WO2016166256A1 - Aeronef - Google Patents

Aeronef Download PDF

Info

Publication number
WO2016166256A1
WO2016166256A1 PCT/EP2016/058293 EP2016058293W WO2016166256A1 WO 2016166256 A1 WO2016166256 A1 WO 2016166256A1 EP 2016058293 W EP2016058293 W EP 2016058293W WO 2016166256 A1 WO2016166256 A1 WO 2016166256A1
Authority
WO
WIPO (PCT)
Prior art keywords
cockpit
support strut
aircraft
chassis
canopy
Prior art date
Application number
PCT/EP2016/058293
Other languages
German (de)
English (en)
Inventor
Johann SCHWÖLLER
Original Assignee
Schwöller Johann
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schwöller Johann filed Critical Schwöller Johann
Publication of WO2016166256A1 publication Critical patent/WO2016166256A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
    • B64C1/1476—Canopies; Windscreens or similar transparent elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C31/00—Aircraft intended to be sustained without power plant; Powered hang-glider-type aircraft; Microlight-type aircraft
    • B64C31/02—Gliders, e.g. sailplanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C31/00—Aircraft intended to be sustained without power plant; Powered hang-glider-type aircraft; Microlight-type aircraft
    • B64C31/028—Hang-glider-type aircraft; Microlight-type aircraft

