WO1989007073A2 - Aircraft - Google Patents

Abstract

An aircraft possesses two rotors (13, 14) driven by the engine, which drives the propeller simultaneously. By virtue of the fact that the tail plane is located entirely within the slipstream and that the ailerons and the landing flaps are located behind the rotor in the backwardly-directed airstream which flows over the rotor, optimal flight characteristics are achieved in conjunction with a V-shaped setting of the two rotors (13, 14).

Description

 -A-

AIRCRAFT

The invention relates to an aircraft with approximately horizontal and transverse to the direction of flight, cylindrical rotatable driven rotors about its longitudinal axis, with a support jet drive generated by at least one propeller or jet engine for the forward movement of the aircraft, with a fuselage-like frame on which the rotors, the support jet drive , a stabilizer having a rudder and an elevator, as well as ailerons and, if necessary, flaps are mounted.

Such aircraft have become known, for example, from DE-OSs 3 227 085 and 3 633055.

Here one makes use of the fact that an air force acts on a rotating rotor which is blown with air transversely to the longitudinal extent and which is approximately perpendicular to the air flow. Generally speaking, this is due to the fact that on the "upper side" of the rotor there is a negative pressure corresponding to an increase in the flow velocity of the air caused by the rotation and on the "lower face" an excess pressure corresponding to a decrease in the flow rate of the air caused by the rotation train, similar to the case with normal wing or surface planes.

Flight tests with a model under normal conditions confirm the theory that airplanes that rotate via buoyancy Cylinders, i.e. rotors, obtain a lift that is many times greater than that possible with fixed-wing aircraft or helicopters. The take-off weight of the rotor aircraft compared to plane aircraft, comparable in length, width, area, was 5.5 times higher. Nevertheless, the rotor plane took off after 20 meters with a lambda value of 3.5 on the rotor. Practice has also confirmed the steep rise between 35 and 45 degrees. The design of the test model corresponded to that of the normal aircraft with a front engine and normal elevator and vertical tail mounted at the fuselage end.

After light gusts, the model tumbled in the wind and became unstable with the effect that it was uncontrollable. Many attempts at repetition confirm this peculiarity. In this fact, the reason is probably also to be found, why until this date it was evident that no rotor plane could be brought to fly.

Because of their flow physics, rotor planes take off at such low flight speeds that they get into a tumbling flight state if this phase cannot be controlled. The low flight speed gives the tail unit neither stability nor stability due to insufficient air flow.

It is therefore an object of the invention to improve an aircraft of the type mentioned in the introduction so that it can be controlled in all flight phases.

This object is achieved in that the tail axially aligned with the propeller or jet engine axis and thus lies essentially within the support jet, that the ailerons and possibly also the flaps are located at such a distance in the direction of flight behind the rotors that they are constantly in the area of the leeward, downward moving air flow located behind the rotors and flowing over the rotors on the top, and that the central axes of the Include rotors at an obtuse angle that is open at the top.

Due to the new arrangement of the engine in the immediate vicinity of the propeller's blower with full inflow to the tail unit, the "contact" of the flow in the tail unit area was fully achieved. The elevator and rudder became fully functional. This arrangement of the engine and propeller on the axis line of the stabilizer cross then brought stabilization to the stabilizer. The further flight tests showed that the apparatus was now controllable in the high and low direction, but was still turning. This major renewal was not enough to make the aircraft fully controllable.

Examinations in the smoke channel revealed the essentially already known flow pattern. The decisive factor for controllability was the flow pattern around the rotor from these tests with a relatively high lambda value. In the course of the flow around the rotor, the approach height in the circulation of the laminar air around the rotor is differentiated into four different values. The values La bda 1, 2, 3, 4 (according to Dr. Weissheimer) show and determine the approach height of the air division at various circulation speeds measured in m / sec. on the rotor outer skin. The value 1 to 4 is determined by the fact that in m / sec. the air division cut moves from top to bottom with increasing circulation speed.

The values lambda 1 to 4 are given in% values and say 1 = 30%, 2 = 55%, 3 = 90%, 4 = 115% approach of the air dividing line, falling from the upper tangent of the rotor over the full cross section.

High circulation speeds, here over 20 m / sec. generate large gyroscopic forces in the longitudinal axis of the rotor. This effect brings with it self-stabilization through centrifugal centering in the longitudinal axis, which, however, leads to a persistence during flight. So if the rudder gives the cylinders a curved path, stay the rotating cylinders in the deflected inclination and counteract the control impulses. In order to master this specified peculiarity technically, it was necessary to know very precisely the processes in the air circulating around the cylinders.

