Untitled record

The present invention relates to a tilt-wing aircraft with a wing that can be pivoted from a horizontal to a substantially vertical position with respect to the aircraft fuselage, with aircraft propeller engines attached to it that can be used in horizontal flight and vertical flight, and with a horizontal stabilizer mounted on the tail of the aircraft.

Such a tilt-wing aircraft is known from DE 1 275 874 B, for example. In this tilt-wing aircraft, the tilt-wing is pivotably attached to the top of the aircraft fuselage.

A similar tilt wing aircraft can be found in DE 1 299 535 B, which deals with a control device with the aid of which the control effect of control pedals and control stick is adapted to the tilt position of the wing.

From US Pat. No. 5,758,844 an unmanned V / STOL aircraft is known with a centrifugally arranged turbofan engine which is separated from the two outer swivel blades. The object of the invention is to create a new tilt-wing aircraft. According to the invention, this is characterized in that the wing is supported on the fuselage by lateral supports which are designed in a triangular shape and which are connected to the pivoting wing at the upper end via joints.

According to a further feature, the control device for pivoting the support surface is arranged centrally between the joints connecting the lateral supports to the support surface.

It is further provided that the end sections of the wing extending away from the engines attached to the wing can be folded back in the direction of the aircraft fuselage.

According to a further feature of the invention, additional lateral wings are provided on the fuselage between the wing and the rear horizontal stabilizer.

Furthermore, according to the invention, the rear horizontal stabilizer and the additional side wings can be fully pivoted and optionally provided with control flaps.

According to a further feature, the propellers rotate in opposite directions.

Furthermore, the aircraft according to the invention can be trimmed by shifting ballast.

The present type of aircraft is a vertical take-off aircraft with propeller drive for the rapid transport of people and loads.

The latest generation of multi-disc rotary engines is suitable as a drive, for example. The drive to the propeller needs to be reduced to slow speed, so that, for example, about 2000 rpm and 800 to 1000 hp are available per propeller.

The propeller is, for example, a 3- or 4-blade propeller. The choice lies in the competence of the average specialist. This applies to the entire drive. The two propellers are arranged at the smallest possible distance from one another. This also applies to the distance between the fuselage and the front wing. The horizontal guide surfaces at the rear are somewhat larger for control reasons.

The weight of a model without a load is, for example, a maximum of 650 to 700 kg. In this case, the maximum total weight should be around 1.5 tons. With a normal start, which should also be possible, a higher weight is possible. The rear of the aircraft is heavier when unoccupied. The center of gravity is only balanced when it is loaded. It should be possible to change the focus.

The flight sequence can be described as follows. The take-off is done by a rapid climb that slowly turns into a horizontal movement, much like a water skier taking off from the water. The center of gravity runs exactly through the wing in the starting position. In other words, the entire weight of the aircraft hangs on the propeller during take-off. Since the rear guide surfaces can also be rotated, an exact positioning of the fuselage is possible.

Both the aft baffles and the flaps of the large wings can be used to control the position of the fuselage. You can also change the center of gravity by shifting weight in order to achieve precise trimming.

When the aircraft has reached the required altitude and level flight, it should be possible to deactivate the cylinders, ie the engines only work at part load and with reduced fuel consumption. The necessary full engine power is only restored during the landing approach

AT 41 1 987 B switched back.

Another important point is that the propellers work in opposite directions in order to achieve a harmonious, even flow in flight.

The attitude control in the take-off and landing phase is regulated fully electronically.

In the parking position, the wings can be put back from the engine to save space.

You can also take off in this wing position. Before the transition to level flight is initiated, the wing tips are folded forward again.

In the future, flight operations should also be possible without manual control by programming the coordinates of the desired destination and automatically approaching the destination.

The invention is explained in more detail below on the basis of embodiments with reference to the drawings. Figure 1 shows a tilt wing aircraft with rotors facing upward from the side. Figure 2 shows a tilt wing aircraft according to this invention with rotors facing forward. Figure 3 shows a tilt wing aircraft according to this invention with rotors facing upwards from the front. Fig. 4th Figure 12 shows a tilt wing aircraft according to this invention with forward facing rotors from the front.

