190 augmentative effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 230000003019 stabilising effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
- B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
- B64C29/0025—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being fixed relative to the fuselage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
- B64C29/0041—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by jet motors
- B64C29/005—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by jet motors the motors being fixed relative to the fuselage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
- B64C29/0041—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by jet motors
- B64C29/0058—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by jet motors with vertical jet
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
- B64C29/0041—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by jet motors
- B64C29/0066—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by jet motors with horizontal jet and jet deflector
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/08—Aircraft not otherwise provided for having multiple wings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
- B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
Definitions
- the present invention relates generally to aircraft, and more specifically to a vertical take-off and landing aircraft having the take-off and hover capabilities similar to a helicopter and the performance and range capabilities similar to a regional business jet.
- VTOL Vertical take-off and landing
- the first VTOL aircraft uses a tilt-rotor design, wherein a tilt-rotor is fitted to the end of each wing.
- the tilt-rotor is movable between a vertical position, for providing lift for vertical takeoff, and a horizontal position, for providing forward thrust for normal flight.
- a successful example of the above is the US military's "Osprey" aircraft.
- the second VTOL aircraft uses thrust augmentation and engine compressor bleed air, in which thrust produced by turbofan/jet engines and engine compressor bleed air is redirected (i.e. augmented) downwardly to achieve vertical take-off.
- thrust augmentation and engine compressor bleed air in which thrust produced by turbofan/jet engines and engine compressor bleed air is redirected (i.e. augmented) downwardly to achieve vertical take-off.
- engine compressor bleed air is redirected (i.e. augmented) downwardly to achieve vertical take-off.
- the most successful example of such a design is the British military's AV8 Harrier fighter jet.
- VTOL aircraft which the VTOL of the present invention is more closely aligned to
- Vanguard Omniplane which was an experimental aircraft program which ran from 1959 to 1962.
- Vertical lift was achieved through two in-wing three bladed fans, and forward flight was achieved using a shrouded rear propeller.
- the aircraft also featured covers and closing louvers on the top and bottom of the wings, respectively, to close off the fans and thereby improve aerodynamics during forward flight. This aircraft had inherent stability and control problems, and during testing the aircraft was damaged and the project abandoned.
- VTOL vertical take-off and landing
- a fuselage defining a forward end and an aft end, the fuselage accommodating at least one engine
- a forward thrust fan drive system fitted proximate the aft end of the fuselage; and a stabiliser arrangement proximate the forward thrust fan drive system.
- each wing comprises a rotor housing portion extending away from the fuselage and a wing tip portion extending away from the rotor housing portion, the wing tip portion being angled towards the rear and side of the aircraft.
- the rotor housing portion comprises two rotor housings, one forward of the aircraft's centre of gravity and one aft of the aircraft's centre of gravity.
- each rotor housing accommodates a lift fan with variable pitch blades, the lift fan forming part of the lift fan drive system.
- the aircraft comprises a stability system having a plurality of inputs, including that of a pilot, and a plurality of actuating outputs.
- One of the actuating outputs is to control the angular pitch of the blades of the lift fans, with the change in pitch of the fan blades varying the vertical thrust provided by each fan.
- 'pilot' is meant to include a remote pilot and an autopilot.
- a lower opening of each rotor housing is fitted with a series of louvers, the louvers being orientated and angled during flight to redirect the thrust generated by the lift fans.
- the louvers are controlled by the stability system, based on the pilot's inputs and stability sensor inputs into the stability system.
- each rotor housing is fitted with a sealing arrangement to seal off the upper opening, which is under the control of the pilot and flight management system.
- the forward thrust fan drive system comprises two forward thrust ducted fans, the fans being accommodated within a cowling that is fitted on either side of the fuselage tail.
- the length of the fuselage and the wingspan of the aircraft are similar.
- the stabiliser arrangement comprises a horizontal stabiliser extending from each cowling that accommodates one of the forward thrust ducted fans, and a vertical stabiliser that extends from each cowling.
- the stabiliser arrangement may include canards.
- the fuselage comprises multiple turbine engines, with power being transferred from each of the engines to each of the lift fans of the lift fan drive systems through a single planetary gearbox, the multiple turbine engines also being used to power the forward thrust fan drive system through a secondary gearbox.
- Figure 1 shows a perspective view of a VTOL aircraft according to the present invention
- Figure 2 shows a bottom view of the VTOL aircraft shown in Figure 1 ;
- Figure 3 shows a perspective view of the VTOL aircraft of the present invention, illustrating the thrust path of a lift fan drive system and a forward thrust fan drive system;
- Figure 4 shows a partially cutaway perspective of the VTOL aircraft of the present invention, in which a portion of the fuselage has been cutaway and the left wing removed;
- Figure 5 shows a perspective view of the lift fan drive system and the forward thrust fan drive system of the VTOL aircraft of the present invention.
- Figure 6 shows an enlarged perspective view of the tail portion of the VTOL aircraft of the present invention, showing in particular the stabilisers of the VTOL aircraft.
- VTOL vertical take-off and landing
- the aircraft 10 further comprises a left wing 18 and a right wing 20 extending from either side of the fuselage 12.
- a lift fan drive system 22 is accommodated within each wing 18, 20, and a forward thrust fan drive system 24 is fitted proximate the aft end 16 of the fuselage 12.
- a stabiliser arrangement 26 is fitted proximate the forward thrust fan drive system 24 at the aft end 16 of the aircraft 10.
- each wing 18, 20 comprises a rotor housing portion 18.1 , 20.1 extending away from the fuselage 12 and a wing tip portion 18.2, 20.2 extending away from the rotor housing portion 18.1 , 20.1 , respectively, the wing tip portion 18.2, 20.2 being angled towards the rear and side of the aircraft 10 (as best shown in Figure 2).