Definitions

  • the invention relates to an aircraft with a cockpit, which can be closed by means of an upwardly pivotable cockpit canopy, which releases an access opening into the cockpit in the swung-up state.
  • cockpit chassis with relatively high sidewalls to accommodate the bending and torsional forces in the area of the cockpit.
  • the cockpit chassis is designed as a one-piece shell. It is usually additionally provided with a stiffening frame.
  • the cockpit canopy is made of a transparent material and allows a clear view to the front, up and to the side. Elevated sidewalls of the cockpit chassis limit the visibility to the side below, which is detrimental to the landing of the aircraft.
  • Another object of the present invention is to provide an aircraft with a structure so that different aircraft can be manufactured easily and inexpensively with this structure.
  • a first aspect of the present invention relates to an aircraft comprising a cockpit with at least two seats, which are arranged side by side transversely to the direction of flight, an upwardly pivoting cockpit canopy, which releases an access opening into the cockpit in the swung-up state, and a support strut which extends in the longitudinal direction of the cockpit, wherein the support strut is arranged between the two seats.
  • the support strut By providing the support strut, which is located between the two seats, bending and torsional moments can be absorbed by the support strut, whereby a cockpit chassis is relieved. This results in additional freedom in the design of the cockpit canopy, which can be pulled down in particular laterally next to the two seats of the cockpit in comparison to conventional cockpit canopies.
  • the support strut is preferably connected to the front end portion of a cockpit chassis / aircraft nose so that forces acting on the cockpit chassis can be dissipated to the support strut.
  • the support strut in the area behind the cockpit is connected to the cockpit chassis or to an aircraft fuselage which adjoins the cockpit chassis at the rear in order to be able to absorb forces exerted on the fuselage or on the cockpit chassis.
  • a pivot mechanism for pivoting the cockpit can be attached.
  • forces exerted on the cockpit hood are at least for the most part introduced into the support strut.
  • a nose gear can be attached.
  • the transmitted from the nose landing gear on the aircraft forces are not introduced into the cockpit chassis but in the support strut.
  • the support strut has a body portion which extends into a body region, wherein the body region is located in the direction of flight behind the cockpit.
  • a main landing gear can be attached at the body portion of the support strut.
  • the body portion of the support strut may also be connected to a wing spar of the wing so that forces acting on the wings are introduced into the support strut via the wing spar.
  • a landing gear mechanism is preferably additionally arranged on the fuselage section of the support strut.
  • a large recess for the main landing gear on the fuselage can be provided, which can be closed with a correspondingly large flap. The forces exerted by the large flap during opening and closing are not introduced into the fuselage but into the support strut. This makes it possible to form the fuselage of a lightweight, thin-walled material, since the Aircraft fuselage must not absorb the force exerted by the flap or the chassis door mechanism forces.
  • the two seats in the cockpit each have a seat surface and the support strut may extend in an area above the seat.
  • the support strut thus runs approximately centrally in the lateral and vertical direction in the cockpit and in the fuselage of the aircraft and can be connected to different functional units in order to absorb their forces.
  • the support strut extends from the front end of the cockpit to at least the wing spar and preferably over the entire length of the aircraft to the rear.
  • the support strut is preferably tubular. It may have a circular or rectangular, in particular square cross-section.
  • the support strut is preferably formed of fiber-reinforced plastic. In particular, carbon fibers are used as the reinforcing fibers since they have high rigidity.
  • On the support strut can be a functional unit or more of the following
  • a second aspect of the present invention relates to an aircraft having a cockpit formed of a cockpit chassis and an upwardly pivoting cockpit canopy.
  • the cockpit hood releases an access opening into the cockpit in the upwardly pivoted state.
  • the cockpit canopy is made of a transparent material and has a reinforcing frame. When tilted down, the cockpit canopy closes the cockpit.
  • the cockpit canopy is connected to the rest of the fuselage at at least three points, the two locking devices and a swivel mechanism, so that the cockpit canopy, in particular the reinforcing frame, can absorb torsional and bending forces and thus contribute to the stiffening of the fuselage in the region of the cockpit.
  • the two locking devices are preferably arranged symmetrically with respect to a vertical longitudinal plane of the aircraft.
  • at least four and preferably at least six and in particular at least eight locking devices are provided between the cockpit canopy and the cockpit chassis.
  • the reinforcing frame may have two longitudinal struts.
  • one of the locking devices between the cockpit canopy and the cockpit chassis is provided adjacent to the ends of the longitudinal struts, so that the longitudinal struts can transmit tensile and shear forces from and to the cockpit chassis.
  • the longitudinal struts can transmit tensile and shear forces from and to the cockpit chassis.
  • a locking means between the cockpit canopy and the cockpit chassis can still be provided in each case a locking means between the cockpit canopy and the cockpit chassis.
  • the cockpit has at least one seat with a seat surface and the chassis is formed in the region adjacent to the seat on both sides of the aircraft with an entry edge.
