• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an aircraft (1) with rotary wing, comprising: - a wing (2) rotating having an axis of rotation and at least one blade (3), - at least a portion of said blades having a propulsion device (4). ) adapted to provide, by rotation of the wing, at least a lift portion of the aircraft, - organs, said bodies necessary for the flight, adapted to cooperate with each propulsion device to provide energy and at least a command, characterized in that at least one blade is hollow at least in part and contains at least a part of said organs necessary for the flight.
    公开号:FR3048956A1
    申请号:FR1652349
    申请日:2016-03-18
    公开日:2017-09-22
    发明作者:Aurelien Cabarbaye；Adrien Cabarbaye；Andre Cabarbaye
    申请人:Centre National dEtudes Spatiales CNES；
    IPC主号:
    专利说明:

    The invention relates to a rotary-wing aircraft and more particularly to such an aircraft comprising a wing formed of blades driven in rotation by one or more thrusters integral with the wing.
    There are many types of rotary wing aircraft, the best known of which are helicopters with a fuselage whose propellant (s) are integral. The thruster transmits a rotational movement to a hub on which a plurality of blades are attached, the rotation of which at least partly ensures the lift of the aircraft. In addition, it is necessary to add to the aircraft means for countering the rotation of the fuselage in response to that of the wing formed by the blades, such as a tail rotor. Such a helicopter type aircraft is mechanically complex and its overall efficiency is burdened by the presence of the fuselage.
    Also known, for example from US 5,297,759 a rotary wing aircraft comprising a rotor consisting of a hub around which are fixed six blades evenly distributed angularly and having a fixed angle of incidence. Two of the blades, diametrically opposed to the hub, carry an electric motor with a propeller. These engines drive the wing in rotation so as to provide the lift of the aircraft. The rotor hub includes a housing housing batteries providing electrical power to the motors and control electronics.
    In such a rotary wing aircraft, the root of the blades on the hub is subjected to significant forces related to the fact that the lift is exerted distributed on the blade and the weight transported is mainly located in the hub. Therefore, to avoid these constraints, it is necessary to provide flexible blades as in the aforementioned document or to connect the blades to the hub by elastic elements or joints. Depending on the lift obtained, the blades tend to rise and decrease the apparent diameter of the rotor, thus reducing its efficiency. To keep a rotor as flat as possible, it is then customary to add ballast in the blades to increase the effect of the centrifugal force with respect to the lift. Therefore, we increase the weight of the aircraft, which increases the energy consumption to keep the rotor as flat as possible, and therefore deteriorates the overall performance of the aircraft.
    The present invention aims to improve the overall performance of a rotary wing aircraft by avoiding the solutions used in aircraft of the same type. The invention also aims to minimize the forces exerted on the connection of the blades to the hub. The invention further aims to minimize the weight and drag of a rotary wing aircraft.
    To do this, the invention relates to a rotary wing aircraft, comprising: - a rotary wing having an axis of rotation and at least one blade, - at least a portion of said blades having a propulsion device adapted to provide, by rotation of the wing, at least a portion of the lift of the aircraft, organs, said bodies necessary for the flight, adapted to cooperate with the propulsion devices to provide them with energy and at least one control, characterized in that at least one blade is hollow at least in part and contains at least a part of said organs necessary for the flight.
    By thus placing at least a part of the organs necessary for the flight (such as batteries, fuel tanks, onboard computer, etc.) in the hollow blades, the mass of these is increased without the need to add ballast. In addition, the mass transported is essentially distributed in the blades, it is placed opposite the point of application of the lift forces exerted on the bearing surfaces of the blades. Therefore the return of the lift force to the hub is minimized, which minimizes the bending and shearing stresses along the blades. In addition, the organs necessary for the flight being housed in the hollow blades, it is no longer necessary to have a fuselage secured to the hub to accommodate them, and because of this, the drag of the aircraft is reduced.
