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WO2019034765A1 - Aéronef à décollage vertical - Google Patents

Aéronef à décollage vertical Download PDF

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Publication number
WO2019034765A1
WO2019034765A1 PCT/EP2018/072299 EP2018072299W WO2019034765A1 WO 2019034765 A1 WO2019034765 A1 WO 2019034765A1 EP 2018072299 W EP2018072299 W EP 2018072299W WO 2019034765 A1 WO2019034765 A1 WO 2019034765A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
drives
horizontal flight
flight
hovering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2018/072299
Other languages
German (de)
English (en)
Inventor
Paul Schreiber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2019034765A1 publication Critical patent/WO2019034765A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0033—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being tiltable relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/24—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with rotor blades fixed in flight to act as lifting surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/20—Vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/293—Foldable or collapsible rotors or rotor supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/60—UAVs specially adapted for particular uses or applications for transporting passengers; for transporting goods other than weapons
    • B64U2101/61—UAVs specially adapted for particular uses or applications for transporting passengers; for transporting goods other than weapons for transporting passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/10—Wings
    • B64U30/12—Variable or detachable wings, e.g. wings with adjustable sweep
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/40—Empennages, e.g. V-tails

Definitions

  • the present invention relates to a vertically take-off aircraft, preferably unmanned aerial vehicle (UAV), drone and / or unmanned aerial vehicle (UAS), according to the preamble of claim 1.
  • UAV unmanned aerial vehicle
  • UAS unmanned aerial vehicle
  • the aircraft starts with a substantially horizontally oriented rigid wing; after reaching the intended altitude it flies without turning, tilting or pivoting of the aircraft fuselage in the horizontal direction.
  • Such an aircraft is known from EP 2 776 315 B1.
  • four propellers (called rotors there) are arranged in an H-shaped arrangement with respect to the longitudinal axis of the aircraft on the wing.
  • the four propellers are all pivoted upwards in the vertical start position, i. their motor axes run substantially in the vertical direction.
  • the propellers are pivoted about 90 ° forward or backward.
  • the motor axes are substantially parallel to the wing plane and the propellers, which all provide for the propulsion in horizontal flight are accordingly arranged perpendicular to the wing.
  • the center of gravity of the known aircraft coincides both at take-off and during landing and in hover-near conditions with the lift center of gravity of the four propellers.
  • the distances of the motor or propeller axes are evenly distributed to the center of gravity, so that all drives carry about the same load.
  • a disadvantage of the known aircraft is that its power output and thus in particular its range still have potential for optimization. It is an object of the present invention to provide an aircraft with improved flight and performance characteristics.
  • the rear or the front drives are arranged and designed to provide more than 50% of the hover thrust and less than 50% of the propulsive force in horizontal flight.
  • the front and the rear drives to provide less than 50% of the hover thrust and more than 50% of the driving force in horizontal flight are arranged and designed.
  • the core of the invention lies in the asymmetric task distribution of the front and rear drives.
  • the two drive groups - on the one hand the front or the other and / or the rear drives - take respectively different main tasks, namely on the one hand, the hover mode and on the other the travel or horizontal flight mode.
  • front drives or “rear drives” is intended to encompass embodiments with only one front drive or one rear drive.
  • the advantage of the embodiment according to the invention is therefore that the front and the rear drives can each be optimally designed for their actual tasks.
  • the one - either the rear or the front - drives are predominantly for levitation, so in particular the starting and landing, responsible, while the other - so either the front or the rear drives - predominantly for propulsion to care.
  • This specialization allows both better hovering and faster and / or more efficient cruise in the horizontal direction.
  • the design of the drives is particularly preferably determined by the diameter of the associated propeller and / or by their pitch.
  • An aircraft needs in horizontal flight only relatively little thrust to keep the altitude.
  • the thrust is generated at high flow velocity on the propeller.
  • hovering i. especially when starting and landing, a much higher thrust is needed.