A normal profile has a 66% overflow and a 33% underflow. The high-speed rotor generally has a 100% overflow and gets an additional 30% underflow where it "lies" due to the air thinning that occurs during rotation. This peculiarity is a fact for the high load-bearing capacity of the rotating rotor.

The arrangement according to the invention of a combined aileron and flap with its very special position relative to the rotor and to the outgoing circulating air made full control of the rotor possible. The typical arrangement of the rudders contradicts the known and usual arrangement of ailerons and flap as part of the area at the rear end. The extremely sensitive circulating air around the rotor gives the possibility of full control only within a small area, without the flow breaking off and giving off so much effect that the moment of inertia generated by the gyroscopic effect can be safely overridden. The distances between the rudders and the rotating rotor according to the invention are determined by the working speed, the lambda value, the rotor diameter and by the angle of fall of the outflowing air. These values, which have been brought into this relationship, have thus become an essential core of today's rotor flight.

Despite the maneuverability, further measures were necessary for the final stabilization to switch off the dancing effect of the flying rotor plane. The mutual gyroscopic effects had to be dampened by self-countermeasures so that a smooth, normal flight is possible. The self-stabilization was achieved by bringing the red ones into line with each other this inclination in several degrees in the vertical axis produces two equal forces against each other, which cancel each other out.

The high take-off power at the extremely low forward speed suggested that the rotor aircraft be used very universally. Modern building materials, such as carbon fiber materials, carbon fiber glass material, ensure a low weight with high stability. All in all, the prerequisites were there to create the Flying People with simple means. The experiments confirmed that the "jumping" of a normal-weight man as a forward movement was sufficient to lift a person with little motor power and then fly with the pair of rotors. The knowledge gained in practical experience that the device was still capable of flying even at 15 km / h created the conditions for this application. After the rotor could still be controlled as such, it made sense to build a carbon fiber glass support frame, with rotors and axles made of the same material, equipped with a small, lightweight motor that drives the rotors. The conditions remained the same as for an airplane, the person hangs in the center of gravity and flies in a controlled flight due to the buoyancy / propulsion of the rotors and supports the flight with the connected propeller as a propulsion aid. Flight heights of 1000 and more meters can be achieved. The flight route depends on the fuel supply and can be more than 50 km.

All in all, it can be said that because both the rudder and the elevator are positioned centrally to the propeller hub, the level of direct air flow to the tail unit means that the flow of air at the tail unit is constant in the full propeller jet from start to flight operation is equally effective. The movable flaps and ailerons on the leeward side of the rotors, which can be adjusted 30 degrees up or down from the zero point, result in optimal controllability Folding a basic trim can be reached, so that the rotor aircraft can be trimmed top-heavy or tail-heavy depending on the flight position. The rotors arranged in a V position in the vertical axis counteract the centrifugal force and produce transverse stability and longitudinal stability or steering stability. The flaps can be designed as combined ailerons and flaps, and only with the design and arrangement of the ailerons / flaps was it possible to steer rotor planes.

A particularly advantageous development of the invention is that a rapidly rotating pair of rotors is driven by a motor, an electric or piston motor, and is therefore capable of being flown with a normal person as a load. A motor mounted on a lightweight frame drives the rotors via a belt / chain drive and at the same time drives the propeller via an elastic drive shaft. The pilot can control the aircraft via a swivel propeller that can be adjusted in all-axial directions.

The aircraft can be strapped to the body as a one-man rotor aircraft with a support plate made of lightweight material, with the legs and arms remaining free to move. The pilot can direct climb and descent via a rudder that can be pivoted in the vertical axis.

The steering movement can be supported by the combined ailerons with flaps; it is operated via a lockable linkage located in front of the chest.

Of course, the drive motor for performing flight maneuvers has a hand throttle, in addition to the controller, with which the number of revolutions can be adjusted.

As a one-man rotor aircraft, the aircraft can be attached to the body of the pilot with belts, which belts can be attached to one Quickly release the fastener and let it close.

It is also possible to use the rotor aircraft as a universal drone; the term "drone" denotes the unmanned flight only with a remote control or a specified control code as a program.

The start can be made safely from the ramp of a moving truck or the platform of a wagon; the same advantage applies to the launch from a ship deck. The forward acceleration of the ship will suffice as the starting speed.