    Advantageously and according to the invention, the propulsion device is a propeller propulsion device (s). To ensure the rotation of the rotary wing, at least some of the blades are equipped with a propulsion device, preferably a propeller propulsion device, fixed on the blade at a non-zero distance from the hub. The traction force generated by the propulsion device is preferably directed along a thrust axis substantially in the plane of the wing and comprises a component normal to the axis of the blade. In addition, each propulsion device attached to the blades contributes to improving the distribution of masses along the blade and to increase the centrifugal moment of inertia of the wing.
    Advantageously and according to the invention, the propulsion device comprises two counter-rotating propellers. Thanks to the use of two counter-rotating propellers, the parasitic couples generated by the gyroscopic effect of the propellers can be minimized.
    Advantageously and according to the invention, the propulsion device comprises an internal combustion engine. The drive of the propellers is thus provided with a motor device whose weight ratio power is advantageous. In addition, and particularly in an application to a large drone, the use of an internal combustion engine increases the autonomy of the device.
    Advantageously and according to the invention, the organs necessary for the flight comprise at least one fuel tank. When the propulsion device comprises an internal combustion engine, it is advantageous to arrange the fuel tank inside the hollow blade which supports the engine. In addition, the engine fuel supply does not require a fuel pump but can be performed under the effect of centrifugal force.
    Advantageously and according to the invention, the propulsion device comprises an electric motor. In an alternative embodiment, the propulsion device is equipped with an electric motor that allows easier and more responsive control.
    Advantageously and according to the invention, the organs necessary for the flight comprise at least one accumulator battery. In this case, the accumulator battery needed to power the electric motor can be housed inside the hollow blade that supports the motor. Therefore, one of the heavier organs necessary for the operation of an electric motor contributes to reduce the ballast necessary for the good balance of the wing.
    Advantageously and according to the invention, the blades of the wing are of variable incidence and comprise an articulation of flapping axis included in a plane of rotation of the wing, said hinge being adapted to couple incidence and beat. Thanks to this joint combining incidence and flapping of the blades, the influence of the speed differential of the blade relative to the air, between a blade moving in the direction of movement of the aircraft (over 180 °) and a blade moving in the opposite direction of movement (over the next 180 °) can be compensated.
    Advantageously and according to the invention, the aircraft comprises means for determining a fixed axis relative to the ground, adapted to serve as a displacement reference. In order to be able to steer an aircraft whose all elements are animated by a rotational movement along a determined trajectory, it is necessary to use a reference axis in a frame linked to the ground. Such a reference axis can be simply determined by the Earth's magnetic field or by optical means relative to the position of a star (sun or moon) or by an inertial unit.
    Advantageously and according to the invention, the aircraft further comprises a central hub to which the blades are attached, said hub being adapted to carry a payload. If the organs necessary for the flight can be embarked in the hollow blades of the rotary wing, it may be necessary to transport at least temporarily a payload that can not be placed in the wing. In this case, the invention provides a hub having a housing adapted to receive such a payload, preferably whose operation is not sensitive to the rotation of the hub. For example, such a payload may consist of a radio transmitter / receiver or a radar device for which it is no longer necessary to provide an autonomous rotation of the antenna, which rotates with the wing, or still a camera whose shooting is synchronized with the rotation of the wing
    Advantageously and according to the invention, the hub is at least in two parts, movable in rotation relative to one another, at least a portion of which is gyrostabilized. When the payload is sensitive to the rotation of the hub, such as for example a video camera, it can be made in two parts, one secured to the wing and rotating with it and the other mobile in rotation with respect to the first part and rotating for example in the opposite direction, at the same speed, so that the second part is immobile in rotation in a frame linked to the ground.
    Advantageously and according to the invention, the gyrostabilized portion of the hub is connected to the integral part of the blades by a suspension cable. This arrangement makes it possible to perform crane operations.
    Advantageously and according to the invention, the central hub is connected to a carrier balloon placed above the wing and adapted to improve the lift of the aircraft. Thanks to such a coupling between balloon and aircraft, it is possible to increase the payload transported and to better control the movements in altitude as in a horizontal plane.