- the rotor housing portion 18.1 , 20.1 comprises two rotor housings 18.3, 18.4 and 20.3, 20.4, respectively, with rotor housings 18.3 and 20.3 being forward of the aircraft's centre of gravity (indicated by line G-G in Figure 2) and rotor housings 18.4, 20.4 being aft of the aircraft's centre of gravity.
- each rotor housing 18.3, 18.4, 20.3, 20.4 accommodates a lift fan
- the altitude and movement of the aircraft 10 is controlled and managed using a computer controlled stability system.
- the system has a plurality of inputs, including at least one gyroscopic sensing system and flight control inputs from a pilot, and a processor to generate a plurality of actuating outputs to make the necessary adjustments to the engine throttle, variable pitch blades, power distribution mechanisms, and aerodynamic control surfaces to ensure the aircraft 10 moves in the desired direction.
- One of the actuating outputs is to control the angular pitch of the blades of the lift fans 28.1 ,
- the stability system operates in an automated manner, thereby eliminating any danger and reducing pilot workload during vertical take-off and transition to forward flight.
- the aircraft 10 is capable of vertical take-off and landing, hover, transition to forward flight and obtaining high speed flight at Regional Aircraft operating altitudes.
- At least one gyroscope measures pitch, yaw or roll and provides this information, as an input, to the computer controlled stability system. This information along with pilot inputs to the system allows it to compute and make the necessary adjustments to all the control and power mechanisms mentioned above and provide for safe and controlled motion of the aircraft 10.
- each rotor housing 18.3, 18.4, 20.3, 20.4, as best shown in Figure 2 is fitted with a series of movable louvers 30, the louvers 30 being orientated and angled during flight to redirect the thrust generated by the lift fans 28.1 , 28.2, 28.3 and 28.4.
- the louvers 30 are controlled by the computer controlled stability system, based on the pilot's inputs and stability sensor inputs into the stability system, as described above.
- each rotor housing 18.3, 18.4, 20.3, 20.4 is fitted with a sealing arrangement 32 to seal off the upper opening, which is under the control of the pilot and flight management system.
- the sealing arrangement 32 have been removed, so as to better show the lift fans 28.1 , 28.2, 28.3 and 28.4.
- louvers 30 and the sealing arrangement 32 may be closed, so as to improve aerodynamics over the wings 18, 20.
- the louvers 30 and the sealing arrangement 32 i.e. both below and above the lift fans 28.1 , 28.2, 28.3 and 28.4 may be closed, so as to improve aerodynamics over the wings 18, 20.
- the louvers 30 and the sealing arrangement 32 may be closed, so as to improve aerodynamics over the wings 18, 20.
- the forward thrust fan drive system 24 comprises two forward thrust ducted, multi stage compression fans 34, 36.
- the fans 34, 36 are each accommodated within a cowling 38, 40 that is fitted on either side of the tail of the fuselage 12, behind the wings 18, 20.
- the fans 34, 36 are optimised for high speed flight at Regional Aircraft operating altitudes.
- FIG 3 the thrust vectors generated by the lift fans 28.1 , 28.2, 28.3 and 28.4 of the lift fan drive system 22 and the forward thrust ducted fans 34, 36 of the forward thrust fan drive system 24 are shown.
- a forward thrust vector 42 of each forward thrust ducted fan 34, 36 points horizontal and to the rear of the fuselage 12.
- a front left thrust vector 44 of the front left lift fan 28.1 points downward relative to the fuselage 12 and a front right thrust vector 46 of the front right lift fan 28.3 points downward relative to the fuselage 12.
- a rear left thrust vector 48 of the rear left lift fan 28.2 points downward relative to the fuselage 12 and a rear right thrust vector 50 of the rear right lift fan 28.4 points downward relative to the fuselage 12.
- the angulations of the thrust of all four lift fans 28.1 , 28.2, 28.3 and 28.4 are independently variable, based on the orientation of the thrust directing louvers 30 beneath the four rotor housings contained in each wing 18, 20, as illustrated in Figure 2.
- variable pitch fan blades This coupled with the variable thrust due to the variable pitch fan blades allows for full control of the aircraft 10 in the vertical take-off, hover, transition and vertical landing phases of flight.
- the combinations of the pitch of each blade of the lift fans 28.1 , 28.2, 28.3 and 28.4 and the direction of each fan thrust allows for control of pitch, roll, yaw and forward, aft and lateral movement.
- the length of the fuselage and the wingspan of the aircraft are similar, and within the size limits of standard helicopter landing pads.
- the stabiliser arrangement 26 comprises a horizontal stabiliser 52 extending rearwardly and sidewardly from the rear of each cowling 38, 40, and a V-tail vertical stabiliser 54 that extends vertically and sidewardly (i.e. at an outward angle) from the rear of each cowling 38, 40.
- the stabiliser arrangement 26 may include canards (not shown), but which may in turn require the horizontal and vertical stabilisers to be re-designed in order to account for a variable mass in the passenger/cargo area of the aircraft and its effect on centre of gravity movement.
- the aircraft 10 includes a combined power plant for powering the lift fan drive system 22 and the forward thrust fan drive system 24.
- the fuselage 12 accommodates multiple turbine engines 56 behind the passenger cabin 58, towards the tail section of the fuselage 12.
- the power is transferred from the engines 56 to each of the lift fans 28.1 , 28.2, 28.3 and 28.4 of the lift fan drive system 22 through a single primary planetary gearbox 60, which is positioned in front of the engines 56, typically via a clutch (not shown) and drive shafts 62.
- the multiple turbine engines 56 are also used to power the forward thrust fan drive system 24 through the primary planetary gearbox 60, a driveshaft 64, a secondary splitter gearbox 66, and secondary drive shafts 68.