Further advantageous embodiments of the invention can be found in the further subclaims.

The invention and further advantageous refinements and improvements of the invention are to be explained and described in more detail with reference to the drawing, in which some exemplary embodiments of the invention are shown:

Show it:

1: a front view of an aircraft according to the invention,

2: a sectional view along section line I-I of FIG. 1,

fig. 3: a side view of an aviation device according to FIG. 1,

4: a front view of a further embodiment of the invention; 5: a side view of the embodiment according to FIG. 4.

1 shows a plan view of an aircraft according to the invention.

On a fuselage schematically designated 10, a holding device 12 is fastened via a connection IT, to each of which a rotor 13 and 14 is rotatably attached on both sides.

The central axes 15 and IS of the rotors 13 and 14 are set up at an angle Q (with respect to the horizontal 17 and 18, so that the central axes 15 and 16 of the two rotors 13 and 14 form an obtuse angle with one another, which opens upwards At the ends of the rotors 13 and 14 there are end disks 19, 20, 21, 22, which balance the pressure between the "underside" and the "top" of the rotors 13 and 14 at the wing tip and at the wing wort! on the fuselage 10 Furthermore, one can see ^• indicated landing flaps / ailerons 23 and 24, which are adjustable by means of a schematically indicated linkage 25 and 26.

Adjustment Q (of the two rotors 13 and 14 ensures that a smooth and normal flight is possible by damping the mutual gyroscopic effects of the rotors due to the adjustment. The inclination at several degrees in the vertical axis bring about two equal forces against one another and lift yourself.

Fig. 2 shows a sectional view along the section line II-II. The rotor 14 is provided with the end plate 21 and in the region of its axis 16 there is the holder 26 (see FIG. 1) to which the flap 16 is articulated. The rotor 14 rotates clockwise, as indicated by the direction of the arrow U. The aircraft moves in the direction V, and the air flows against it in the direction of arrow A. The incoming air 30 flows around the rotor 14 and is divided into the upper circulating air layer 31 and into the lower circulating air layer 32. The flow filament 33 indicates the flow filament above which part of the air flows upwards and below which the other part of the air flows down around the rotor. The deflection point of this air separation is designated by 34.

Behind the rotor 14, the upper air quantity 31 flows downwards at an angle; the outgoing flow is designated by the reference number 35. In this outgoing flow there is the axis of rotation 36 of the flaps 16; as a result, the flaps 16 are permanently in this flow area and in this way an optimal controllability is ensured by the flaps / ailerons 16. The arrow 37 represents the air force coefficient, the arrow 38 the lift coefficient and the arrow 39 the resistance coefficient, each indicated in the corresponding direction. The reference number 40 denotes the outer circumference of the end plate

In this flow course, a so-called La bda value is defined, which represents the approach height, that is the air partial point 34, at different rotational speeds of the rotor. The values lambda 1, 2, 3, 4 are determined by the fact that, analogous to the rotational speed in m / sec. the air division cut, that is to say the flow thread 33, moves from top to bottom with increasing circulation speed. The position indicated in FIG. 2 with reference number 34 shows that the rotor with more than 20 mtr. per lake. revolves, and the dividing line runs at the end of Lambda 3. This corresponds to a resulting Ca value of 95%. 2, the flow figure according to FIG. 2 represents an effective CA value of 12.5, with a Cw value in the starting state of approximately 2.5 Cw. The high lift coefficient of the rotor results from this function. A comparable surface plane would have been included. in this situation a Ca value of 0.6, based on a Göttingen profile. The values Lambda 1 to 4 are given in% values and say:

1 = 30%,

2 = 55%,

3 = 90%,

4 = 115%

Approach of the air dividing line, falling from the upper tangent of the rotor over the full cross section.

The CW value, i.e. the propulsion lift value for all rotors is approximately 50 degrees incline. Accordingly, the lever 26 must also be set to the CW value in connection with the flow section 35. Starting from a middle line 16M, the rudder or flap 16 can move up and down by the angle! 30% can be adjusted.

Fig. 3 shows a side view of an air vehicle according to the invention. The rotors 51 are articulated on a fuselage 50 on the upper side thereof. The propeller of the aviation device 52 is a so-called pressure screw propeller, which is driven by a motor 53. The motor 53 also drives the rotors 51.

