Tilt Wing Rotor VTOL

An aircraft for vertical take-off and landing. The aircraft comprises a first wing, a second wing and a fuselage. The first wing comprises a first longitudinal wing axis and the second wing comprises a second longitudinal wing axis. The first wing extends along the first longitudinal wing axis and the second wing extends along the second longitudinal wing axis from the fuselage. The first wing is tiltable with a first rotational direction around the first longitudinal wing axis and the second wing is tiltable with a second rotational direction around the second longitudinal wing axis. In a fixed-wing flight mode, the wings do not rotate around a second axis. In a hover flight mode, the wings are tilted around the longitudinal wing axis with respect to its orientation in the fixed-wing flight mode and that the wing rotates around the second axis.

DETAILED DESCRIPTION

The illustration in the drawings are schematically. It is noted that in different figures, similar or identical elements are provided with the same reference signs.

FIG. 1shows a wing100for a vertical take-off and landing vehicle110. The wing100is mountable to a fuselage103such that the wing100is tiltable around a longitudinal wing axis104of the wing100and such that the wing100is rotatable around a second axis105(which may be e.g. the longitudinal fuselage axis105) that differs to the longitudinal wing axis104. The wing100is adapted in such a way that, in a fixed-wing flight mode, the wing100does not rotate around the second axis105and wherein the wing100is further adapted in such a way that, in a hover flight mode, the wing100is tilted around the longitudinal wing axis104with respect to its orientation in the fixed-wing flight mode and that the wing100rotates around the second axis105.

In particular,FIG. 1shows an aircraft110for vertical take-off and landing in the hover flight mode. In the exemplary embodiment ofFIG. 1the wing100comprises a first (left) wing101and a second (right) wing102. The first wing101comprises a longitudinal wing axis and the second wing102comprises a second longitudinal wing axis. In the hover flight mode shown inFIG. 1, the first wing longitudinal axis and the second longitudinal wing axis run parallel to the longitudinal wing axis104. In other words, the first wing101and the second wing102form a rotor, such as a helicopter rotor, in the hover flight mode. The first wing101extends along the first longitudinal wing axis and the second wing102extends along the second longitudinal wing axis from the fuselage103. The first wing101is tiltable with a first rotational direction around the first longitudinal wing axis104and the second wing102is tiltable with a second rotational direction around the second longitudinal wing axis104.

The tilting of the first wing101and the second wing102around its respective longitudinal wing axis104is indicated by the arrow around the longitudinal wing axis104. Moreover, inFIG. 1it is shown that the first wing101and the second wing102comprise a respective leading edge, wherein the leading edge is oriented in the rotating direction of the wings101,102in contrary to the trailing edge. The circumferential movement (rotating direction) of the wings100,101,102is indicated by the arrows15inFIG. 1.

In order to generate lift in the hover flight mode, the wings100,101,102may rotate together with the fuselage103around the second axis105or independently of the fuselage103. Then, the fuselage103may20comprise no or a lower rotational speed in comparison to the wings100,101,102.

Moreover, inFIG. 1a first propulsion unit107is mounted close to the tip end of the first wing101and a second propulsion unit108is mounted to a tip end section of the second wing102. In the exemplary embodiment ofFIG. 1the propulsion units107,108are propellers. In other exemplary embodiments, for example jet engines or turboprop engines may be applied as well. As shown inFIG. 1, the propellers of the propulsion units107,108generate thrust, wherein the first thrust direction of the first propulsion unit107runs in a counter-direction with respect to the second thrust direction that is generated by the second propulsion unit108.

Hence, a torque is generated that causes the wings101,102to rotate around the second axis105, e.g. the longitudinal fuselage axis105of the fuselage103. The rotation speed may be approximately around200to300rpm (rounds per minute) to generate a lift for lifting the aircraft110in the hover flight mode.

