Aircraft with a flight control device
阅读说明:本技术 飞行器 (Aircraft with a flight control device ) 是由 陈健元 于 2017-05-09 设计创作,主要内容包括:一种飞行器,其可以包括第一机翼结构。该飞行器还可以包括第一螺旋桨和第二螺旋桨,该第一螺旋桨和第二螺旋桨沿着第一机翼结构布置。飞行器还可以包括第二机翼结构,该第二机翼结构被布置为与第一机翼结构相交,以形成交叉构造。飞行器还可以包括第三螺旋桨和第四螺旋桨,该第三螺旋桨和第四螺旋桨沿着第二机翼结构布置。在飞行器的悬停取向,第一和第二螺旋桨的相应螺旋桨旋转轴可以在可以与第一机翼结构的横轴垂直的相应平面中成非垂直的角度,并且第三和第四螺旋桨的相应螺旋桨旋转轴可以在可以与第二机翼结构的横轴垂直的相应平面中成非垂直的角度。(An aircraft may include a first wing structure. The aircraft may further include a first propeller and a second propeller arranged along the first wing structure. The aircraft may further comprise a second wing structure arranged to intersect the first wing structure to form a cross-over configuration. The aircraft may further include a third propeller and a fourth propeller arranged along the second wing structure. In a hover orientation of the aircraft, respective propeller rotation axes of the first and second propellers may be non-perpendicularly angled in respective planes that may be perpendicular to a transverse axis of the first wing structure, and respective propeller rotation axes of the third and fourth propellers may be non-perpendicularly angled in respective planes that may be perpendicular to a transverse axis of the second wing structure.)
1. An aircraft, comprising:
a first wing structure;
a first propeller and a second propeller arranged along the first wing structure;
a second wing structure arranged to intersect the first wing structure to form a cross-over configuration; and
a third propeller and a fourth propeller arranged along the second wing structure,
wherein, in a hovering orientation of the aircraft, respective propeller rotation axes of the first and second propellers are non-perpendicularly angled in respective planes perpendicular to a transverse axis of the first wing structure, and wherein respective propeller rotation axes of the third and fourth propellers are non-perpendicularly angled in respective planes perpendicular to a transverse axis of the second wing structure.
2. The aircraft as claimed in claim 1, wherein,
wherein the respective propeller rotation axes of the first and second propellers are non-perpendicularly angled in opposite directions such that each of the first and second propellers is oriented to cause a moment about a yaw axis in the same first moment direction,
wherein the respective propeller rotation axes of the third and fourth propellers are non-perpendicularly angled in opposite directions such that each of the third and fourth propellers is oriented to cause a moment about the yaw axis in a same second moment direction,
wherein the first torque direction is opposite to the second torque direction.
3. The aircraft as claimed in claim 1, wherein,
wherein the respective propeller rotation axes of the first and second propellers are at a non-perpendicular angle in the same direction such that the first and second propellers are oriented to induce opposite moments about the yaw axis,
wherein the respective propeller rotation axes of the third and fourth propellers are at a non-perpendicular angle in the same direction such that the third and fourth propellers are oriented to cause opposite moments about the yaw axis in opposite moment directions.
4. The aircraft of claim 3 wherein the propeller rotation axes of the first and second propellers are at least substantially parallel to each other.
5. The aircraft of claim 3 or 4 wherein the propeller rotation axes of the third and fourth propellers are at least substantially parallel to each other.
6. The vehicle according to any one of claims 2 to 5, wherein said first, second, third and fourth propellers are configured such that when the vehicle hovers to generate a yawing movement, the first and second propellers generate a combined moment about the yaw axis in a first combined moment direction that is different from a combined moment about the yaw axis in a second combined moment direction generated by the third and fourth propellers, wherein the first combined moment direction is opposite to the second combined moment direction.
7. The aircraft of any one of claims 2 to 5, wherein the first, second, third and fourth propellers are configured such that when the aircraft is hovering in a state of equilibrium, the first and second propellers generate a combined moment about the yaw axis in a first combined moment direction equal to a combined moment about the yaw axis in a second combined moment direction generated by the third and fourth propellers, wherein the first combined moment direction is opposite to the second combined moment direction.
8. The aerial vehicle of any of claims 2 to 7 wherein respective propeller rotation axes of the first and second propellers are non-perpendicularly angled by a first angular measure, and wherein respective propeller rotation axes of the third and fourth propellers are non-perpendicularly angled by a second angular measure.