    Throughout the text, the expressions "high", "low", etc. representative of a position or a movement are to be considered in relation to a position in which the plane of the rotary wing is parallel to the ground and the lift forces directed upwards, without this being considered as limiting in the where the aircraft is in another position. The invention also relates to a rotary wing aircraft characterized in combination by all or some of the characteristics mentioned above or below. Other objects, features and advantages of the invention will become apparent from the following description and the accompanying drawings in which: - Figure 1 shows a schematic view, in plan view, of an aircraft according to the invention ; FIG. 2 is a partial schematic view of the interior of a blade according to a first variant of the aircraft according to the invention; FIG. 3 is a partial schematic view of the inside of a blade according to a second variant of the aircraft according to the invention; FIG. 4 is a diagram of the redundant architecture of the control computers of an aircraft according to the invention; FIG. 5 is a representation of an articulation coupling pitch and beat of a blade of the aircraft according to FIG. FIG. 6 is a schematic perspective view of an aircraft according to the invention, comprising a hub in two parts; FIG. 7 is a schematic perspective view of an aircraft according to the invention, comprising a hub connected to a payload by a cable, and - Figure 8 is a diagram showing the use of an aircraft according to the invention coupled to a carrier balloon.
    FIG. 1 shows, in plan view, an aircraft 1 according to the invention. This aircraft 1 comprises a rotary wing 2 consisting of one or more blades, and as in the example shown, three blades 3 regularly spaced angularly around a hub 5. Of course, the rotary wing 2 may include a variable number blades 3, which can go from a single blade (at the cost of a balance for example by a beam diametrically opposed to the single blade) to a number of blades which is limited only by the bulk around the hub 5. Similarly, the spacing between the blades may not be regular, for example for reasons of noise limitation.
    At least a portion of the blades 3 of the rotary wing 2 carries a propulsion device 4 adapted and arranged to be able to drive the wing in rotation and thus provide a portion of the lift energy of the aircraft. In the example shown in FIG. 1, each of the three blades of the rotary wing comprises a propulsion device 4 in the form of a propeller device comprising a motor 6 and two propellers 7a and 7b, arranged on both sides. other motor according to an axis of rotation thereof perpendicular to a longitudinal axis of the blade. Advantageously, the propellers 7a and 7b are counter-rotating, that is to say adapted to rotate in opposite directions to each other in order to limit the effects of the gyroscopic torque that their rotation entails.
    Of course, the propulsion device 4 is not limited to a propeller device and could be a (turbo) reactor or a rocket adapted to generate a thrust at least partly tangential to the circle described by the rotation of the wing 2. Similarly, in the case of a propeller (s), it is not essential to use two counter-rotating propellers for each propulsion device.
    Referring to Figures 2 and 3 in which there is shown a schematic partially exploded view of two variants of a blade of an aircraft according to the invention, a first variant (Figure 2) in which the propulsion device uses an engine and a second variant (Figure 3) in which the propulsion device uses an internal combustion engine.
    In one or the other of the variants, in order to limit the size and the weight of the hub 5, the blades 3 of the wing are at least partly hollow and contain organs called flying organs necessary for the operation of the propulsion device and control of the aircraft.
    For example, in FIG. 2, the blade 3 comprises a housing 8 inside the blade 3, which housing contains an electric motor 10, connected to the propeller 7 (or to the propellers 7a and 7b by a coupling enabling the invert to be reversed. meaning).
    Alternatively, the housing 8 may contain two (or more) coaxial electric motors, powered to rotate in opposite directions and each connected directly to a propeller 7a or 7b to avoid such coupling. The electric motor 10 may be a DC motor or a polyphase asynchronous motor. Whatever the type, the electric motor is controlled by a control computer 12 adapted to control at least the speed of rotation of the propeller (s). A reserve of electrical energy, for example an accumulator battery 11, supplies the computer 12 and the engine 10. Other organs necessary for the flight and installed in the housing 8 of the hollow blade 3 may include a flight computer 13. equipped, if necessary with radio communication means to a ground base (not shown) and / or sensors 14, for example position sensors, motion sensors, GPS sensors, etc. The flight computer 13 is adapted to, from this information and others which will be described later, determine the position and the dynamic parameters of the flight and deduce from it instructions for controlling the propulsion device 4 which are then transmitted to the control computer 12 for controlling the motor 10.