- power to the forward thrust ducted fans 34, 36 can be engaged and disengaged through a clutch (not shown) during the transition between forward and vertical flight.
- the computer controlled stability system is used to control the gradual power transfer between the lift fan drive system 22 and the forward thrust fan drive system 24. Alternatively, this may be addressed through the use of variable pitch blades for forward thrust, in which the blades are pitched fine during vertical take-off and then increase during transition.
- the engines 56 have an air-inlet 70 (Figure 1) positioned above the fuselage 12. Exhausted gases are expelled through the exhaust outlet 72 ( Figures 2 and 6) positioned at the rear of the fuselage 12, in between the forward thrust ducted fans 34 and 36.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
A vertical take-off and landing (VTOL) aircraft is provided comprising a fuselage (12) defining a forward end and an aft end, the fuselage accommodating at least one engine (56), a left wing (18) and a right wing (20) extending from either side of the fuselage, a lift fan drive system (22) accommodated within each wing, a forward thrust fan drive system (24) fitted proximate the aft end of the fuselage, and a stabiliser arrangement (26) proximate the forward thrust fan drive system. In an embodiment, each wing comprises a rotor housing portion (18.1, 20.1) extending away from the fuselage and a wing tip portion (18.2, 20.2) extending away from the rotor housing portion, the wing tip portion being angled towards the rear and side of the aircraft. In an embodiment, the rotor housing portion comprises two rotor housings, one forward of the aircraft's centre of gravity and one aft of the aircraft's centre of gravity.
Description
VERTICAL TAKE-OFF AND LANDING AIRCRAFT
FIELD OF THE INVENTION The present invention relates generally to aircraft, and more specifically to a vertical take-off and landing aircraft having the take-off and hover capabilities similar to a helicopter and the performance and range capabilities similar to a regional business jet.
BACKGROUND TO THE INVENTION
Vertical take-off and landing (VTOL) aircraft, as such, are not new. Two of the more successful VTOL aircraft are briefly described below:
1. The first VTOL aircraft uses a tilt-rotor design, wherein a tilt-rotor is fitted to the end of each wing. The tilt-rotor is movable between a vertical position, for providing lift for vertical takeoff, and a horizontal position, for providing forward thrust for normal flight. A successful example of the above is the US military's "Osprey" aircraft.
2. The second VTOL aircraft uses thrust augmentation and engine compressor bleed air, in which thrust produced by turbofan/jet engines and engine compressor bleed air is redirected (i.e. augmented) downwardly to achieve vertical take-off. The most successful example of such a design is the British military's AV8 Harrier fighter jet.
Yet a further example of a VTOL aircraft, which the VTOL of the present invention is more closely aligned to, is the Vanguard Omniplane, which was an experimental aircraft program which ran from 1959 to 1962. Vertical lift was achieved through two in-wing three bladed fans, and forward flight was achieved using a shrouded rear propeller. The aircraft also featured covers and closing louvers on the top and bottom of the wings, respectively, to close off the fans and thereby improve aerodynamics during forward flight. This aircraft had inherent stability and control problems, and during testing the aircraft was damaged and the project abandoned.
There remains a need for a VTOL aircraft that is inherently stable, and which has the hover, landing and vertical take-off performance of a helicopter and has the performance and range of a regional business jet.
SUMMARY OF THE INVENTION
According to the invention there is provided a vertical take-off and landing (VTOL) aircraft comprising:
a fuselage defining a forward end and an aft end, the fuselage accommodating at least one engine;
a left wing and a right wing extending from either side of the fuselage;
a lift fan drive system accommodated within each wing;
a forward thrust fan drive system fitted proximate the aft end of the fuselage; and a stabiliser arrangement proximate the forward thrust fan drive system.
In an embodiment, each wing comprises a rotor housing portion extending away from the fuselage and a wing tip portion extending away from the rotor housing portion, the wing tip portion being angled towards the rear and side of the aircraft.
In an embodiment, the rotor housing portion comprises two rotor housings, one forward of the aircraft's centre of gravity and one aft of the aircraft's centre of gravity.
In an embodiment, each rotor housing accommodates a lift fan with variable pitch blades, the lift fan forming part of the lift fan drive system.
In an embodiment, the aircraft comprises a stability system having a plurality of inputs, including that of a pilot, and a plurality of actuating outputs. One of the actuating outputs is to control the angular pitch of the blades of the lift fans, with the change in pitch of the fan blades varying the vertical thrust provided by each fan.
For the purposes of this invention, 'pilot' is meant to include a remote pilot and an autopilot.
In an embodiment, a lower opening of each rotor housing is fitted with a series of louvers, the louvers being orientated and angled during flight to redirect the thrust generated by the lift fans. The louvers are controlled by the stability system, based on the pilot's inputs and stability sensor inputs into the stability system.
In an embodiment, an upper opening of each rotor housing is fitted with a sealing arrangement to seal off the upper opening, which is under the control of the pilot and flight management system.
In an embodiment, the forward thrust fan drive system comprises two forward thrust ducted fans, the fans being accommodated within a cowling that is fitted on either side of the fuselage tail. In an embodiment, the length of the fuselage and the wingspan of the aircraft are similar.
In an embodiment, the stabiliser arrangement comprises a horizontal stabiliser extending from each cowling that accommodates one of the forward thrust ducted fans, and a vertical stabiliser that extends from each cowling.
In an embodiment, the stabiliser arrangement may include canards.
In an embodiment, the fuselage comprises multiple turbine engines, with power being transferred from each of the engines to each of the lift fans of the lift fan drive systems through a single planetary gearbox, the multiple turbine engines also being used to power the forward thrust fan drive system through a secondary gearbox.
BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 shows a perspective view of a VTOL aircraft according to the present invention; Figure 2 shows a bottom view of the VTOL aircraft shown in Figure 1 ;
Figure 3 shows a perspective view of the VTOL aircraft of the present invention, illustrating the thrust path of a lift fan drive system and a forward thrust fan drive system;
Figure 4 shows a partially cutaway perspective of the VTOL aircraft of the present invention, in which a portion of the fuselage has been cutaway and the left wing removed;
Figure 5 shows a perspective view of the lift fan drive system and the forward thrust fan drive system of the VTOL aircraft of the present invention; and
Figure 6 shows an enlarged perspective view of the tail portion of the VTOL aircraft of the present invention, showing in particular the stabilisers of the VTOL aircraft.
DETAILED DESCRIPTION OF THE INVENTION
With reference now to the drawings, there is provided a vertical take-off and landing (VTOL) aircraft 10 comprising a blended body, pressurised fuselage 12 defining a forward end 14 and an aft end 16.
The aircraft 10 further comprises a left wing 18 and a right wing 20 extending from either side of the fuselage 12. A lift fan drive system 22 is accommodated within each wing 18, 20, and a forward thrust fan drive system 24 is fitted proximate the aft end 16 of the fuselage 12.
A stabiliser arrangement 26 is fitted proximate the forward thrust fan drive system 24 at the aft end 16 of the aircraft 10.
In an embodiment, each wing 18, 20 comprises a rotor housing portion 18.1 , 20.1 extending away from the fuselage 12 and a wing tip portion 18.2, 20.2 extending away from the rotor housing portion 18.1 , 20.1 , respectively, the wing tip portion 18.2, 20.2 being angled towards the rear and side of the aircraft 10 (as best shown in Figure 2)..
In an embodiment, the rotor housing portion 18.1 , 20.1 comprises two rotor housings 18.3, 18.4 and 20.3, 20.4, respectively, with rotor housings 18.3 and 20.3 being forward of the aircraft's centre of gravity (indicated by line G-G in Figure 2) and rotor housings 18.4, 20.4 being aft of the aircraft's centre of gravity.
As best shown in Figure 4, each rotor housing 18.3, 18.4, 20.3, 20.4 accommodates a lift fan
28.1 , 28.2, 28.3 and 28.4, respectively, with variable pitch blades, the lift fans 28.1 , 28.2, 28.3 and 28.4 forming part of the lift fan drive system 22. In an embodiment, the altitude and movement of the aircraft 10 is controlled and managed using a computer controlled stability system. The system has a plurality of inputs, including at least one gyroscopic sensing system and flight control inputs from a pilot, and a processor to generate a plurality of actuating outputs to make the necessary adjustments to the engine throttle, variable pitch blades, power distribution mechanisms, and aerodynamic control surfaces to ensure the aircraft 10 moves in the desired direction.
One of the actuating outputs is to control the angular pitch of the blades of the lift fans 28.1 ,
28.2, 28.3 and 28.4, with the change in pitch of the fan blades varying the vertical thrust provided by each fan 28.1 , 28.2, 28.3 and 28.4. The ability to change the angular orientation of the blades of each lift fan 28.1 , 28.2, 28.3 and 28.4 allows the aircraft 10 to adjust the thrust output at a constant angular velocity of each fan 28.1 , 28.2, 28.3 and 28.4 and affords control of
the aircraft 10. Variable pitch fan blades are well known in the art and need not be explained in further detail.
The stability system operates in an automated manner, thereby eliminating any danger and reducing pilot workload during vertical take-off and transition to forward flight. The aircraft 10 is capable of vertical take-off and landing, hover, transition to forward flight and obtaining high speed flight at Regional Aircraft operating altitudes. At least one gyroscope measures pitch, yaw or roll and provides this information, as an input, to the computer controlled stability system. This information along with pilot inputs to the system allows it to compute and make the necessary adjustments to all the control and power mechanisms mentioned above and provide for safe and controlled motion of the aircraft 10.
In an embodiment, a lower opening of each rotor housing 18.3, 18.4, 20.3, 20.4, as best shown in Figure 2, is fitted with a series of movable louvers 30, the louvers 30 being orientated and angled during flight to redirect the thrust generated by the lift fans 28.1 , 28.2, 28.3 and 28.4. The louvers 30 are controlled by the computer controlled stability system, based on the pilot's inputs and stability sensor inputs into the stability system, as described above.
In an embodiment, as best shown in Figures 1 and 3, an upper opening of each rotor housing 18.3, 18.4, 20.3, 20.4 is fitted with a sealing arrangement 32 to seal off the upper opening, which is under the control of the pilot and flight management system. In Figure 4, the sealing arrangement 32 have been removed, so as to better show the lift fans 28.1 , 28.2, 28.3 and 28.4.
During forward flight, for example, the louvers 30 and the sealing arrangement 32 (i.e. both below and above the lift fans 28.1 , 28.2, 28.3 and 28.4) may be closed, so as to improve aerodynamics over the wings 18, 20. Conversely, the louvers 30 and the sealing arrangement
32 may be opened to allow airflow through the lift fans 28.1 , 28.2, 28.3 and 28.4 during vertical take-off, vertical landing and transition.
