Aircraft configured for vertically ascending and landing

© Patent holder (s):

SST Condor Holding BV in The Hague.

© Date:

09.09.2008 © Inventor (s):

Aalbert Adrianus van Helden in The Hague.

© Published:

03.11.2008 IE 2008/11 © Authorized representative:

Ir. A. van Westenbrugge et al. At 2502 LS The Hague.

© Aircraft designed for vertical take-off and landing.

© An airplane designed for vertical take-off and landing includes at least two wings, a ramp-generating area, and an intermediate section, with propulsion intermediate section, and a ramp-generating area is of a plurality of lifting capacity units. Each lifting power unit includes a first variable volume for storing an amount of relatively light gas that is lighter than atmospheric air, and is arranged for controllably adjusting an upward force or lifting power by means of the variable volume occupied by the amount of relatively light gas.

NL C 2000 529

The contents of this patent correspond to the original filed description with claim (s) and any drawing (s).

The Netherlands Patent Center is an agency of the Ministry of Economic Affairs.

Aircraft designed for vertical take-off and landing

The present invention relates to an aircraft according to the preamble of claim 1.

DE 100 07 293 A1 discloses an airship of the Zeppelin type with a modular construction. This airship is able, like a hot air balloon, to select its flight height by means of the rising power of a gas stored in the airship, which is lighter than atmospheric air. Horizontal displacement can be carried out with the aid of motors placed at the bottom of the airship. The engines present are rotatable to keep the airship in a given position. Due to the air balloon character of the airship, a relatively large part of the airship is required as a volume for the rising power supplying gas. Furthermore, the chosen suspension of the propulsion limits the airship during a landing.

It is an object of the present invention to provide a vertical take-off and landing aircraft that overcomes the above problem.

This object is achieved by an aircraft arranged for vertical take-off and landing according to claim 1.

Advantageously, the present invention achieves that the aircraft can make use of a vertical take-off and landing, while at a forward speed the wing shape contributes to the lift power. This allows the aircraft to “stay in the air” without being completely dependent on the lift capacity of a volume of gas “lighter than air”.

The invention will be explained in more detail below with reference to some drawings in which exemplary embodiments of the invention are shown. These are intended for illustrative purposes only and not to limit the inventive idea, which is defined by the claims.

Hereby shows:

figure 1 shows a front view of the aircraft according to the present invention; figure 2 shows a side view of the aircraft according to the present invention; figure 3 shows a top view of the aircraft according to the present invention; figure 4 shows a cross section of a lifting power unit;

figure 5 shows a block diagram of a control of the aircraft according to the present invention;

Figure 6 is a schematic diagram of an aircraft lift capacity control according to the present invention, and Figure 7 is a schematic diagram of an aircraft power supply unit according to the present invention.

Figure 1 shows a front view of the aircraft according to the present invention.

The aircraft 1 according to the present invention comprises an upper section 2, an intermediate section 3 and a lower section 4, 5.

The top portion 2 includes a left top wing 2a, a right top wing 2b and a first center portion 2c.

The lower portion 4, 5 includes a left bottom wing 4a, 51, a right bottom wing 4b, 52 and a second center portion 4c.

Furthermore, the aircraft in the lower section 4, 5 in the width direction X comprises one or more compartments 5a, 5b, 5c, 5d for payload. The payload compartments 5a, 5b, 5c, 5d are located at the bottom of the bottom portion 4, 5.

The top part 2 is connected to the bottom part by means of intermediate part 3.

On the intermediate section 3 between the upper section 2 and the lower section 4 are located between the wings 2a, 2b of the upper section 2 and the wings 4a, 51, 4b, 52 of the lower section 4, 5 thrust motors 6 for producing thrust.

Also located in the intermediate section are control motors 7 which are adjustable to control a direction of the aircraft 1.

Also on the side surfaces of the aircraft 1 between upper part 2 and lower part 4 are control surfaces 8, which are further elucidated in figure 2.

Optionally, the thrust motors 6 can also be adjusted to set a direction for the thrust and may comprise both propellers and turbines.

In a preferred embodiment, the thrust motors 6 are electrically driven.

Figure 2 shows a side view of the aircraft according to the present invention.

The side view of the aircraft 1 has substantially the same shape as the front view.

In a longitudinal direction Y of the aircraft, the lower portion 4, 5 may comprise one or more payload compartments 5d, 5e, 5f, 5g.

In the longitudinal direction Y, one or more drives 6 can also be placed on the intermediate section 3.

The control surfaces 8 are located between the top and bottom parts and are provided with a stirring surface 8a. Here two control surfaces 8 are arranged on one side of the aircraft, however it is conceivable that a single control surface is present.

The aircraft is optionally equipped with horizontal wings (not shown), to obtain extra carrying capacity in flight. Such wings may be collapsible between the top and bottom portions or may be extendable from either the top portion or the bottom portion.

Figure 3 shows a top view of the aircraft according to the present invention.