9. The aircraft of claim 8, wherein the first angle magnitude is different than the second angle magnitude.
10. The aircraft of claim 8, wherein the first angular magnitude is equal to the second angular magnitude.
11. The aerial vehicle of any of claims 1 to 10, wherein the first and second propellers are configured to rotate in a first rotational direction, and wherein the third and fourth propellers are configured to rotate in a second rotational direction, the second rotational direction being opposite the first rotational direction.
12. The aerial vehicle of any of claims 1 to 11 wherein respective first and second propellers along the first wing structure are spaced a first distance from the second wing structure, and wherein respective third and fourth propellers along the second wing structure are spaced a second distance from the first wing structure.
13. The aircraft of claim 12, wherein the first distance is different from the second distance.
14. The aircraft of claim 12, wherein the first distance is equal to the second distance.
15. The aircraft of any one of claims 1 to 14 wherein the aircraft is free of flight control surfaces.
16. The aircraft of any one of claims 1 to 15, further comprising a fuselage fused to the first wing structure in the middle of the first wing structure.
17. The vehicle according to any one of claims 1 to 16, wherein said vehicle is devoid of a tail boom.
18. The aircraft of any one of claims 1 to 17, wherein a portion of the trailing edge of the first wing structure and a portion of the trailing edge of the second wing structure are aligned and contained in the same plane for contacting the ground.
19. The aerial vehicle of any of claims 1 to 17 wherein the first wing structure includes a projection extending from a trailing edge of the first wing structure and the second wing structure includes a projection extending from a trailing edge of the second wing structure, and wherein respective tips of the projections of the first and second wing structures are configured to support the aerial vehicle on the ground when the aerial vehicle is in the hover orientation.
20. The aircraft of any one of claims 1 to 19, wherein the aircraft comprises two or more pairs of propellers arranged along the first wing structure, the two or more pairs of propellers being configured such that torque between subsequent pairs of propellers is balanced.
21. The aircraft of any one of claims 1 to 20, wherein the aircraft comprises two or more pairs of propellers arranged along the second wing structure, the two or more pairs of propellers being configured such that the torque between subsequent pairs of propellers is balanced.
22. A method of assembling an aircraft, the method comprising:
arranging a first wing structure;
disposing a first propeller and a second propeller along the first wing structure;
providing a second wing structure intersecting the first wing structure to form a cross-over configuration; and
a third propeller and a fourth propeller are arranged along the second wing structure,
wherein, in a hovering orientation of the aircraft, respective propeller rotation axes of the first and second propellers are non-perpendicularly angled in respective planes perpendicular to a transverse axis of the first wing structure, and wherein respective propeller rotation axes of the third and fourth propellers are non-perpendicularly angled in respective planes perpendicular to a transverse axis of the second wing structure.
23. The method of claim 22, further comprising: constructing an aircraft according to any one of claims 1 to 21.
24. A kit for assembling an aircraft, the kit comprising:
a first wing structure;
a first propeller and a second propeller adapted to be arranged along the first wing structure such that, in a hovering orientation of the aircraft, respective propeller axes of the first and second propellers are non-perpendicularly angled in respective planes perpendicular to a transverse axis of the first wing structure,
a second wing structure adapted to intersect the first wing structure to form a cross-over configuration; and
third and fourth propellers adapted to be arranged along the second wing structure such that, in a hovering orientation of the aircraft, respective propeller axes of the third and fourth propellers are non-perpendicularly angled in respective planes perpendicular to a transverse axis of the second wing structure.
25. The kit of parts according to claim 24, wherein the first wing structure comprises a fuselage that merges with the first wing structure in the middle of the first wing structure.
26. A kit of parts according to claim 24 or 25, wherein the respective parts of the kit are configured to form an aircraft according to any one of claims 1 to 21.
Technical Field
Embodiments relate generally to an aircraft, a method of assembling an aircraft, and a kit of parts for assembling an aircraft.
Background
Vertical take-off and landing (VTOL) capable aircraft, such as, for example, tail-stock aircraft like XFV-1 in the 50's of the 20 th century, typically use the same set of flight controls for both vertical and horizontal flight, and represent the most direct way to achieve transition flight. However, visual assessment may be difficult where the pilot is facing up during vertical flight, such as during landing.