Moreover,FIG. 1shows the fuselage103that comprises an empennage106with e.g. four control surfaces. The empennage106may balance the fuselage110in the hover flight mode and/or the fixed-wing flight mode. Moreover, the empennage106may control the flight direction of the aircraft110. In an exemplary embodiment, the empennage106may rotate around the longitudinal fuselage axis105. This rotation of the empennage106may cause a torque that acts against the torque that is induced to the fuselage103by the rotation of the wings101,102.

FIG. 2shows the aircraft110in a fixed-wing flight mode. In the fixed-wing flight mode, the first wing101and the second wing102are tilted around the longitudinal wing axis104in such a way, that for example the respective chord line504(seeFIG. 5) of the first wing101and the chord line504of the second wing102run e.g. substantially parallel to the longitudinal fuselage axis105of the fuselage103. The first propulsion unit107and the second propulsion unit108are tilted also in comparison to the hover flight mode shown inFIG. 1around the respective first wing101or the respective second wing102. The first propulsion unit107and the second propulsion unit108are also tiltable independently from the wings101,102. In the fixed-wing flight mode, the first propulsion unit107generates a first thrust and the second propulsion unit108generates a second thrust, wherein the first thrust and the second thrust are generally directed parallel to each other. Hence, propulsion for driving the aircraft100is generated. In this fixed-wing flight mode, the aircraft110flights through the air more efficiently in comparison to the drift or movement in the hover flight mode. The empennage106is used for controlling the flight direction of the aircraft110.

FIG. 3shows the aircraft110in the hover flight mode. The first wing101and the second wing102are each mounted to a bearing ring301. The bearing ring301may envelope the surface of the fuselage103. Hence, it is not necessary to provide a run of the wings100,101,102through the fuselage103, which may cause problems and demands complex mechanical solutions due to the rotation of the wing100,101,102with respect to the fuselage103. The bearing ring301may clamp the wing100,101,102to the surface of the fuselage103. Hence, a light and robust fixation of the wings100,101,102to the fuselage103is achievable.

Moreover, a mechanical system for tilting the wing100between the hover flight mode and the fixed-wing flight mode may be generated. To the front end of the wing100at the root end of the wing100two bolts, namely a first bolt501(seeFIG. 5) and a second bolt502(seeFIG. 5) may be mounted. Each bolt501,502extend from the front end in the direction of the fuselage103. The first bolt501may be rotatably mounted to the fuselage103and the second bolt502may be rotatably mounted to the bearing ring301. The first bolt501may be fixed to the fuselage103in such a way that a guiding slot302of the fuselage103envelops the first bolt501. The run of the guiding slot302may describe a desired run of the first bolt501during the movement of the wings100,101,102between the hover flight mode and the fixed-wing flight mode.

If the bearing ring301is moved slideably along the fuselage103, the first bolt501moves along the run of the guiding slot302. The guiding slot302determines a defined movement of the first bolt501during the movement of the bearing ring301along the fuselage103. When moving the bearing ring301along the fuselage103, the first bolt501moves inside the guiding slot302, so that the wings100,101,102tilt to the desired position. Hence, the run of the guiding slot302defines the tilting movement of the respective wings100,101,102.

FIG. 4illustrates schematically the aircraft110in the fixed-wing flight mode. Moreover, a tip jet propulsion system for the aircraft110is shown.

In the nose section of the fuselage103, an air inlet may is formed, wherein an air suction unit401sucks in air inside the fuselage103. An air distribution system may guide the sucked in air to nozzle sections402that are located in the trailing edge of the wings100,101,102. The nozzle sections402blow the sucked in air out to the environment, so that thrust is generated. By the generated thrust, propulsion of the aircraft110is generated. When tilting the wing100in the hover flight mode, the nozzle section402of the right wing101and the nozzle section402of the left wing102may generate a thrust in opposite direction, so that a rotation of the wing100,101,102around the fuselage is achieved.