The central axis 54 of the propeller 52 is also the central axis of the motor 53 and in the area of this central axis there is an empennage 55 with a rudder fin 56, a rudder 57, an elevator 58 and an elevator 59, the elevator 59 at 60 on the elevator 58 is articulated. The rotatable articulation 61 of the rudder 57 on the rudder fin 56 lies exactly in the articulation axis 60, so that the tailplane cross lies at 60 there. The central axis of the propeller 54 runs exactly through this crossing point and accordingly the tail unit 55 is located within the propeller jet 64 delimited by the two lines 62 and 63 -n-

Tail unit has the same effective performance from the start as when it was flying. In the lower area, the rudder can have a trim rudder 65, as shown in FIG. 3, in order to compensate for the engine twist in this way. The aircraft has a nose wheel chassis 66 on the underside.

4 shows a front view of an aircraft according to the invention for a human. One recognizes the two V-shaped rotors 70 and 71, which are rotatably supported in area 72 and driven there. A frame 73 is attached to this rotatable support and has a section 74 and 75 which is adapted to the shoulders of a pilot. A belt system 76 and 77 is attached to the formations 74 and 75, which belt system can be opened by means of a quick-release fastener 76. In this respect, this belt system is the same as the belt system that can be used for parachutes.

FIG. 5 shows the aircraft according to FIG. 7. The rotor 70 with its two end plates 78 on the outside and 79 on the inside, the attachment part 74, which is adapted to the shoulders, and a support plate 80 connected to the support frame 73 can be seen for a drive motor 81, which drives the rotors 70/71 via a belt or chain transmission 82 and a flexible drive shaft 82 drives the propeller 83. Between the drive shaft 82 and the propeller 83 there is a universal joint 84 to which a control lever 85 is articulated, with which the propeller 83 can be pivoted in all directions. To actuate the ailerons / flaps 86, a corresponding lever 87 is provided, which actuates the flaps 86 / ailerons 86 via a cable 88. The motor 81 is a light, snow-running piston motor with a regulator. The final speed is set according to the weight of the pilot, thus creating a consistently optimal flight. The drive 82 is preferably a rubber round belt, so that both rotors rotate evenly quickly. The elastic shaft 82 is driven by the motor 81 via a flange gear 89. This embodiment of the invention can only be so simple because the rotor to generate the lift of the same size requires only 8% of the energy of a wing. The key figure is the comparable area.

The support frame 73 was mounted in the vertical axis at an axis point 90. At this axis point there is also the elevator 9! attached with a stabilizer.

The high take-off lift at the extremely low forward speed means that the aircraft according to the invention can be used very universally. Modern fiber materials achieve a low weight with high stability, so that the aviation device according to FIG. 5 is easily one. People can carry. To move forward, it is sufficient to start or jump slightly so that the pilot can take off with low engine power and then fly with the rotors. At 15 km per hour, as it turned out, the aircraft was still capable of flying and this created the prerequisites for this operation. 5, in which the pilot hangs in the center of gravity, flight heights of 1000 and more meters can be achieved. Considerable distances can be covered depending on the fuel level. The control is carried out in a suitable form with the ^" propeller ^" via the control stick 85.

Claims

PATENT CLAIMS l. Aircraft with approximately horizontal and transverse to the flight direction cylindrical, rotatable about its longitudinal axis, driven rotors, with a support jet drive generated by at least one propeller or jet engine for the forward movement of the aircraft, with a fuselage-like frame on which the rotors, the support jet drive, on a rudder and an elevator having an aileron and ailerons and, if appropriate, flaps are mounted, characterized in that the tail (55) is axially aligned with the propeller or jet engine axis (54) and thus essentially lies within the support jet (64) so that the ailerons (23, 24) and possibly also the landing flaps at such a distance in the direction of flight behind the rotors (13, 14) that they are located in the area of the leeward-side, downward-moving, the rotors on their upper side overflowing air flow , and that the central axes of the rotors form an obtuse angle open to one another with one another. 2. Aircraft according to claim 1, characterized in that an engine twist compensating trim tab is provided in the area of the rudder. . 3. Aircraft according to claim 1 or 2, characterized in that the ailerons and if necessary. the flaps can also be deflected from a neutral position by approx. 30 degrees up and down. 4 Aircraft according to claim 3, characterized in that the ailerons and the flaps form a unit. 5. An aircraft according to one of the preceding An ^s prüche, characterized in that a single motor is provided which drives via a transmission and both the propeller rotors. 6. Aircraft according to one of the preceding claims, characterized in that the propeller can be pivoted manually for control purposes.