Further, the tailstock type aircraft has other technical problems. For example, they tend to tip over easily, such as when falling in the wind. This is due to the high center of gravity relative to the size of the tailstock. To solve this problem, a large span of landing gear may be installed, or the span of the tailstock may be enlarged to cover a wider area on the ground. These measures generally increase weight and aerodynamic drag, which in turn jeopardizes the performance (e.g., cruise duration) of the aircraft.
Another aircraft capable of VTOL would be an aircraft with a tilted wing or tilted rotor configuration. These aircraft are typically kept level during the transition. Thus, these configurations will render the aircraft suitable for carrying passengers. However, aircraft with tilted wing or tilted rotor configurations will require separate sets of flight controls for helicopter mode and airplane mode flight, which leads to high complexity in their development and implementation.
Unmanned Aerial Vehicles (UAVs) or drones, on the other hand, do not carry passengers or pilots. Therefore, passenger and pilot related limitations of VTOL-enabled aircraft are not applicable to UAVs.
However, there are additional problems associated with the development of autonomous conversions for UAVs. Typical transition maneuvers typically span a wide range of airspeeds and angles of attack. When a variable covering a wide range of values is multiplied by a combination of other variables, the presence of this variable can potentially lead to a large-scale pneumatic database in order to adequately cover the conversion envelope. This would incur substantial effort and cost generated by, for example, wind tunnel testing, CFD, etc., when developing autonomic transformations. In addition, the variation of highly nonlinear aerodynamic characteristics and stability characteristics over a high range of angles of attack would require the development of complex, nonlinear control strategies and algorithms, which further increases the complexity of the development effort.
One known quad-rotor unmanned aerial vehicle is disclosed in PCT International publication No. W02013/048339. The described quad-rotor unmanned aerial vehicle is capable of vertical take-off and landing (VTOL) and transitioning between a vertical flight mode (or helicopter mode) and a horizontal flight mode (or airplane mode). However, the operational limitation of a quad-rotor unmanned aerial vehicle is that it has a weak control authority over yaw during hover or helicopter mode flight, yaw control also being roll control in airplane mode flight. Yaw control during hover is relatively weaker than pitch or roll control during hover because pitch or roll may have an effect on the moment arm effect to enhance the control force, but yaw control may only use differential torque. Further, the maneuverability of the yaw may be limited or reduced by the large moment of inertia of the yaw as a result of the span, which is typically the longest dimension of the aircraft. Poor control of yaw during helicopter mode (or roll during airplane mode) tends to degrade the controllability of the airplane, especially when hovering in crosswind, which is an important practical operating scenario.
Another known quad-rotor unmanned aerial vehicle is disclosed in PCT international publication number WO 2016/013933. A quad-rotor unmanned aerial vehicle includes rotatable left and right wingtip portions on a main wing structure that are rotatable to improve roll control in a horizontal flight mode and yaw control in a vertical flight mode. However, rotating the left and right wingtip portions would require additional mechanisms that increase the complexity, weight, and cost of the aircraft system. It also introduces additional failure modes that compromise the reliability of the aircraft system. Additional rotations will also increase the number of control parameters, thereby increasing the complexity of controlling the unmanned aerial vehicle.
Another known VTOL is disclosed in US 2005/0178879. A single wing structure is proposed having pairs of propellers at respective opposite wingtips (one above and one below the single wing structure) implemented with the propellers above and below the single wing structure at slight upward and downward angles from horizontal in order to increase the effective pitch torque.
Disclosure of Invention
According to various embodiments, an aircraft is provided. The aircraft may include a first wing structure. The aircraft may further include a first propeller and a second propeller arranged along the first wing structure. The aircraft may further comprise a second wing structure arranged to intersect the first wing structure to form a cross-over configuration. The aircraft may also include third and fourth propellers arranged along the second wing structure. In a hover orientation of the aircraft, respective propeller rotation axes of the first and second propellers may be non-perpendicularly angled in respective planes that may be perpendicular to a transverse axis of the first wing structure, and respective propeller rotation axes of the third and fourth propellers may be non-perpendicularly angled in respective planes that may be perpendicular to a transverse axis of the second wing structure.
According to various embodiments, a method of assembling an aircraft is provided. The method may comprise the steps of: a first wing structure is provided. The method may further comprise the steps of: a first propeller and a second propeller are disposed along the first wing structure. The method may further comprise the steps of: a second wing structure is disposed intersecting the first wing structure to form a crossover configuration. The method may further comprise the steps of: a third propeller and a fourth propeller are disposed along the second wing structure. In a hover orientation of the aircraft, respective propeller rotation axes of the first and second propellers may be non-perpendicularly angled in respective planes that may be perpendicular to a transverse axis of the first wing structure, and respective propeller rotation axes of the third and fourth propellers may be non-perpendicularly angled in respective planes that may be perpendicular to a transverse axis of the second wing structure.