As best shown in Figures 4 and 5, the forward thrust fan drive system 24 comprises two forward thrust ducted, multi stage compression fans 34, 36. The fans 34, 36 are each accommodated within a cowling 38, 40 that is fitted on either side of the tail of the fuselage 12, behind the wings 18, 20. The fans 34, 36 are optimised for high speed flight at Regional Aircraft operating altitudes. Turning now to Figure 3, the thrust vectors generated by the lift fans 28.1 , 28.2, 28.3 and 28.4 of the lift fan drive system 22 and the forward thrust ducted fans 34, 36 of the forward thrust fan drive system 24 are shown. In particular, a forward thrust vector 42 of each forward thrust
ducted fan 34, 36 points horizontal and to the rear of the fuselage 12. A front left thrust vector 44 of the front left lift fan 28.1 points downward relative to the fuselage 12 and a front right thrust vector 46 of the front right lift fan 28.3 points downward relative to the fuselage 12. A rear left thrust vector 48 of the rear left lift fan 28.2 points downward relative to the fuselage 12 and a rear right thrust vector 50 of the rear right lift fan 28.4 points downward relative to the fuselage 12. The angulations of the thrust of all four lift fans 28.1 , 28.2, 28.3 and 28.4 are independently variable, based on the orientation of the thrust directing louvers 30 beneath the four rotor housings contained in each wing 18, 20, as illustrated in Figure 2. This coupled with the variable thrust due to the variable pitch fan blades allows for full control of the aircraft 10 in the vertical take-off, hover, transition and vertical landing phases of flight. The combinations of the pitch of each blade of the lift fans 28.1 , 28.2, 28.3 and 28.4 and the direction of each fan thrust allows for control of pitch, roll, yaw and forward, aft and lateral movement.
The length of the fuselage and the wingspan of the aircraft are similar, and within the size limits of standard helicopter landing pads.
Due to the shorter than usual fuselage, a larger than conventional horizontal stabilising force may be required to control pitch. To address this, in one version, the stabiliser arrangement 26 comprises a horizontal stabiliser 52 extending rearwardly and sidewardly from the rear of each cowling 38, 40, and a V-tail vertical stabiliser 54 that extends vertically and sidewardly (i.e. at an outward angle) from the rear of each cowling 38, 40. In another version, the stabiliser arrangement 26 may include canards (not shown), but which may in turn require the horizontal and vertical stabilisers to be re-designed in order to account for a variable mass in the passenger/cargo area of the aircraft and its effect on centre of gravity movement.
The aircraft 10 includes a combined power plant for powering the lift fan drive system 22 and the forward thrust fan drive system 24. As best shown in Figures 4 and 5, the fuselage 12 accommodates multiple turbine engines 56 behind the passenger cabin 58, towards the tail section of the fuselage 12. The power is transferred from the engines 56 to each of the lift fans 28.1 , 28.2, 28.3 and 28.4 of the lift fan drive system 22 through a single primary planetary gearbox 60, which is positioned in front of the engines 56, typically via a clutch (not shown) and drive shafts 62.
This arrangement allows redundancy should one engine 56 fail. Thus, if any one of the engines 56 fail, the engine 56 may be disengaged through a clutch (not shown), with the remaining engines 56 being capable of providing enough power to the aircraft 10 to perform a vertical landing, thereby providing redundancy to the system.
The multiple turbine engines 56 are also used to power the forward thrust fan drive system 24 through the primary planetary gearbox 60, a driveshaft 64, a secondary splitter gearbox 66, and secondary drive shafts 68. In one version, power to the forward thrust ducted fans 34, 36 can be engaged and disengaged through a clutch (not shown) during the transition between forward and vertical flight. Again, the computer controlled stability system is used to control the gradual power transfer between the lift fan drive system 22 and the forward thrust fan drive system 24. Alternatively, this may be addressed through the use of variable pitch blades for forward thrust, in which the blades are pitched fine during vertical take-off and then increase during transition.
The engines 56 have an air-inlet 70 (Figure 1) positioned above the fuselage 12. Exhausted gases are expelled through the exhaust outlet 72 (Figures 2 and 6) positioned at the rear of the fuselage 12, in between the forward thrust ducted fans 34 and 36.
Claims
CLAIMS: 1. A vertical take-off and landing (VTOL) aircraft comprising:
a fuselage defining a forward end and an aft end, the fuselage accommodating at least one engine;
a left wing and a right wing extending from either side of the fuselage;
a lift fan drive system accommodated within each wing;
a forward thrust fan drive system fitted proximate the aft end of the fuselage; and a stabiliser arrangement proximate the forward thrust fan drive system.
2. The aircraft of claim 1 , wherein each wing comprises a rotor housing portion extending away from the fuselage and a wing tip portion extending away from the rotor housing portion, the wing tip portion being angled towards the rear and side of the aircraft.
3. The aircraft of claim 2, wherein the rotor housing portion comprises two rotor housings, one forward of the aircraft's centre of gravity and one aft of the aircraft's centre of gravity.
4. The aircraft of either claim 2 or claim 3, wherein each rotor housing accommodates a lift fan with variable pitch blades, the lift fan forming part of the lift fan drive system.
5. The aircraft of claim 4, wherein the aircraft comprises a stability system having a plurality of inputs, including that of a pilot, and a plurality of actuating outputs.
6. The aircraft of claim 5, wherein one of the actuating outputs is to control the angular pitch of the blades of the lift fans, with the change in pitch of the fan blades varying the vertical thrust provided by each fan.
7. The aircraft of either claim 5 or claim 6, wherein a lower opening of each rotor housing is fitted with a series of louvers, the louvers being orientated and angled during flight to redirect the thrust generated by the lift fans.
8. The aircraft of claim 7, wherein the louvers are controlled by the stability system, based on the pilot's inputs and stability sensor inputs into the stability system.
9. The aircraft of either claim 5 or claim 6, wherein an upper opening of each rotor housing is fitted with a sealing arrangement to seal off the upper opening, which is under the control of the pilot and flight management system.
10. The aircraft of any one of the preceding claims, wherein the forward thrust fan drive system comprises two forward thrust ducted fans, the fans being accommodated within a cowling that is fitted on either side of the fuselage tail.
1 1. The aircraft of claim 10, wherein the stabiliser arrangement comprises a horizontal stabiliser extending from each cowling that accommodates one of the forward thrust ducted fans, and a vertical stabiliser that extends from each cowling.