The top view shows that the left and right upper wings 2a, 2b at a front 1a and a rear 1b comprise angled parts at an angle to the width and length direction X, Y. The left and right lower wings 4a, 51 and 4b, 52 also have a similar shape.

The circumference of the intermediate section 3 and the drives 6 are shown in dotted lines.

In the embodiment shown, the length of the aircraft is essentially equal to the width. It is conceivable, however, that the length is greater than the width of the aircraft 1.

The payload compartments 5a - 5g may comprise both passenger and cargo spaces.

In one embodiment, compartments 5a-5g can provide a rollon / roll-off system for changing cargo and / or stocking the aircraft.

Figure 4 shows a cross section of a lifting power unit.

The aircraft of the present invention is arranged to take off and land vertically based on the use of lifting power whereby a limited volume with a first gas of relatively low density can take off in a second gas of relatively higher density.

In the structures of the upper part 2 and of parts of the lower part 4, where there are no compartments 5a - 5g for payload, there are a plurality of lifting power units HV with which an upward force or lifting power of an amount of relatively light gas can be controlled.

The aircraft of the present invention is thus capable of taking off and landing vertically. The aircraft is thus advantageously able to make use of landing and take-off locations with a relatively small surface area.

Owing to the upper and lower wings 2a, 2b, 4a, 51 and 4b, 52, an upward force can be generated on the aircraft during forward movement in a mainly horizontal plane, so that also soaring power is obtained.

This distinguishes the aircraft from a Zeppelin type airship that is completely dependent on the lifting capacity of a volume of gas “lighter than air” in order to “stay in the air”.

The aircraft of the present invention is provided with a system that can accurately control the buoyancy. In principle, it is sufficient if the system can raise the aircraft vertically to a low height, after which the distance between the aircraft and the earth's surface can be increased by forward speed. However, the controlled release of the aircraft from the surface of the earth is influenced by the loading of the aircraft and possibly also by weather conditions. The load distribution can also play a role.

A lifting power unit HV comprises a gastight total volume V, a first pump P1, a second pump P2, a storage vessel BV, one or more heat exchangers W1, W2, W3 and a lifting power control C.

In this context, a pump is understood to be an installation that can cause an increase in pressure or a decrease in pressure in a volume by gas transport. A pump can be a compressor, but in some cases also a fan.

The gastight total volume V can be divided into a first volume VI and a second volume V2 by means of a flexible or movable gastight wall FW. The first volume VI is adapted to contain an adjustable amount of the first gas of relatively low density. The second volume V2 is arranged to contain an adjustable amount of the second gas of a relatively high density.

The first pump PI is connected to the first volume VI via a line LI. The pump is also connected to the storage vessel BV. The connection between the first pump and the first volume VI includes a valve valve VT1. The storage vessel BV serves to store the first gas outside the first volume, so that the first gas can be reused upon discharge from the first volume VI.

The second pump P2 is connected to the second volume V2. The connection between the second pump P2 and the second volume V2 includes a second valve valve VT2.

By increasing the first volume V1 relative to the second volume V2, wherein the second gas in the second volume is displaced by the first gas in the first volume, the upward force of the total volume can increase. Conversely, by increasing the second volume V2 and allowing the first gas to escape from the first volume under pressure of the second volume, the upward force can decrease.

The combination of the first and second pump P1, P2 (with control of the valve valves) is thus arranged to set a ratio between the first volume V1 with the amount of first gas with the low density and the second volume V2 with the amount of second high density gas within the gastight total volume V.

This ratio is adjusted to correspond to a desired upward force or lift capacity.

In the embodiment shown, the second pump P2 is provided with a connection to atmospheric air for the use of air as the second gas.

By controlling the size of the first and second volumes VI, V2 and the respective pressure therein using the first and second pumps P1, P2 and under the control of the valve valves, the effective density of the gastight total volume V can be controlled. The flexible wall FW is adapted to deform so that the volumes VI, V2 within the total volume V can each occupy a size imposed by the respective relative internal gas pressure.

Furthermore, the first volume VI comprises one or more heat exchangers in order to be able to adjust the temperature of the first gas (and thus the density of the gas) within the volume by supply or removal of heat (via a suitable transfer medium). For example, a first heat exchanger W1 is used to supply heat Q1 to the first gas. A second heat exchanger W2 can be used to properly dissipate heat Q2.

Similarly, the second volume V2 includes one or more further heat exchangers W3 to heat or cool the second gas.

The supply of heat to the respective heat exchangers can take place from an energy supply system on board the aircraft. This will be explained in more detail below. For example, cooling to the outside air could be used to dissipate heat.

The lifting power unit HV is controlled by the lifting power control C. The lifting power control C is connected to the first pump P1, the second pump P2 and heat exchangers W1, W2, W3 to control their respective functions. The lifting power control C can control the first and / or second pump P1, P2 to adjust the first volume VI of the first gas and the volume V2 of the second gas, respectively, as described above.

The lifting power control C can control one or more of the heat exchangers to supply / extract heat to / from the first and / or second volume.