According to various embodiments, a kit for assembling an aircraft is provided. The kit may include a first wing structure. The kit may further comprise a first propeller and a second propeller adapted to be arranged along the first wing structure such that, in a hovering orientation of the aircraft, respective propeller axes of the first and second propellers may be non-perpendicular angled in respective planes that may be perpendicular to a transverse axis of the first wing structure. The kit may further include a second wing structure adapted to intersect the first wing structure to form a cross-over configuration. The kit may further include a third propeller and a fourth propeller adapted to be arranged along the second wing structure such that, in a hovering orientation of the aircraft, respective propeller rotation axes of the third and fourth propellers may be non-perpendicular angled in respective planes that may be perpendicular to a transverse axis of the second wing structure.
Drawings
In the drawings, like reference numerals generally refer to the same parts throughout the different views. The drawings are not necessarily to scale, emphasis instead generally being placed upon illustrating the principles of the invention. In the following description, various embodiments are described with reference to the following drawings, in which:
FIG. 1 illustrates an aircraft in a vertical flight mode (or helicopter mode or hover orientation), according to various embodiments;
FIG. 2 illustrates the aircraft of FIG. 1 in a level flight mode (or airplane mode), in accordance with various embodiments;
FIG. 3 illustrates an enlarged view of the aircraft of FIG. 1 in a vertical flight mode (or helicopter mode or hover orientation), according to various embodiments;
FIG. 4 illustrates an enlarged view of the aircraft of FIG. 1 in a level flight mode (or airplane mode), in accordance with various embodiments;
FIG. 5 illustrates a schematic diagram of a transition maneuver of the aircraft of FIG. 1, in accordance with various embodiments;
FIG. 6 illustrates a schematic diagram of another variation of a transition maneuver of the aircraft of FIG. 1, in accordance with various embodiments; and
FIG. 7 illustrates a schematic diagram of yet another variation of a transition maneuver of the aircraft of FIG. 1, in accordance with various embodiments.
Detailed Description
The embodiments described below in the context of an apparatus are similarly valid for the methods, and vice versa. Further, it will be understood that embodiments described below may be combined, e.g., a portion of one embodiment may be combined with a portion of another embodiment.
It will be understood that the terms "on … …", "above … …", "top", "bottom", "down", "side", "back", "left", "right", "front", "side", "up", and the like, when used in the following description, are used for convenience and to aid in understanding the relative position or direction, and are not intended to limit the orientation of any device or structure or any portion of any device or structure. In addition, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Similarly, the word "or" is intended to include "and" unless the context clearly indicates otherwise.
Various embodiments of aircraft or airplanes or unmanned aircraft have been provided to address at least some of the earlier identified issues.
Fig. 1 illustrates an
As shown in fig. 1 and 2,
As shown, the wing platforms of the
As shown, the
According to various embodiments, the
As shown in fig. 1, the
According to various embodiments, first
According to various embodiments, first
According to various embodiments, first
As shown, the
According to various embodiments, the
According to various embodiments, the
According to various embodiments, the
According to various embodiments, the
As shown in fig. 1 and 2, the
According to various embodiments, the
As shown in fig. 1, the
According to various embodiments, the third and fourth propeller rotation axes 154, 164 may be fixedly angled to be non-perpendicular in the respective planes. Thus, the
According to various embodiments, the third
According to various embodiments, the third
According to various embodiments, the third
According to various embodiments, the
According to various embodiments,
According to various embodiments, the
According to various embodiments, the
According to various embodiments, a portion of the trailing
FIG. 3 illustrates an enlarged view of the
As shown in fig. 3 and 4, the
According to various other embodiments, the pair of
According to various embodiments, the pitch angle of the pair of
According to various embodiments, the spacing between the two
According to various embodiments, the
According to various embodiments, the combination of the pitch and pitch of the
Fig. 4 shows the direction of rotation of the propeller as seen from the front of the
According to various other embodiments, the
As shown in fig. 4, the
According to various embodiments, the flight control principles of the
Thus, pitch, yaw, and roll control can be separated, and only one set of flight control effectors can be used for vertical flight mode (or helicopter mode or hover orientation) and horizontal flight mode (or airplane mode). In addition, no additional control surfaces or tilting mechanisms may be required. The above features may lead to a significant simplification in developing runway independent aircraft that can be converted.