12. The aircraft of claim 10 or claim 1 1 , wherein the stabiliser arrangement includes canards.
13. The aircraft of any one of the preceding claims 4 to 9, wherein the fuselage comprises multiple turbine engines, with power being transferred from each of the engines to each of the lift fans of the lift fan drive systems through a single planetary gearbox, the multiple turbine engines also being used to power the forward thrust fan drive system through a secondary gearbox.
14. The aircraft of any one of the preceding claims, wherein the length of the fuselage and the wingspan of the aircraft are substantially similar.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP15771708.3A EP3169586B1 (en) | 2014-07-18 | 2015-07-16 | Vertical take-off and landing aircraft |
US15/327,237 US10710713B2 (en) | 2014-07-18 | 2015-07-16 | Vertical take-off and landing aircraft |
ZA2017/01274A ZA201701274B (en) | 2014-07-18 | 2017-02-20 | Vertical take-off and landing aircraft |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ZA201405312 | 2014-07-18 | ||
ZA2014/05312 | 2014-07-18 |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2016009376A1 true WO2016009376A1 (en) | 2016-01-21 |
WO2016009376A9 WO2016009376A9 (en) | 2016-12-22 |
Family
ID=54207618
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IB2015/055376 WO2016009376A1 (en) | 2014-07-18 | 2015-07-16 | Vertical take-off and landing aircraft |
Country Status (4)
Country | Link |
---|---|
US (1) | US10710713B2 (en) |
EP (1) | EP3169586B1 (en) |
WO (1) | WO2016009376A1 (en) |
ZA (1) | ZA201701274B (en) |
Cited By (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN105905294A (en) * | 2016-04-25 | 2016-08-31 | 荆州翔天科技有限公司 | Vertical take-off and landing fixed-wing unmanned aerial vehicle |
US20170158321A1 (en) * | 2014-07-18 | 2017-06-08 | Pegasus Universal Aerospace (Pty) Ltd. | Vertical take-off and landing aircraft |
CN107600415A (en) * | 2017-09-19 | 2018-01-19 | 四川建筑职业技术学院 | It is a kind of can the high motor-driven unmanned plane of tilting type using intersect displacement rotor structure |
GB2555440A (en) * | 2016-10-27 | 2018-05-02 | Mono Aerospace Ip Ltd | Vertical take off and landing aircraft |
RU2661005C2 (en) * | 2016-11-01 | 2018-07-11 | Владимир Дмитриевич Шкилев | Method of regulating the lifting force of the aircraft and aircraft itself |
FR3065399A1 (en) * | 2017-04-25 | 2018-10-26 | Jonas Popelin | PROPULSION-COMBINED AIRCRAFT |
EP3470332A1 (en) | 2017-10-13 | 2019-04-17 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | A multirotor aircraft with an airframe and at least one wing |
CN110254706A (en) * | 2018-07-26 | 2019-09-20 | 杨福鼎 | It is a kind of can VTOL aircraft |
CN113443135A (en) * | 2020-03-25 | 2021-09-28 | 三菱重工业株式会社 | Wing and aircraft |
RU2765064C2 (en) * | 2017-06-06 | 2022-01-25 | Вингкоптер Гмбх | Control method for controlling yaw and roll angle of vertically launching aircraft |
EP3974315A1 (en) | 2020-09-26 | 2022-03-30 | Zuri.com SE | Vertical takeoff and landing aircraft |
DE102017108543B4 (en) | 2016-04-23 | 2022-04-28 | Oleg Tchebunin | Vertical take-off aircraft, the propulsion of which has rotary piston engines with a continuous combustion process and thrust direction pivoting systems |
Families Citing this family (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016053408A1 (en) | 2014-10-01 | 2016-04-07 | Sikorsky Aircraft Corporation | Acoustic signature variation of aircraft utilizing a clutch |
US9856018B2 (en) * | 2016-01-11 | 2018-01-02 | The Boeing Company | Ducted fan doors for aircraft |
US10926874B2 (en) * | 2016-01-15 | 2021-02-23 | Aurora Flight Sciences Corporation | Hybrid propulsion vertical take-off and landing aircraft |
US10737797B2 (en) | 2017-07-21 | 2020-08-11 | General Electric Company | Vertical takeoff and landing aircraft |
US11325698B2 (en) * | 2018-07-27 | 2022-05-10 | Walmart Apollo, Llc | Hybrid unmanned aerial vehicle for delivering cargo |
JP7021054B2 (en) * | 2018-11-08 | 2022-02-16 | 本田技研工業株式会社 | Hybrid flying object |
EP3730404B1 (en) * | 2019-04-23 | 2021-08-18 | LEONARDO S.p.A. | Vertical take-off and landing aircraft and related control method |
DE102019112132B4 (en) * | 2019-05-09 | 2024-05-23 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Aircraft |
CN110510116A (en) * | 2019-09-20 | 2019-11-29 | 北京大学 | Rotor and vector propulsion system combined type aircraft |
US11142302B1 (en) * | 2020-03-28 | 2021-10-12 | Textron Innovations Inc. | Fluidic split flap systems for yaw control in forward flight |
US11987349B2 (en) | 2020-04-22 | 2024-05-21 | Jerrold Joseph Sheil | Rotatable nacelle for centrifugal fan on aircraft |
CN111532426A (en) * | 2020-04-22 | 2020-08-14 | 中国空气动力研究与发展中心 | Aircraft with V-shaped empennage and multiple rotors in vertical take-off and landing layout |