1 shows a tilt-wing aircraft in which the wing 1 is in the starting position, ie with the rotors 3 pointing upwards. The center of gravity of the aircraft runs exactly perpendicular through the wing, and the aircraft is hanging on the propeller. The body 2 is horizontal to the

Main wing 1 shown hanging.

During normal flight operations, it is necessary that the main wing, which is normally stationary, can be rotated from a horizontal to a vertical position.

The tilt-wing aircraft according to the invention is shown in FIG. 2 with a horizontally arranged main wing 1 and rotors 3 pointing forwards.

The horizontal rear surface 4 can be attached both to the lower and to the upper end of the vertical guide surface 6, with the person skilled in the art determining the best position.

The movement of the horizontal tail surfaces 4, 5 is generally synchronous with one another and largely synchronous with the movement of the main wing 1. Only when the fuselage 2 deviates in the transition phase from a standing to a horizontal forward flight does it occur in the horizontal tail surfaces 4, 5 a movement deviation from the main wing 1 in order to achieve an optimal horizontal position of the fuselage 2 again. In the first flight phase after take-off, the horizontal tail surface 5 takes on the main control task of checking the position of the fuselage 2. When the horizontal flight speed is reached, only the horizontal tail surface 4 takes over all control tasks that arise in this position. Good controllability is to be expected because it must be ensured that both control surfaces 4, 5 contact the air flow generated by the propeller 3 and work in it. The best relationship between optimal control performance and lowest air resistance can be determined through tests.

Complete rotatability of the horizontal rear surfaces 4, 5, for example with movable control flaps on the rear, is provided.

The lateral supports 7 are designed in a triangular shape in order to achieve optimal statics for all forces occurring on the main wing 1. A joint 8 is attached to the upper end of the support 7 in order to enable the wing 1 to be rotated from a vertical to a horizontal position and back again.

The main wing 1 is supported by a bearing in the longitudinal direction of the wing

Center of the wing, as mentioned above, can be changed from a vertical to a horizontal position. The range of motion should be at least 90 °. The movement sequence is controlled at the upper contact point of the fuselage 2 with the main wing 1 by means of a lifting cylinder or another technical solution, as shown in FIG. 3.

According to the invention it is provided that the control 9 for the

Movements of the main wing 1 is arranged.

In Fig. 2, seen from the side, the position of the main wing 1 is shown in normal forward flight.

Fig. 3 shows an embodiment of the aircraft according to the invention from the front. The side struts 7 are connected to the main wing 1 via the joints 8 attached to their upper end. The middle bearing of the wing 1 at the upper end of the fuselage is denoted by 9. In

AT 411 987 B the control for changing the position of the main wing 1 is installed in this area.

The guide flaps 10 of the main wings 1 allow anything in the position shown

Position the aircraft in hover in any direction, both counterclockwise and clockwise.

The wing ends 11 are provided with a joint 12 in the upper area and can be folded back when the aircraft is in the position shown in FIG. 3 (take-off position). It is possible to start with the wing tips 11 folded back, to bring them into the position required for normal flight while hovering and to lock them.

A feature of the invention is that the vertical wing ends 11 can be moved forwards or backwards both in hovering flight and on the ground in the flight or parking position.

In Fig. 3, the horizontal rear surfaces are shown in the normal position (front view). The best length and position of these surfaces must be determined by a specialist.

The wing ends 11 are shown in the presented state (starting position).

In this type of aircraft, the propellers 3 run in opposite directions, ie when viewed from the front, as shown in FIG. 4, the right propeller rotates clockwise and the left one counterclockwise. This is very important in order to achieve a stable position of the aircraft in the transition phase from hovering to forward flight.

The wing ends 11 are shown in FIG. 4 in the normal flight position. In the case of the movable wing tips 11, a particularly light and stable construction must be ensured so that the center of gravity of the aircraft does not change too much when the wing tips 11 are turned backwards or forwards while hovering.