According to various embodiments, the
Preferably, it is described that differential thrust between a pair of
According to various embodiments, the pair of
Referring to fig. 3, as an example of having a pair of
According to various embodiments, the differential pitch of the pair of
According to various embodiments, the first, second, third, and
The relationship between the pitch and pitch of the pair of
According to various embodiments, the initiation of yaw control forces may be accomplished without the use of additional motors, mechanisms, actuators, or devices, in addition to simple adapters to mount the
According to various embodiments, the
According to various embodiments, a method of assembling an aircraft may be provided. The method may comprise the steps of: providing various components of the
According to various embodiments, a kit of parts for assembling an aircraft may be provided. The kit of parts may include various parts suitable for or configured to form an
According to various embodiments, the aircraft may transition from a vertical flight mode (or helicopter mode or hover orientation) to a horizontal flight mode (or airplane mode) using vertical climb and then maneuvered by the circle. The circular maneuver may be typical of maneuvers used by aircraft in stunts and involves only linear aerodynamics. Throughout the transition maneuver, the angle of attack is in the pre-linear stall range. It may not be required to deal with complex nonlinear high angle of attack aerodynamics and complex changes in stability characteristics during development of an aerodynamic model for autonomous transformation. Furthermore, because the conversion uses only a small range of angles of attack and airspeeds, the size of the aerodynamic database required to adequately cover the conversion envelope can be reduced very significantly along with the cost and effort required to generate the database. These can result in a significant reduction in the high complexity of pneumatic modeling for autonomic transition development.
FIG. 5 illustrates a schematic diagram of a transition maneuver of the
In the following, an example is described illustrating a method for determining the maximum power at
Starting from F ═ ma, the left hand side represents the net upward force given by:
thrust minus weight minus aerodynamic drag
The thrust is the required value to be determined. The weight is known. Aerodynamic drag can be used conservatively, for example, at VstallMaximum value of time occurrence: (
(corresponds to C)LmaxC of (A)D)). This may ensure that some of the thrust required is increased in size, allowing for a safety margin. Considering aerodynamic drag in this simplified manner may tend to result in a required thrust that may be about 10% more than a thrust omitting aerodynamic drag. Alternatively, aerodynamic drag may be expressed in terms of time varying dynamic pressure and lift coefficients. Although more precise, the added complexity does not seem worthwhile as aerodynamic drag may not be a significant contributor to the required thrust. Therefore, the former simpler method of considering the aerodynamic resistance may be used in this description.For the right hand side (ma), the quality is known. Acceleration can be specified to reach VstallIs determined by the safe climb altitude H. Kinematics of uniformly accelerated motion will give
It can now be determined that V is reached in a vertical climb to altitude HstallThe required thrust, since weight, aerodynamic resistance and acceleration are now all known.
If it is known that V isstallAt the required thrust, for a given helixThe propeller, for example, may determine the required propeller rpm and power from a propeller performance table.
As illustrated in fig. 5, the circular manipulation at various points is described by θ. Coefficient of lift C as a function of thetaLCan be determined from newton's second law applied in the radial direction.
Consider the general position along the circular flight path depicted by θ in FIG. 5.
If F ═ ma is taken in the radial direction, then the general equation in terms of θ is:
aerodynamic lift (radially inward, q S C)L)+W*sinθ=(m*V2)/R
On the left hand side, the first term represents the aerodynamic lift acting radially inward. The second term is the radial component of weight. The right hand side is the product of mass and radial acceleration.
The radius of rotation R may be determined at the beginning of the maneuver when θ is 0. At this point, only aerodynamic lift is used to initiate the circular flight path. And, the speed is VstallAnd C isL=CLmax。
At other points of the circular flight path, 0 °<θ<180 deg. (between
After
Fig. 6 shows a schematic view of another variant of the circular maneuver of the
Obtaining CLAnalysis of theta will be the same as before, CLmaxAnd VstallThe value of (d) corresponds to a negative angle of attack. Will also instantiate CLRemaining in the linear range.