For this control of pumps and heat exchangers, the lifting power control C is further connected to at least a first sensor S1 in the first volume VI and to at least a second sensor S2 in the second volume V2 for receiving signals from the respective sensors to one or more relevant determine and control physical parameters (such as pressure and temperature) of the first and / or second gas.

Furthermore, the lifting power control C comprises a control input IB for receiving control data from a central control system of the aircraft. This will be explained below.

In the embodiment shown, the lifting power unit HV is provided with pumps specific for controlling the first and second volumes of a single lifting power unit HV. It is conceivable, however, that the first pump P1 and / or the second pump P2 are / are arranged to be used with several of the plurality of lifting power units in the aircraft. In that case, the first and second pumps are connected to each of the plurality of lifting capacity units via a distribution line. Control of a specific lifting power unit can then take place by controlling first and second valve valves VT1, VT2 placed at the connections on the first and second volume respectively of the gastight total volume V of that specific lifting capacity unit.

Figure 5 shows a block diagram of an operating system of the aircraft according to the present invention.

In one embodiment, the aircraft control system 100 of the present invention includes a computer 110, a position sensor 120, a meteo sensor 130, a load sensor 140, a navigation module 150, a position control unit 160, an engine controller 170, and a lift power control unit HVR.

The computer 110 is connected to the position sensor 120 to obtain position information (e.g., a latitude, longitude and height coordinate) from the aircraft. The computer 110 is further connected to the meteo sensor 130 for obtaining meteo data such as local wind speed, air pressure, etc. The computer 110 is further connected to the load sensor 140 for obtaining load data from the aircraft structure. by the charge. In addition, the computer 110 is connected to the navigation module 150 to propel the aircraft.

Based on data from one or more of the position sensor 120, meteo sensor 130, load sensor 140 and navigation module 150, the computer 110 can perform a calculation of aircraft trimming data and possible adjustment thereof. The trimming refers to the stability of the aircraft.

The computer 110 is connected to a position control unit 160 which uses the trimming data to control the lifting power of the plurality of lifting power units HV on the one hand via lifting power control unit HVR and on the other hand to control the thrusters 6 via the motor control 170.

The motor controller 170 is connected (not shown here) to the thrust motors 6 to control them in terms of power input and direction of propulsion.

The lifting power control unit HVR is connected to the one or more lifting power controls C to control the one or more lifting power controls C so that each of the plurality of lifting power units can provide the desired amount of lifting power. Preferably, the desired amount of lifting power depends on the load and load distribution of the aircraft.

It is noted that the control of the trimming by the control system 100 can proceed dynamically by changing, for example, weather conditions.

The trimming can also change because the upper and lower wings make an (altered) contribution to the lift capacity of the aircraft at (change of) forward speed. Also, the trimming can change during a loading / unloading operation by changing the load / load distribution of the aircraft.

In the illustrated embodiment, the computer 110, the position sensor 120, the meteo sensor 130, the load sensor 140, the navigation module 150, the position control unit 160, the motor controller 170 and the lift power control unit HVR are shown as separate modules. As is known to the skilled person, it is conceivable that all modules are integrated in a single computer. The modules can be in software, but also in hardware or in a combination of hardware and software.

The computer may be in the form of any control computer capable of determining and controlling the trimming as set forth above.

Figure 6 shows a schematic of a lifting power control of the aircraft according to the present invention.

The lifting power control unit HVR is connected to the plurality of lifting power units HV for transmitting control signals to each lifting power control C. The lifting power control unit HVR is adapted to receive from the position control unit 150 trim data TD relating to the lifting power as divided among the plurality of lifting power units during operation. can be generated.

The lifting power control unit HVR is arranged to send a lifting power signal associated with the desired lifting power based on the trim data TD to the control C of each lifting power unit HV. The control C of each lifting power unit HV is arranged to set a corresponding lifting power for the respective lifting power unit on the basis of the received lifting power signal.

Figure 7 shows a diagram of an aircraft power supply unit according to the present invention.

The aircraft according to the present invention comprises an energy supply system WKC, which is preferably located in the intermediate section 3 of the aircraft. The energy supply system CHP is designed to be able to supply electrical energy and thermal energy within the aircraft 1.

In the embodiment shown, the energy supply system WKC is a cogeneration plant comprising a driving motor E, an electric generator G and a heat exchanger W.

The drive motor E is coupled to the electric generator G for generating electrical energy during operation. The drive motor E is further coupled to the heat exchanger W to absorb heat released during operation of the motor E.

The energy supply system CHP is coupled to the thrusters 6 for supplying electrical energy to the thrusters 6 during operation (under the control of the motor control 160).

In addition, the energy supply system WKC is coupled to the one or more lifting power units HV for supplying electrical energy and thermal energy for use in the heat exchangers W1, W2, W3 of each lifting power unit HV (under the control of the lifting power control unit HVR and / or the lifting power control C).

The energy supply system CHP can also be linked to the compartments for useful freight for energy supply.