DE102020113491A1 (en) | 2020-05-19 | 2021-11-25 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Aircraft |
US11591081B2 (en) * | 2020-06-08 | 2023-02-28 | Textron Innovations Inc. | Vertical-lift augmentation system |
EP4212430A4 (en) * | 2020-09-07 | 2024-06-26 | Aeronext Inc. | Flying vehicle |
CN116802120A (en) * | 2020-11-13 | 2023-09-22 | 因诺瓦洛科技私人有限公司 | Aircraft with a plurality of aircraft body |
TWI783337B (en) * | 2020-12-30 | 2022-11-11 | 英商瑞鑒有限責任公司 | Carrier aircraft and driving method thereof |
IT202100018170A1 (en) | 2021-07-09 | 2023-01-09 | Gen Electric | HYBRID ELECTRIC AIRPLANE WITH GYRO STABILIZATION CONTROL |
US11859542B2 (en) | 2021-12-20 | 2024-01-02 | Rolls-Royce North American Technologies, Inc. | Dual power lift system |
JP2023146695A (en) * | 2022-03-29 | 2023-10-12 | 株式会社石川エナジーリサーチ | Flight device |
CN114771827A (en) * | 2022-05-27 | 2022-07-22 | 云翼航空科技(深圳)有限公司 | Aircraft capable of taking off and landing vertically and control method thereof |
US11808216B1 (en) | 2022-06-10 | 2023-11-07 | Rolls-Royce North American Technologies Inc. | Air-provisioning system with ejectors |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1130623A (en) * | 1914-04-17 | 1915-03-02 | Matts Jacob Mustonen | Flying-machine. |
US3088694A (en) * | 1960-12-29 | 1963-05-07 | Gen Electric | Wing-fan doors |
US3122343A (en) * | 1961-12-02 | 1964-02-25 | M A N Turbomotoren G M B H | Vertical take-off and landing aircraft |
JPH02283821A (en) * | 1989-04-25 | 1990-11-21 | Natl Aerospace Lab | Core engine separating type turbo fan engine |
US6843447B2 (en) * | 2003-01-06 | 2005-01-18 | Brian H. Morgan | Vertical take-off and landing aircraft |
WO2006113877A2 (en) * | 2005-04-20 | 2006-10-26 | Lugg Richard H | Hybrid jet/electric vtol aircraft |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3249323A (en) * | 1962-04-25 | 1966-05-03 | Piasecki Aircraft Corp | Closure for vtol aircraft |
US4469294A (en) * | 1982-05-20 | 1984-09-04 | Clifton Robert T | V/STOL Aircraft |
US4828203A (en) * | 1986-12-16 | 1989-05-09 | Vulcan Aircraft Corporation | Vertical/short take-off and landing aircraft |
US6824095B2 (en) * | 2001-11-29 | 2004-11-30 | Youbin Mao | VSTOL vehicle |
US6561456B1 (en) * | 2001-12-06 | 2003-05-13 | Michael Thomas Devine | Vertical/short take-off and landing aircraft |
US6843477B2 (en) | 2002-10-07 | 2005-01-18 | Robert E. Simmons, Jr. | Rock, paper, scissors card game and methods of play |
US7857253B2 (en) * | 2003-10-27 | 2010-12-28 | Urban Aeronautics Ltd. | Ducted fan VTOL vehicles |
WO2006103774A1 (en) * | 2005-03-30 | 2006-10-05 | Rikiya Ishikawa | Vertically movable flying body |
US9889928B2 (en) * | 2009-08-26 | 2018-02-13 | Manuel Salz | Lift, propulsion and stabilising system for vertical take-off and landing aircraft |
NZ607121A (en) * | 2010-07-19 | 2015-02-27 | Zee Aero Inc | Personal aircraft |
US8382030B2 (en) * | 2010-09-02 | 2013-02-26 | Patrick A. Kosheleff | Variable cycle VTOL powerplant |
USD665333S1 (en) * | 2011-08-16 | 2012-08-14 | Garreau Oliver | VTOL aircraft |
DE102013109392A1 (en) * | 2013-08-29 | 2015-03-05 | Airbus Defence and Space GmbH | Fast-flying, vertically launchable aircraft |
CN107074358B (en) * | 2014-05-07 | 2020-01-07 | Xti飞行器公司 | Vertical take-off and landing aircraft |
WO2016009376A1 (en) * | 2014-07-18 | 2016-01-21 | Pegasus Universal Aerospace (Pty) Ltd. | Vertical take-off and landing aircraft |
FR3036096A1 (en) * | 2015-05-11 | 2016-11-18 | Christian Roger Rene Deslypper | CONVERTIBLE AIRCRAFT AT ROTORS DISCOVERABLE |
US9714090B2 (en) * | 2015-06-12 | 2017-07-25 | Sunlight Photonics Inc. | Aircraft for vertical take-off and landing |
-
2015
- 2015-07-16 WO PCT/IB2015/055376 patent/WO2016009376A1/en active Application Filing
- 2015-07-16 EP EP15771708.3A patent/EP3169586B1/en active Active
- 2015-07-16 US US15/327,237 patent/US10710713B2/en active Active
-
2017
- 2017-02-20 ZA ZA2017/01274A patent/ZA201701274B/en unknown
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1130623A (en) * | 1914-04-17 | 1915-03-02 | Matts Jacob Mustonen | Flying-machine. |
US3088694A (en) * | 1960-12-29 | 1963-05-07 | Gen Electric | Wing-fan doors |
US3122343A (en) * | 1961-12-02 | 1964-02-25 | M A N Turbomotoren G M B H | Vertical take-off and landing aircraft |
JPH02283821A (en) * | 1989-04-25 | 1990-11-21 | Natl Aerospace Lab | Core engine separating type turbo fan engine |
US6843447B2 (en) * | 2003-01-06 | 2005-01-18 | Brian H. Morgan | Vertical take-off and landing aircraft |
WO2006113877A2 (en) * | 2005-04-20 | 2006-10-26 | Lugg Richard H | Hybrid jet/electric vtol aircraft |
Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10710713B2 (en) * | 2014-07-18 | 2020-07-14 | Pegasus Universal Aerospace (Pty) Ltd. | Vertical take-off and landing aircraft |