Because steering is initiated using a negative angle of attack at
Fig. 7 shows a schematic diagram of yet another variant of the circular maneuver of the
According to various embodiments, an aircraft may be provided. The aircraft may include a first wing structure. The aircraft may further include a first propeller and a second propeller arranged along the first wing structure. The aircraft may further comprise a second wing structure arranged to intersect the first wing structure to form a cross configuration. The aircraft may further include a third propeller and a fourth propeller arranged along the second wing structure. In a hover orientation of the aircraft, respective propeller rotation axes of the first and second propellers may be angled to be non-perpendicular in respective planes that may be perpendicular to a transverse axis of the first wing structure, and respective propeller rotation axes of the third and fourth propellers may be angled to be non-perpendicular in respective planes that may be perpendicular to a transverse axis of the second wing structure.
According to various embodiments, the respective propeller rotation axes of the first and second propellers may be non-perpendicularly angled in opposite directions, such that each of the first and second propellers may be oriented to cause a moment about the yaw axis in the same first moment direction. Further, the respective propeller rotation axes of the third and fourth propellers may be non-perpendicularly angled in opposite directions, such that each of the third and fourth propellers may be oriented to cause a moment about the yaw axis in the same second moment direction. According to various embodiments, the first torque direction may be opposite to the second torque direction.
According to various embodiments, the respective propeller rotation axes of the first and second propellers may be non-perpendicularly angled in the same direction, such that the first and second propellers may be oriented to induce opposite moments about the yaw axis. Further, the respective propeller rotation axes of the third and fourth propellers may be non-perpendicularly angled in the same direction, such that the third and fourth propellers may be oriented to induce opposite moments about the yaw axis in opposite moment directions.
According to various embodiments, the propeller rotation axes of the first and second propellers may be at least substantially parallel to each other.
According to various embodiments, the propeller rotation axes of the third and fourth propellers may be at least substantially parallel to each other.
According to various embodiments, the first, second, third and fourth propellers may be configured such that when the aircraft hovers to generate yawing movement, the first and second propellers may generate a combined moment about the yaw axis in a first combined moment direction, which may be different from the combined moment about the yaw axis in a second combined moment direction generated by the third and fourth propellers. According to various embodiments, the first combined moment direction may be opposite to the second combined moment direction.
According to various embodiments, the first, second, third and fourth propellers may be configured such that when the aircraft is hovering in an equilibrium state, the first and second propellers may generate a combined moment about the yaw axis in a first combined moment direction equal to a combined moment about the yaw axis in a second combined moment direction generated by the third and fourth propellers. According to various embodiments, the first combined moment direction may be opposite to the second combined moment direction.
According to various embodiments, the respective propeller rotation axes of the first and second propellers may be angled to be non-perpendicular by a first angular magnitude, and the respective propeller rotation axes of the third and fourth propellers may be angled to be non-perpendicular by a second angular magnitude. According to various embodiments, the first angle magnitude may be different from the second angle magnitude. According to various embodiments, the first angular magnitude may be equal to the second angular magnitude.
According to various embodiments, the first and second propellers may be configured to rotate in a first rotational direction, and the third and fourth propellers may be configured to rotate in a second rotational direction. According to various embodiments, the second rotational direction may be opposite to the first rotational direction.
According to various embodiments, the respective first and second propellers along the first wing structure may be spaced a first distance from the second wing structure, and the respective third and fourth propellers along the second wing structure may be spaced a second distance from the first wing structure. According to various embodiments, the first distance may be different from the second distance. According to various embodiments, the first distance may be equal to the second distance.
According to various embodiments, the aircraft may be devoid of flight control surfaces.
According to various embodiments, the aircraft may further comprise a fuselage fused to the first wing structure in the middle of the first wing structure.
According to various embodiments, the aircraft may be devoid of a tail boom.
According to various embodiments, a portion of the trailing edge of the first wing structure and a portion of the trailing edge of the second wing structure may be aligned and contained in the same plane for contacting the ground.
According to various embodiments, the first wing structure may comprise a projection extending from a trailing edge of the first wing structure, and the second wing structure may comprise a projection extending from a trailing edge of the second wing structure, and respective tips of the projections of the first and second wing structures may be configured to support the aircraft on the ground when the aircraft is in the hovering orientation.
According to various embodiments, the aircraft may comprise two or more pairs of propellers arranged along the first wing structure, which propellers may be configured such that the torque between subsequent pairs of propellers is balanced.
According to various embodiments, the aircraft may comprise two or more pairs of propellers arranged along the second wing structure, which propellers may be configured such that the torque between subsequent pairs of propellers is balanced.