    Similarly, in FIG. 3, the various components necessary for the flight contained in the housing 8 comprise one or more internal combustion engine (s) coupled to one or more propellers (7), where appropriate by means of a coupling enabling generating a counter-rotating movement of said propellers, a fuel tank 21, a control computer 22 for controlling the internal combustion engine adapted to control at least the speed of rotation of the propeller (s). Note that in this variant, the presence of the fuel tank 21 in a blade driven by a rotational movement makes it possible to dispense with a fuel pump, the fuel can be conveyed to the engine under the effect of the centrifugal force. Like the previous variant, the organs necessary for the flight may also include a flight computer 13 and its sensors 14.
    These members are preferably arranged and immobilized inside the housing 8 of the blade 3 according to their mass so that their center of gravity is placed, as far as possible, in the vicinity of the point of application of the resultant lift forces exerted on the blade 3 during the operation of the aircraft 1. This arrangement makes it possible to minimize the bending and shearing forces exerted by the resultant of the lift forces and the weight of the organs both on the foot of blade 9 connecting the blade 3 to the hub 5 that over the entire length of the blade 3. Preferably, the various members can be placed and glued inside the blade 3 and the housing 8 can be filled with an expansive foam which contributes to the rigidity of the blade 3 and the immobilization of the various organs.
    Of course, the housing 8 may also contain other members and, in the case where the aircraft is intended to carry a payload that would not be affected by the rotation of the wing, for example in the case of an aircraft suitable for firefighting, housing 8 could contain tanks carrying water or chemicals intended to be spread during a mission.
    Referring now to Figure 4 in which there is shown an arrangement of the flight computers 13a, 13b and 13c respectively contained in each of the blades 3 of an aircraft of the type shown in Figure 1. Each flight computer is connected to the two other flight computers by inter-calculator links, passing through the blade root 9.
    In this example, the three flight computers are programmed to run the same program and compare their results according to a majority vote type of redundancy mode. Thus, each computer 13 can calculate, on the basis of the information delivered by its sensors 14, parameters such as the position of the aircraft, the speed of rotation of its wing, the orientation of a reference axis X in a reference set fixed to the ground, etc.
    In order to be able to control the aircraft according to a determined trajectory, it is necessary to be able to determine at any instant of the flight a reference axis with respect to the ground, all the more so when all the elements of the aircraft are integral with the wing. 2 and turn with it. This reference axis X can be simply determined by the Earth's magnetic field or by optical means relative to the position of a star (sun or moon) or by an inertial unit. Other means for determining the reference axis X, for example by means of a radio beacon, can be envisaged without departing from the scope of the invention.
    On the basis of these parameters, each flight computer 13 is able to calculate a thrust required for each propulsion device, embodied, for example, by a set speed of rotation, accompanied, if appropriate, by a cyclic variation thereof. as a function of an angle formed by the blade considered with the reference axis X, to control the aircraft according to the desired trajectory. For example, for a hovering flight in the absence of disturbances (wind, etc.), the speed of rotation command transmitted by each flight computer to the engine control computer 12 (respectively 22) is substantially identical for each propulsion device 4. , the value of this speed of rotation determining the altitude of the flight. Likewise, the thrust provided by each propulsion device is modulated as a function of the angle α between the blade 3 and a direction D determined with respect to the reference axis X: a thrust modulated along the sine of this angle makes it possible to advance the aircraft in this direction, a thrust modulated according to the cosine of this angle allows a lateral displacement relative to this direction.
    Of course, the modulation of the thrust of the propulsion devices is not the only way to fly such an aircraft. Indeed, the blades 3 of the wing can be variable incidence, that is to say include a hinge allowing a rotation of the blade 3 along the axis of the blade root 9.