  • the thrust is, for example, by a factor of 15 to 20 higher than in horizontal flight, although the flow velocity is very small.
  • a propeller designed primarily for horizontal flight requires a much smaller ratio of diameter per pitch or significantly smaller quotients of pitch divided by pitch than a propeller designed primarily for propulsion while levitating.
  • This quotient of the latter propeller or propellers is preferably greater by at least 25%, for example by at least 50% greater, more preferably greater by more than 100%, for example by 150% or 200% greater than in the case of the former or the propellers mentioned.
  • an embodiment with two rear and two front drives has proven to be advantageous because with these four drives the desired optimized flight characteristics can be achieved at a low price, ease of use and low susceptibility to interference.
  • two rear drives and one front drive, or one rear drive and two front drives are provided. Even with such constellations, it is in principle possible to realize the inventive asymmetric distribution of applying the hover thrust and the propulsive force in Horizontalf lug. More preferably, the center of mass of the aircraft is located off-center with respect to the front and rear propellers.
  • the various main functions of the front and rear drives ie on the one hand the hovering (in particular the takeoff and landing) and on the other hand the cruising, can be further optimized.
  • the center of mass of the aircraft is arranged closer to those drives which apply the higher hovering thrust.
  • the corresponding lever arms are at least 5%, and more preferably at least 10%, for example more than 15% or 20% or even more than 25% or 30%, shorter than the lever arms of those drives, which the lower (to no) hover force. Due to the shorter lever arm in relation to the main responsible for the hover drives they can raise a larger mass fraction. For example, if these are the rear drives, the center of gravity is located closer to the rear drives than the front drives. Shifting the center of mass to the rear propellers raises more than 50% of the mass from the rear drives, relieving the front drives.
  • the hover thrust force can be concentrated on the rear drives, since the front drives contribute to this only a relatively smaller part.
  • the front drives namely when the front drives lift the majority of the mass of the aircraft, while the rear drives predominantly (or completely) take over the majority of the propulsion.
  • the drives responsible for the majority of the driving force contribute to hovering only to a small extent, for example between 10% and 20%.
  • the front (or the rear) drives for horizontal flight without the above-described displacement of the center of mass, and the rear (or the front) for hovering.
  • the rear and front drives would have to be designed differently with respect to their respective main task (hovering or level flight).
  • the disadvantage remains that the drive optimized for horizontal flight must continue to generate a large proportion of the hovering thrust and thus suffers the hovering efficiency. So it would have to be compromised in the design of the drives.
  • the rear or front drives are designed to provide more than 55%, preferably more than 60% of the hover thrust, while the front and rear drives provide less than 45%, preferably less than 40%, the hover thrust force are designed.
  • This is equivalent to the rear or front drives lifting more than 55%, preferably more than 60% of the mass, and the front and rear drives less than 45%, preferably less than 40% of the mass. Accordingly, in certain embodiments, greater asymmetry in the distribution of hovering traction forces is advantageous.
  • This asymmetry may also be increased to such an extent that the rear or front drives are designed to provide more than 65%, preferably more than 70% of the hover thrust (ie lifting more than 65% or 70% of the mass), while the front and the rear drives to provide less than 35%, preferably less than 30% designed for hover thrust (ie lifting less than 35% or 30% of mass).
  • Embodiments of the aircraft according to the invention are also possible in which the one or more of the rear or front drives are designed to provide more than 80%, for example more than 90%, of the hover thrust while the one or more front or rear drives are providing it less than 20%, for example less than 10%, of hovering thrust.
  • the entire hovering performance can be reduced by e.g. the rear or the front drives are provided, while then serve the front and rear drives only for stabilization.
  • the front and rear drives contribute both to providing the hovering thrust force necessary for hovering the aircraft and to providing propulsive force in horizontal flight.
  • the front and rear drives also contribute to providing the hovering thrust necessary for hovering the aircraft. However, then only a part of these drives takes the propulsive force in horizontal flight, while the other part of the drives is switched off.