  • the entry edge runs below a horizontal plane that is no more than 10 cm above the highest point of the seat.
  • the entry edge extends below a horizontal plane which is at most 5 cm above the highest point of the seat and in particular at most 2.5 cm above the highest point of the seat.
  • the cockpit canopy has two lower boundary edges, which are complementary to the entry edges and extend approximately in the longitudinal direction of the aircraft.
  • the cockpit chassis preferably has a reinforcing frame extending along the entry edges.
  • At least four locking devices are provided between the reinforcing frame of the cockpit canopy and the cockpit chassis, wherein each one of the four locking devices is arranged adjacent to an end region of the entry edge.
  • These four locking devices are designed to transmit tensile and shear moments.
  • These four locking devices span in plan view a rectangle whose extension in the longitudinal direction of the aircraft is substantially longer than in the transverse direction.
  • the locking devices are preferably mechanically actuable locking locks and locking pins, wherein the locking locks on the cockpit chassis and the locking pins on the cockpit canopy, in particular on the reinforcing frame are arranged.
  • the locking pins preferably have an undercut, which is engaged behind by the locking locks, so that tensile and shear moments can be transmitted.
  • the locking locks are centrally actuated, for example by means of a cable, a pneumatic or hydraulic device or by means of electromagnetic actuators.
  • FIG. 1 shows a cockpit with open cockpit canopy
  • FIG. 2 shows the cockpit from FIG. 1 integrated in an aircraft fuselage with opened cockpit canopy
  • FIG. 3 a shows the aircraft from FIG. 2 with closed cockpit canopy
  • Figure 4 shows another embodiment of an aircraft with a cockpit canopy in the closed state and extended landing gear, and Figure 5das the aircraft of Figure 4 with retracted landing gear.
  • An aircraft 1 according to the invention has a cockpit 2 with a pivotable cockpit canopy 3.
  • the aircraft 1 has an aircraft fuselage extending longitudinally from the bow to the stern.
  • the fuselage 4 side wings 5 and at the rear end of a tail 6 are attached.
  • the fuselage 4 thus comprises all parts of the aircraft, with the exception of the wings 5, the tail 6 and the cockpit canopy 3.
  • the cockpit 2 is formed at the front of the fuselage 4.
  • the cockpit 2 has two seats 7, which are arranged transversely to the flight direction 8 side by side.
  • a support strut 9 is arranged at least in the region of the cockpit 2, which extends in the longitudinal direction of the aircraft 1 or of the fuselage 4.
  • the support strut is located between the two seats 7.
  • the seats 7 have a seat surface 10, wherein the support strut 9 extends into the region above the seat surface 10.
  • the support strut 9 is a substantially tubular body having a rectangular cross-section in the present embodiment.
  • the support strut 9 is formed of a fiber-reinforced plastic composite material.
  • As the reinforcing fiber there are preferably provided stiff fibers such as carbon fibers or glass fibers.
  • the fuselage 4 forms at its bow a streamlined aircraft nose 1 1.
  • the support strut 9 extends forward into the aircraft nose 1 1 and is adapted in its spatial shape to the inner contour of the nose of the aircraft 1 1. In the present embodiment, the support strut 9 is formed widened conically within the aircraft nose 1 1.
  • the fuselage 4 has a chassis 12 which has an access opening 13 in the region of the cockpit 2.
  • the chassis 12 may be formed as a one-piece shell.
  • the chassis 12 may have a reinforcing frame at least in the region of the access opening 13.
  • This access opening 13 has an endless peripheral boundary edge 14, which extends from the aircraft nose 1 1 on both sides of the aircraft 1 back down, at least in the area laterally adjacent to the seats 7 below the seats 10 and at the rear of the cockpit 2 upwards runs and at the top of the fuselage 4 forms an arc.
  • the access opening 13 is so deeply cut that the boundary edge 14 here lateral entry edges 18 which extend below the seat 10.
  • the pedals 16 are attached to the support strut 9.
  • a control link e.g., Bowden cable or electrical control line
  • the chassis is formed substantially only from a bottom surface, which is pulled only very slightly laterally upwards.
  • the cockpit canopy 3 is fastened to the support strut 9 in the area of the aircraft nose 11 with a pneumatic pivoting / lifting mechanism.
  • the cockpit canopy 3 is preferably made of a transparent plastic, e.g. Polycarbonate, formed.
  • a reinforcing frame 19 is fixed peripherally at the edge region.
  • the reinforcing frame 19 is preferably connected to the cockpit canopy 3 over its entire length by means of an adhesive bond.
  • the cockpit canopy 3 has a circumferential Edge, the shape of the boundary edge 14 of the chassis 12 corresponds, so that the cockpit cap 3 in the lowered state, the cockpit 2 circumferentially flush closes.
  • corresponding sealing elements are provided on the boundary edge 14 of the chassis 12 or on the peripheral edge of the cockpit canopy 3.
  • each lock locks 20 Adjacent to the end portions of the entry edges 18 of the chassis 12 each lock locks 20 are arranged. At the cockpit canopy 3 corresponding locking pin 21 are provided at the corresponding locations, so that they engage in lowered cockpit cover 3 each in one of the lock locks 20.
  • the locking pins 21 are attached to the reinforcing frame 19 of the cockpit canopy 3.
  • the reinforcing frame 19 has two longitudinal struts 22, each extending between the two locking pins 21 on one side of the aircraft 1 and formed integrally with the rest of the reinforcing frame 19.
  • Such a punctiform connection can be carried out, for example, by means of screws or rivets or similar fastening means, which enable punctiform bonding.