    Preferably, as represented in FIG. 5, when the blades 3 are articulated in incidence, they comprise a hinge 23 making it possible to couple the angle of incidence with a flapping angle allowing the blade 3 a degree of freedom in rotation with respect to the plan of rotation of the wing. Such articulation has the effect of stabilizing the rotor against the disruptive effects of the difference in speed of movement of the blades relative to the air (the speed of the air around a blade that "moves" in the direction of travel the aircraft is greater than that of a blade that "retreats", so the lift generated is different and variable depending on the position of the blade). Such a joint 23 may for example be made by shifting the axis of the joint obliquely relative to the axis of the blade. Thus, any lifting of the blade above the plane of the wing, because of an increase in the lift, is accompanied by a reduction in the incidence thereof and thus the lift generated.
    In certain cases, the aircraft 1 must be able to carry a payload to fulfill a given mission. As has been seen previously, the payload can be integrated in the blades 3 if its nature lends itself to it (liquid for example). However, it may be necessary, for handling reasons for example, to provide a hub 5 having a loading capacity for loading at least a portion of this payload. In addition, as shown in Figure 6, some payload elements must remain fixed to the ground in order to fulfill the mission assigned to them. For example, an observation video camera must remain substantially motionless in rotation with respect to the ground to provide usable images. The same goes for directional antennas (satellite antennas for example). Moreover, a large payload will have advantage to maintain a preferred orientation relative to the movement of the aircraft to limit the wind gain. Similarly, some fragile payloads may not support the centrifugal forces generated by their rotation.
    In this case, the hub 5 comprises a first portion secured to the blades 3, animated by the rotational movement thereof and a second portion 24 adapted to transport a payload 25, rotatable relative to the first portion and gyro-stabilized, that is to say, adapted to remain motionless in rotation relative to the reference axis X. For example the second portion 24 may comprise a tail or aerodynamic elements 28 using the rotor blast to generate a reverse rotation of that of the rotor. The incidence of these aerodynamic elements can be adjusted to slave towards the second portion 24 relative to the reference axis X. Other solutions can be envisaged, such as a rolling bearing or a thrust ball between the two parts. and an electric motor coaxial with the bearing driving the second portion 24 in rotation reversed relative to the hub 5. Advantageously, a landing gear of the aircraft can be placed on the portion 24 gyrostabilisée.
    In a variant illustrated in FIG. 7, the gyro-stabilized payload 25 can be connected to the hub 5 by means of a suspension cable 26 whose anchorage in the hub 5 can be provided with means enabling the cable to be rotated by hub ratio to provide gyrostabilization of the payload 25 suspended from the cable. This arrangement can be particularly useful for carrying out crane operations, the cable allowing the aircraft to remain at height with respect to the ground (safety in relation to the terrain), to stay away from the payload if it is dangerous ( explosives), clear fields of vision, etc. Other modifications and adaptations can be made to such a rotary wing aircraft. For example, as shown in Figure 8, the hub 5 of the rotor of the aircraft can be connected to a carrier balloon 29 which thus contributes to the lift of the aircraft. Such an arrangement makes it possible to increase the transport capacity by lifting heavier loads and to better control the altitude than by playing on the simple buoyancy of the balloon. In addition, the aircraft provides this crew with a controlled displacement capability in the horizontal plane. This variant can also be combined with the variant of FIG. 7 to form a crew comprising a carrier balloon connected to an aircraft according to the invention comprising a suspension cable to which a payload 25 is connected.
    Of course, this description is given by way of illustrative example only and the person skilled in the art may make numerous modifications without departing from the scope of the invention, such as for example using such an aircraft as wind turbine. altitude keeping the suspension cable 26 fixed to the ground. The aircraft then uses its own climbing ability to reach an altitude at which it encounters winds of greater amplitude than the ground, then adjusts the incidence of its blades, using for example a collective pitch control, for operate in autogyro. Therefore, the excess power generated by the rotation of the wing can be converted into electrical energy by a generator embedded in the second portion 24 of the hub, fixed relative to the ground and transmitted to the ground via the suspension cable 26.