  • all drives are pivotable by means of a respective pivoting mechanism between a vertical start position for the hover and a horizontal flight position for the cruise.
  • all drives on the one hand for launching and landing, in general levitation can be used (albeit differently designed), on the other hand, they are used for propulsion in cruise or, if they are not used for this purpose, be pivoted into an aerodynamic position .
  • all drives are arranged on the wing. This arrangement is relatively easy to implement.
  • several rear and several front drives can be distributed favorably in the transverse direction of the aircraft.
  • Four drives offer an X- or H-shaped arrangement.
  • the rear propeller in the hover down and pivot for the horizontal flight backwards against the flight direction preferably by 75 ° to 105 °, more preferably by 85 ° to 95 °.
  • the front propeller in hovering upward and pivot for horizontal flight by 90 ° forward in the direction of flight preferably by 75 ° to 105 °, more preferably by 85 ° to 95 °.
  • the constellation is also possible that in hover both the front and the rear propeller are pivoted upwards, while the rear in horizontal flight are pivoted to the rear and the front to the front.
  • the rear or front propeller for horizontal flight are hinged or collapsible. This design helps to improve aerodynamics and acoustics in cruising. In this way, the speed and range of the aircraft is increased with less noise.
  • those propellers are hinged, the associated drives are arranged and designed so that they provide more than 50% of the hover thrust.
  • the rear propeller are formed hinged against the direction of flight in horizontal flight, preferably due to the action of wind forces or the wind.
  • a control device for controlling the motors is provided in such a way that the aircraft is automatically stable in a stable hovering flight.
  • the control for the drives, the propeller, the ailerons, etc. by means of the control device can be done manually, semi-automatically or automatically.
  • the transition between the two Klizug Technologyen preferably hovering with front and rear drives - horizontal flies only with preferably the front drives
  • the propeller speeds are preferably adapted.
  • Fig. 1 is a perspective plan view of an inventive
  • FIG. 2 shows the aircraft according to FIG. 1 in the suspended state, seen from the side;
  • Fig. 3 is a perspective plan view of the aircraft of Figures 1 and 2, now in horizontal flight.
  • Fig. 4 shows the aircraft of FIG. 3 in horizontal flight, from the
  • FIG. 5-7 are side views of only the wing and the attached gondolas of the aircraft according to Figures 1 - 4, each with different pivot positions of the drives.
  • FIG. 8 is a plan view of the aircraft of FIGS. 1-7 with the center of mass drawn in, and FIG.
  • Fig. 9 is a plan view of a front and a rear drive, connected by the respective associated gondolas, with marked axis of gravity.
  • FIGs. 1 and 2 an aircraft according to the invention is shown in a suspended state in a perspective plan view and in side view.
  • the aircraft 1 has an elongated aircraft fuselage 2 with a tail 3 and a nose 4.
  • the aircraft fuselage 2 is formed in one piece; but it can also consist of several parts, for example, two in the longitudinal direction of the aircraft 1 side by side extending body parts.
  • the rear part of the fuselage 2 is designed as a tail boom 6 with a relatively small diameter, at the end facing the rear 3, a V-tail 7 is arranged with elevators 7a.
  • a wing 5 extending transversely to the aircraft fuselage is arranged.
  • ailerons 8a, 8b are provided at the trailing edge of the wing 5 .
  • 4 runners 9a, 9b are provided below each wing half and below the nose. These three runners 9a, 9b form the landing gear of the aircraft 1.
  • On the wing 5 also two pairs of drives 1 1, 16 are arranged symmetrically to the longitudinal axis of the aircraft 1.
  • Each of the two wing halves in this case has a rear drive 1 1 and a front drive 16, wherein two of these drives 1 1, 16 are in the longitudinal direction of the aircraft 1 in a row.
  • the drives 1 1, 16 are each arranged on a rear or front nacelle 10 and 15, wherein the gondolas 10, 15 merge into each other, that are integrally formed.
  • the rear gondolas 10 are slightly curved upward in the direction of the stern 3, while the front gondolas 15 extend substantially horizontally.
  • each rear nacelle 10 At the free end of each rear nacelle 10 is a rear drive 1 1
  • rear drives 1 1 in particular each comprise a rear motor 12, more preferably an electric motor, and a rear propeller 13.
  • the rear propeller 13 are here folded against the direction of flight.
  • a front drive 16 is arranged at the free end of each front nacelle 15, the front drives 16 in particular each comprising a front engine 17, more preferably an electric motor, and a front propeller 18.
  • the motors 12, 17 and propellers 13, 18 of the two drives 1 1, 16 are each pivotally mounted by means of a pivot joint 14, 19 on the gondolas 10, 15.