  • the locking pins 21 have an incision which, in the closed state of the cockpit cover 3, is engaged behind by the respective locking lock 20 such that tensile and shear moments are transmitted between the cockpit cover 3 and the chassis 12 in the area of the cockpit 2.
  • the chassis 12 and the cockpit cover 3 in the closed state forms a mechanical unit which can absorb torsional and bending forces.
  • the additional fixation on the pivoting / lifting mechanism 23 of the cockpit canopy 3 causes a substantial part of the forces exerted on the cockpit canopy 3 to be introduced directly into the support strut 9, without stressing the chassis 12 in this way.
  • the locking locks 20 are preferably centrally actuated.
  • the operation of the locking locks can be done via a Bowden cable or electromechanical Actuators made.
  • the locking locks 20 may also be actuated pneumatically or hydraulically.
  • the support strut 9 is open at the bottom, with a nose landing gear 24 is pivotally mounted in the support strut 9.
  • the nose gear 24 has a nose wheel 25, which is received in the retracted state in the conically widened region of the support strut 9.
  • an instrument device 31 is attached in the region of the cockpit, which is also referred to as instrument mushroom.
  • the instrument device comprises all necessary instruments and may have one or a part of control electronics.
  • Two Steurverbindpel are arranged on the support strut 9 in the cockpit.
  • a control mechanism for rowing the aircraft is guided by a section of the support strut 9.
  • a main landing gear is pivotally attached to the support strut 9.
  • a landing gear mechanism with a corresponding landing gear flap (not shown) on the support strut 9 is pivotally mounted. This makes it possible to form the landing gear flap over a large area.
  • the wings 5 or wings 5 are fastened by means of a wing spar 28 on this fuselage section 27.
  • the support strut 9 extends from the nose of the aircraft 1 1 into the area between the two wings 5.
  • the support strut 9 may also extend a little further to the rear or over almost the entire length of the aircraft 1 from the bow to the stern extend.
  • the seats 7 are preferably attached to the support strut 9.
  • the chassis 12 itself has no supporting function. This has the following advantages:
  • the access opening 13 can be cut deep downwards, so that an easy entry and exit from the aircraft is possible.
  • the chassis 12 may be formed thin-walled, since the essential forces are absorbed by the support strut 9.
  • the chassis may be made of a thin fiber reinforced plastic material, especially carbon fiber reinforced
  • Plastic material be formed.
  • the transparent cockpit cover 3 extends correspondingly far down and gives the view to the side below free. This is particularly advantageous when landing the aircraft.
  • the special design of the reinforcing frame 19 and the locking device 20, 21 helps that the access opening 13 can be cut far down and the cockpit hood 3 and the chassis 12 in the closed state forms a torsionally rigid unit.
  • FIGS. 4 and 5 show a second embodiment, which substantially corresponds to the first embodiment, which is why the same parts are designated by the same reference numerals and will not be explained again.
  • the second embodiment differs from the first embodiment in that the reinforcing frame 19 is formed solely by the longitudinal struts 22 glued to the inside of the cockpit can 3.
  • corresponding reinforcing ribs 29 are arranged, which are each connected by means of a locking device consisting of a locking lock 20 and a locking pin 21 with the longitudinal struts 22 in the closed state of the cockpit canopy 3 and so the moments on the reinforcing ribs 29 on a large portion of the chassis 12th transfer.
  • the aircraft 1 is designed as a jet aircraft with a thrust propeller drive or turboprop drive 30 located in the fuselage 4. Instead of the thrust propeller drive 30 and one or more nozzle drives can be provided.
  • Figure 5 shows the aircraft with retracted nose wheel 25 and retracted main landing gear 26, the wheels of the main landing gear 26 are arranged laterally next to the support strut 9 in the fuselage 4.
  • An aircraft with the above-discussed cockpit structure can be designed both as a glider, and as a powered aircraft.
  • An engine is preferably attached to the support strut 9.
  • this can be provided with a push propeller drive or turbopropulsion or impeller or a jet engine (jet), which are attached to the support strut.
  • the provision of the support strut 9 allows a very light design of the aircraft, so that the aircraft weighs less than 450 kg, in particular 472.5 kg.
  • the support strut 9 represents the central, supporting component of the aircraft, to which many functional units are attached. This allows the production of aircraft of various designs, the support strut 9 is equipped with the functional units to be provided depending on the aircraft. This simplifies the production of the aircraft and the individual functional units can be used in different aircraft, which in turn can be produced in larger quantities.
  • the support strut 9 extends at least through the cockpit 2, preferably to the hull behind the cockpit 2 and in particular to the rear of the aircraft.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention concerne un aéronef comprenant un cockpit équipé de deux sièges qui sont juxtaposés perpendiculairement à la direction de vol, un capot de cockpit relevable par pivotement qui, en mode relevé par pivotement, dégage une ouverture d'accès au cockpit, et un montant support qui s'étend dans la direction longitudinale du cockpit, le montant support étant disposé entre les deux sièges.
PCT/EP2016/058293 2015-04-14 2016-04-14 Aeronef WO2016166256A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015105706.9 2015-04-14
DE102015105706.9A DE102015105706A1 (de) 2015-04-14 2015-04-14 Flugzeug