    权利要求:
    Claims (13)
    [1" id="c-fr-0001]
    1 / - Aircraft (1) rotary wing, comprising: - a wing (2) rotating having an axis of rotation and at least one blade (3) - at least a portion of said blades having a propulsion device (4) adapted to provide, by rotation of the wing, at least a portion of lift of the aircraft, - organs, said organs necessary for the flight (11,12,13,14,21,22), adapted to cooperate with each device propulsion system for providing energy and at least one control, characterized in that at least one blade is hollow at least in part and contains at least a part of said organs necessary for the flight.
    [0002]
    2 / - Aircraft according to claim 1, characterized in that the propulsion device is a propeller propulsion device (s).
    [0003]
    3 / - Aircraft according to claim 2, characterized in that the propulsion device (4) comprises two propellers (7a, 7b) counter-rotating.
    [0004]
    4 / - Aircraft according to any one of claims 2 or 3, characterized in that the propulsion device (4) comprises an internal combustion engine (20).
    [0005]
    5 / - Aircraft according to claim 4, characterized in that the organs necessary for the flight comprise at least one tank (21) of fuel.
    [0006]
    6 / - Aircraft according to any one of claims 2 or 3, characterized in that the propulsion device (4) comprises an electric motor (10).
    [0007]
    7 / - Aircraft according to claim 6, characterized in that the organs necessary for the flight comprise at least one accumulator battery (11).
    [0008]
    8 / - Aircraft according to any one of claims 1 to 7, characterized in that the blades (3) of the wing (2) are of variable incidence and comprise an articulation (23) of axis flap included in a plane rotation of the wing, said hinge being adapted to couple incidence and beat.
    [0009]
    9 / - Aircraft according to any one of claims 1 to 8, characterized in that it comprises means for determining a fixed axis (X) relative to the ground, adapted to serve as a displacement reference.
    [0010]
    10 / - Aircraft according to any one of claims 1 to 9, characterized in that it further comprises a hub (5) central which are attached to the blades (3), said hub being adapted to load a payload (25). ).
    [0011]
    11 / - Aircraft according to claim 10, characterized in that the hub (5) is at least in two parts, rotatable relative to each other, at least a portion (24) is gyro-stabilized.
    [0012]
    12 / - Aircraft according to claim 11, characterized in that the portion (24) gyro-stabilized hub (5) is connected to the integral portion of the blades (3) by a cable (26) of suspension.
    [0013]
    13 / - Aircraft according to any one of claims 10 to 12, characterized in that the hub (5) central is connected to a balloon (29) carrier placed above the wing and adapted to improve the lift of the aircraft.
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    同族专利:
    公开号 | 公开日
    FR3048956B1|2019-07-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3482803A|1968-04-25|1969-12-09|Bernard Lindenbaum|Heavy lift helicopter|
    US5297759A|1992-04-06|1994-03-29|Neil Tilbor|Rotary aircraft passively stable in hover|
    DE102007046299A1|2007-09-27|2009-04-02|Franz Josef Haslberger|Helicopter, has drive body exhibiting number of drive units e.g. gas turbines, corresponding to number of rotor blades, where one drive unit is attached to one rotor blade and is arranged adjacent to rotor head|WO2020043288A1|2018-08-29|2020-03-05|Viafly Gmbh|Drone|
    WO2020058816A3|2018-09-17|2020-06-04|Etjet Ltd.|Electric tip-jet engines for aircraft rotors|
    FR3096960A1|2019-06-04|2020-12-11|Philippe CROCHAT|Drone comprising at least one blade provided with an internal portion of foamed honeycomb material housing an electric battery|
    法律状态:
    2017-03-31| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-22| PLSC| Search report ready|Effective date: 20170922 |
    2018-03-30| PLFP| Fee payment|Year of fee payment: 3 |
    2020-03-31| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-30| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652349|2016-03-18|
    FR1652349A|FR3048956B1|2016-03-18|2016-03-18|AIRCRAFT WITH ROTATING WING|FR1652349A| FR3048956B1|2016-03-18|2016-03-18|AIRCRAFT WITH ROTATING WING|
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