  • the rear drives 1 1 are in this case from a downward position (FIGS. 1, 2, 5), in which the axis of the motors 12 is lowered. right, opposite to the direction of flight H in a horizontal position pivotally (Fig. 3, 4, 6, 7), in which the axes of the motors 12 are aligned horizontally.
  • the front drives 16 are pivotable in the direction of flight H into a horizontal position from an upwardly directed position (FIGS. 1, 2, 5), in which the axis of the motors 17 run vertically (FIGS. 3, 4, 6, 7). in which the axes of the motors 17 are aligned horizontally.
  • the two rear propellers 13 have a larger diameter than the front propellers 18 (see also Fig. 9).
  • the quotient of diameter divided by pitch is greater than in the case of the front drives, preferably greater by at least 25%, more preferably greater by at least 50%, for example by more than 100%. It is also possible and, in some cases, preferred that the quotient of diameter divided by pitch at the rear propellers 13 be 150%, for example 200%, larger than for the front drives 16.
  • the center of gravity 20 of the aircraft 1 is off-center with respect to the rear and the front drives 1 1, 16 are arranged. Although the position of the center of gravity 20 is dependent on in particular the pivot states of the drives 1 1, 16. The off-center position of the center of mass 20 but applies to each of these pivot states. Corresponding to the plan view of Fig. 8, the center of mass 20 is closer to the rear drives 1 1 as to the front drives 16. As further illustrated in the detail plan view of Fig.
  • the lever arm of the rear drives 1 1 may preferably be at least 10%, for example by more than 20% or more 30%, shorter than the lever arm of the front drives 16, wherein the Lever arms are related to the shortest distance to the gravity axis 21.
  • the distance d2 of the lever arms of the motor axis 12a of the front drives 1 1 to the heavy axis 21 was 400 mm, while the length of the lever arms (distance d2) from the motor axis 17a of the rear drives 16 to the heavy axis 21 was 240 mm , The latter lever arm was thus 40% shorter than the aforementioned lever arm.
  • the aircraft 1 is shown in the floating position in which it starts in the starting direction S and lands in the direction L of the country.
  • the two rear propellers 13 are pivoted downward and push the aircraft 1 in the direction S
  • the two front propeller 18 are pivoted upward and also pull the aircraft 1 in the direction S.
  • the aircraft 1 in the hover position is aligned exactly horizontally.
  • the tail 3 it is readily possible for the tail 3 to hang at a small angle, for example about 10 °, relative to the nose 4.
  • the aircraft 1 is shown in travel or horizontal flight in which it flies in the horizontal direction of flight H.
  • the two rear propeller 13 are pivoted backwards against the direction of flight H and folded, while the two front propeller 18 are pivoted forward in the direction of flight H. Only these two front propeller 18 are responsible for propulsion in horizontal flight in the illustrated embodiment.
  • FIGS. 5-7 the transitions between the different states are again shown in fragmentary side view, in particular without the fuselage 2.
  • the rear motors 12 and the front motors 17 are in the position in which the aircraft 1 starts.
  • the drives 1 1 down and the drives 16 are still pivoted up.
  • the drives 1 1 according to FIG. 6 pivot backwards against the direction of flight H (arrow f1) and the front drives 16 forward in the direction of flight H (arrow f2).
  • the rear propeller 13 does not contribute to propulsion.
  • the rear drives 1 According to take over the rear drives 1 1 more than 50% of the hovering thrust necessary for hovering and less than 50% of the propulsive force in horizontal flight.
  • take over the front drives 16 less than 50% of hovering force necessary to levitate the aircraft 1 and more than 50% of the propulsion force in horizontal flight apply.
  • the rear drives 16 are even not involved in the propulsion at all, since they fold on or off due to the wind.
  • the above-mentioned task distribution of the rear and front drives 1 1, 16 is realized in the embodiment shown in the figures, in particular by the displacement of the center of mass 20. Furthermore, the higher quotient of diameter divided by the slope of the rear drives contributes to an increase in efficiency of the hovering flight. The smaller quotient of diameter divided by the slope of the front drives contributes to an increase in efficiency of horizontal flight.
  • the control of the drives 1 1, 16, the propeller 13, 18, the ailerons 8 a, 8 b, etc. can be done manually, semi-automatically or automatically.
  • the transition between the two flight conditions can be realized either manually or automatically.
  • the propeller speeds are adjusted.
  • the aircraft according to the invention can also be controlled by humans and / or used to carry one or more people.
  • the aircraft according to the invention is suitable as a drone for transporting goods, for controlling and securing the airspace or areas on the ground, for research purposes, for imaging, etc.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Remote Sensing (AREA)
  • Toys (AREA)