Publications (1)

Publication Number Publication Date
WO2016166256A1 true WO2016166256A1 (fr) 2016-10-20

Family

ID=55754288

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2016/058293 WO2016166256A1 (fr) 2015-04-14 2016-04-14 Aeronef

Country Status (2)

Country Link
DE (1) DE102015105706A1 (fr)
WO (1) WO2016166256A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021108669A1 (fr) * 2017-05-13 2021-06-03 Bruno Mombrinie Avion à décollage et atterrissage courts

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR965637A (fr) * 1950-09-16
DE7232003U (de) 1972-08-30 1972-12-14 Wilden H Rumpfvorderteil für flugzeuge
DE2814586A1 (de) * 1978-04-05 1979-10-18 Stemme Reiner Dr Phys Antriebseinrichtung fuer flugzeuge
FR2578805A1 (fr) * 1985-03-13 1986-09-19 Mingant Guy Perfectionnement au fuselage des aeronefs legers.
DE3538483A1 (de) * 1985-10-25 1987-04-30 Wolf Hoffmann Flugzeugbau Kg Flugzeug in kunststoffbauweise
DE3741859A1 (de) 1987-12-10 1989-06-22 Klotz Willi Flugzeughaube, ohne spalt zwischen rumpfbug und cockpitscheibe, mit abdichtmechanismus zur verringerung des rumpfwiderstandes, oeffnen und notabwurf der haube mit 1-hand-1-hebel-bedienung
WO2004094228A1 (fr) * 2003-04-22 2004-11-04 Light Wing Ag Avion leger de la classe ultra-legere et de la categorie sportive
DE102008044461A1 (de) 2008-08-25 2010-03-18 Modular Flying Concepts Gmbh Konstruktionsprinzip und Verfahren zum Aufbau von Klein-Luftfahrzeugen
WO2011002309A1 (fr) 2009-06-30 2011-01-06 Blue Sky Ventures Aéronef de largage et/ou planeur et/ou volant

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR965637A (fr) * 1950-09-16
DE7232003U (de) 1972-08-30 1972-12-14 Wilden H Rumpfvorderteil für flugzeuge
DE2814586A1 (de) * 1978-04-05 1979-10-18 Stemme Reiner Dr Phys Antriebseinrichtung fuer flugzeuge
FR2578805A1 (fr) * 1985-03-13 1986-09-19 Mingant Guy Perfectionnement au fuselage des aeronefs legers.
DE3538483A1 (de) * 1985-10-25 1987-04-30 Wolf Hoffmann Flugzeugbau Kg Flugzeug in kunststoffbauweise
DE3741859A1 (de) 1987-12-10 1989-06-22 Klotz Willi Flugzeughaube, ohne spalt zwischen rumpfbug und cockpitscheibe, mit abdichtmechanismus zur verringerung des rumpfwiderstandes, oeffnen und notabwurf der haube mit 1-hand-1-hebel-bedienung
WO2004094228A1 (fr) * 2003-04-22 2004-11-04 Light Wing Ag Avion leger de la classe ultra-legere et de la categorie sportive
DE102008044461A1 (de) 2008-08-25 2010-03-18 Modular Flying Concepts Gmbh Konstruktionsprinzip und Verfahren zum Aufbau von Klein-Luftfahrzeugen
WO2011002309A1 (fr) 2009-06-30 2011-01-06 Blue Sky Ventures Aéronef de largage et/ou planeur et/ou volant

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021108669A1 (fr) * 2017-05-13 2021-06-03 Bruno Mombrinie Avion à décollage et atterrissage courts

Also Published As

Publication number Publication date
DE102015105706A1 (de) 2016-10-20

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