Additionally or alternatively, in the tail of the fuselage103a fuselage propulsion unit403may be installed. The fuselage propulsion unit403may be for example a jet engine, a turboprop engine or a propeller engine. In the tail section of the fuselage103the empennage106is shown, so that the aircraft110is controllable.

FIG. 5andFIG. 6illustrate an adaption mechanism of the aircraft110for tilting the wing100with respect to the fuselage103.FIG. 5shows an aircraft configuration in the fixed-wing mode, wherein the chord line504of the wing100is generally parallel to the second axis105, e.g. the longitudinal fuselage axis.FIG. 6shows an aircraft configuration in the hover flight mode, wherein the chord line504comprises an angle of approximately 60° to 120° with respect to the second axis105.

As shown inFIG. 5, the first bolt501pivotably fixes the wing100to the fuselage103, wherein, in the exemplary embodiment ofFIG. 5, the first bolt501is in not laterally movable with respect to the fuselage103. As shown in the embodiment shown inFIG. 3, the first bolt501may alternatively or additionally be slidable engaged by a guiding slot302of the fuselage103. The second bolt502fixes the wing100to the bearing ring301. Thereby, the bearing ring301may comprise a ring-shaped element with a further guiding slot503, to which the second bolt502is slidably engaged.

When moving the bearing ring301along the fuselage103, the wing100rotates around the first bolt501and the second bolt502, wherein the second bolt502additionally slides along the further guiding slot503generally in a direction perpendicular to the second axis105. For this reason, the wing conducts a rotation with a rotating axis that corresponds to the rotating axis of the first bolt501until the desired position of the wing100is reached.

Edges of the further guiding slot503limit a relative motion of the second bolt502in further guiding slot503, so that the relative motion of the bearing ring301with respect to the fuselage103is limited as well. Thus, the length of the further guiding slot503defines a length of motion of the bearing ring301with respect to the fuselage103, so that as well a defined rotation and defined start and end positions of the wing100with respect to the fuselage103are adjustable.

Furthermore, the bearing ring301comprises a guide groove505which has a run in general parallel to the movement of the bearing ring301along the fuselage103. The guide groove505engages the first bolt501. If the bearing ring301has moved along the fuselage to the direction of the first bolt501, the edges of the guide groove505limit a further motion of the bearing ring301along the fuselage103, so that a further rotation of the wing100is limited as well. Hence, the dimensions of the guide groove505delimit the tilting angle of the wing100.

FIG. 6shows the aircraft110in the hover flight mode. The wing100is tilted in such a way that by the rotation of the wing100and e.g. the bearing ring301around the second axis105, a lift is generated. In particular, the chord line504comprises a tilting angle to the second axis105of approximately 60° to 120°.

FIG. 7shows an overall view of the aircraft110as shown inFIG. 5andFIG. 6. The fuselage103comprises coupling elements702to which the wing100, the bearing ring301and/or a fuselage ring701is coupled. The bearing ring301may be mountable to the fuselage ring701(supporting ring). The fuselage ring701is rotatably connectable to the fuselage103. The first bolt501is fixed to the fuselage ring701. The fuselage ring701is in particular rotatable around the coupling elements702.

Moreover, it is outlined that the wing100may comprise the first wing101and the second wing102that are mounted e.g. to the fuselage ring701by respective first bolts501and that are mounted e.g. to the bearing ring301by respective second bolts502. As indicated inFIG. 5andFIG. 6, the first wing101may rotate clockwise according to a direction of movement of the bearing ring301along the second axis105. The second wing102, which extends in opposite direction from the fuselage103with respect to the first wing101, may rotate counterclockwise according to the direction of movement of the bearing ring301along the second axis105or vice-versa. In other words, the second bolt502, to which the first wing101is mounted, is movable along a first direction inside the further guiding slot503and a further second bolt502, to which the second wing102is mounted, is movable along a second direction inside the further guiding slot503.

Moreover, as shown inFIG. 7, the empennage106is fixed to a tail section of the fuselage103.

LIST OF REFERENCE SIGNS