According to various embodiments, a method of assembling an aircraft may be provided. The method may comprise the steps of: a first wing structure is provided. The method may further comprise the steps of: a first propeller and a second propeller are disposed along the first wing structure. The method may further comprise the steps of: the second wing structure is arranged to intersect the first wing structure to form a cross configuration. The method may further comprise the steps of: a third propeller and a fourth propeller are disposed along the second wing structure. In a hover orientation of the aircraft, respective propeller rotation axes of the first and second propellers may be angled to be non-perpendicular in respective planes that may be perpendicular to a transverse axis of the first wing structure, and respective propeller rotation axes of the third and fourth propellers may be angled to be non-perpendicular in respective planes that may be perpendicular to a transverse axis of the second wing structure.
According to various embodiments, the method may further comprise the steps of: an aircraft as described herein is constructed.
According to various embodiments, a kit for assembling an aircraft is provided. The kit may include a first wing structure. The kit may further comprise a first propeller and a second propeller adapted to be arranged along the first wing structure such that, in a hovering orientation of the aircraft, respective propeller axes of the first and second propellers may be angled to be non-perpendicular in respective planes that may be perpendicular to a transverse axis of the first wing structure. The kit may further include a second wing structure adapted to intersect the first wing structure to form a cross configuration. The kit may further include a third propeller and a fourth propeller adapted to be arranged along the second wing structure such that, in a hovering orientation of the aircraft, respective propeller axes of the third and fourth propellers may be angled to be non-perpendicular in respective planes that may be perpendicular to a transverse axis of the second wing structure.
According to various embodiments, the first wing structure of the kit may include a fuselage that merges with the first wing structure in the middle of the first wing structure.
According to various embodiments, the respective parts of the kit may be configured to form an aircraft as described herein.
Various embodiments have provided an aircraft that has addressed some of the technical issues of tailstock-type aircraft related to the high center of gravity and the potentially high cost and complexity of developing aerodynamic models for autonomous transformation development. Various embodiments have provided an aircraft that can maintain the advantages of tailstock-type aircraft, solve their technical problems, and have an impact on recent technological developments in the stabilization of quad-rotor aircraft. Various embodiments have provided an aircraft that can address the weak yaw control forces of helicopter mode or hover flight (becoming roll control in airplane mode flight) of tailstock-type airplanes. Various embodiments have provided an aircraft with enhanced hover or vertical landing capabilities during crosswind conditions that are important operational maneuvers. Various embodiments have provided an aircraft with enhanced yaw control by mounting motors with different pitch angles. Various embodiments have provided a method or technique to increase yaw control forces that involves virtually no additional mechanical complexity, and is therefore a cost-effective means for enhancing the yaw control forces. Various embodiments have provided an aircraft with enhanced yaw control without having to install additional mechanisms or suffer from additional complexity and reliability issues.
Various embodiments have provided an aircraft that can maintain the advantages of tailstock-type aircraft, incorporate additional features that solve the technical problems of tailstock-type aircraft, have enhanced control (in particular for hovering in crosswinds), and have an impact on current technological developments. Various embodiments have provided an aircraft that may not require launch or recovery equipment, runways, or inclined structures. Various embodiments have provided an aircraft that can have a single set of flight controls, the same control concepts for vertical and horizontal flight, and separate flight controls for roll, pitch, and yaw, which represent a significant reduction over the high complexity of tiltrotor and tiltrotor aircraft. Various embodiments have provided an aircraft that may have a central location for stabilizing ground handling, in-wind descent, or rolling airship with an inherently low deck. This may account for the easy toppling found in tail-stock aircraft. Various embodiments have provided an aircraft that may have redundancy in the event of a power plant failure. Various embodiments have provided an aircraft configured to use only a linear range of angles of attack to complete a transition. This can result in significant reductions in the cost, effort, and complexity of developing autonomic transformations. The size of the pneumatic database (and the cost of generating the database) for adequately covering the transition envelope can be greatly reduced. This may also make unnecessary the highly nonlinear and complex aerodynamic profiling and analysis that occurs at high angle of attack regions, as well as the development of complex algorithms that enable autonomous control of the region. Various embodiments have provided an aircraft that may have options for high duration power plants (e.g., fuel cells, heavy oil engines, etc.).
While the invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes, modifications and variations in form and detail may be made therein without departing from the scope of the invention as defined by the appended claims. The scope of the invention is thus indicated by the appended claims, and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
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