US20170158321A1 (en) * | 2014-07-18 | 2017-06-08 | Pegasus Universal Aerospace (Pty) Ltd. | Vertical take-off and landing aircraft |
DE102017108543B4 (en) | 2016-04-23 | 2022-04-28 | Oleg Tchebunin | Vertical take-off aircraft, the propulsion of which has rotary piston engines with a continuous combustion process and thrust direction pivoting systems |
CN105905294A (en) * | 2016-04-25 | 2016-08-31 | 荆州翔天科技有限公司 | Vertical take-off and landing fixed-wing unmanned aerial vehicle |
GB2555440A (en) * | 2016-10-27 | 2018-05-02 | Mono Aerospace Ip Ltd | Vertical take off and landing aircraft |
RU2661005C2 (en) * | 2016-11-01 | 2018-07-11 | Владимир Дмитриевич Шкилев | Method of regulating the lifting force of the aircraft and aircraft itself |
FR3065399A1 (en) * | 2017-04-25 | 2018-10-26 | Jonas Popelin | PROPULSION-COMBINED AIRCRAFT |
RU2765064C2 (en) * | 2017-06-06 | 2022-01-25 | Вингкоптер Гмбх | Control method for controlling yaw and roll angle of vertically launching aircraft |
US11520356B2 (en) | 2017-06-06 | 2022-12-06 | Wingcopter GmbH | Control method for controlling a yaw angle and a roll angle of a vertical take-off aircraft |
US11994877B2 (en) | 2017-06-06 | 2024-05-28 | Wingcopter GmbH | Control method for controlling a yaw angle and a roll angle of a vertical take-off aircraft |
CN107600415A (en) * | 2017-09-19 | 2018-01-19 | 四川建筑职业技术学院 | It is a kind of can the high motor-driven unmanned plane of tilting type using intersect displacement rotor structure |
CN107600415B (en) * | 2017-09-19 | 2023-09-29 | 四川建筑职业技术学院 | Tilting type high-mobility unmanned aerial vehicle adopting cross-pitch-variable rotor wing structure |
EP3470332A1 (en) | 2017-10-13 | 2019-04-17 | AIRBUS HELICOPTERS DEUTSCHLAND GmbH | A multirotor aircraft with an airframe and at least one wing |
US10836475B2 (en) | 2017-10-13 | 2020-11-17 | Airbus Helicopters Deutschland GmbH | Multirotor aircraft with an airframe and at least one wing |
CN110254706A (en) * | 2018-07-26 | 2019-09-20 | 杨福鼎 | It is a kind of can VTOL aircraft |
CN110254706B (en) * | 2018-07-26 | 2024-05-31 | 杨福鼎 | Aircraft capable of taking off and landing vertically |
CN113443135A (en) * | 2020-03-25 | 2021-09-28 | 三菱重工业株式会社 | Wing and aircraft |
EP3974315A1 (en) | 2020-09-26 | 2022-03-30 | Zuri.com SE | Vertical takeoff and landing aircraft |
Also Published As
Publication number | Publication date |
---|---|
US20170158321A1 (en) | 2017-06-08 |
WO2016009376A9 (en) | 2016-12-22 |
EP3169586A1 (en) | 2017-05-24 |
ZA201701274B (en) | 2018-05-30 |
EP3169586B1 (en) | 2020-04-08 |
US10710713B2 (en) | 2020-07-14 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US10710713B2 (en) | Vertical take-off and landing aircraft | |
US6270038B1 (en) | Unmanned aerial vehicle with counter-rotating ducted rotors and shrouded pusher-prop | |
US7410122B2 (en) | VTOL UAV with lift fans in joined wings | |
US8220737B2 (en) | VTOL aerial vehicle | |
US8636241B2 (en) | Hybrid jet/electric VTOL aircraft | |
US6170778B1 (en) | Method of reducing a nose-up pitching moment on a ducted unmanned aerial vehicle | |
US20190270517A1 (en) | Vertical take-off and landing aircraft | |
US7946528B2 (en) | Flight control system especially suited for VTOL vehicles | |
US10077108B2 (en) | Vertical take-off and landing (VTOL) aircraft with exhaust deflector | |
US20170197700A1 (en) | Electric distributed propulsion and high lift system | |
US20160101852A1 (en) | Annular ducted lift fan VTOL aircraft | |
US20210354804A1 (en) | Aircraft Design and Technology | |
JP6950971B2 (en) | Configuration of vertical takeoff and landing system for aircraft | |
US11325719B2 (en) | Lift engine auxiliary thrust system for stop fold aircraft | |
US10464667B2 (en) | Oblique rotor-wing aircraft | |
WO2022050928A1 (en) | Wing for a vertical takeoff and landing aircraft, and aircraft having such a wing | |
US20180186449A1 (en) | Annular lift fan vtol aircraft | |
US11919633B2 (en) | Convertiplane | |
CA2859258C (en) | Apparatus and method for providing high lift at zero speed and low drag at higher speed | |
US20060097105A1 (en) | Propulsion and attitude control systems for aircraft | |
Judas et al. | Tilt wing demonstrator concept design | |
Knowles | Introduction to aerial vehicle flight mechanics, stability and control | |
Wilson et al. | Impact of bypass ratio on thrust-to-weight for V/STOL |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 15771708 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 15327237 Country of ref document: US |
|
REEP | Request for entry into the european phase |
Ref document number: 2015771708 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2015771708 Country of ref document: EP |