Abstract

L'invention concerne un aéronef à décollage vertical (1), de préférence un véhicule aérien sans pilote (UAV), un drone et/ou un système aérien sans pilote (UAS), comprenant : une surface portante rigide (5), qui est orientée de façon sensiblement horizontale tant en cas de vol stationnaire qu'en cas de vol horizontal et qui permet un vol horizontal aérodynamique, et au moins un entraînement réglable (11) situé à l'arrière dans la direction de vol horizontale par rapport au centre de gravité (20) de l'aéronef (1), comprenant un moteur arrière (12) et une hélice arrière (13) entraînée par le moteur arrière (12), ainsi qu'au moins un entraînement réglable (16) situé à l'avant dans la direction de vol horizontal, comprenant un moteur avant (17) et une hélice (18) entraînée par le moteur avant (17), les moteurs (12, 17) étant de préférence des moteurs électriques, et au moins une partie des entraînements (11, 16) pouvant être pivotés respectivement au moyen d'un mécanisme pivotant entre une position de décollage vertical pour le vol stationnaire et une position de vol horizontal pour le vol horizontal ou de croisière. L'invention est caractérisée en ce que l'au moins un entraînement arrière ou avant (11, 16) est disposé et conçu de telle façon qu'il mobilise plus de 50% de la force de poussée de vol stationnaire nécessaire pour le vol stationnaire de l'aéronef (1) et moins de 50% de la force propulsive pour le vol horizontal, tandis que l'au moins un entraînement avant ou arrière (16, 11) est disposé et conçu de telle façon qu'il mobilise moins de 50% de la force de poussée de vol stationnaire nécessaire pour le vol stationnaire de l'aéronef (1) et plus de 50% de la force propulsive pour le vol horizontal.
PCT/EP2018/072299 2017-08-18 2018-08-17 Aéronef à décollage vertical Ceased WO2019034765A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017118965.3 2017-08-18
DE102017118965.3A DE102017118965A1 (de) 2017-08-18 2017-08-18 Senkrecht startendes Luftfahrzeug

Publications (1)

Publication Number Publication Date
WO2019034765A1 true WO2019034765A1 (fr) 2019-02-21

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WO (1) WO2019034765A1 (fr)

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US20190055003A1 (en) * 2017-08-15 2019-02-21 Autel Robotics Co., Ltd. Foldable propeller, power assembly and unmanned aerial vehicle
EP3564123A1 (fr) * 2017-10-04 2019-11-06 Bell Helicopter Textron Inc. Aéronef convertible possédant des modules de charge utile interchangeables
US10676188B2 (en) 2017-10-04 2020-06-09 Textron Innovations Inc. Tiltrotor aircraft having a downwardly tiltable aft rotor
WO2021155208A1 (fr) * 2020-01-31 2021-08-05 Wisk Aero Llc Aéronef à ensembles ventilateurs inclinables
WO2022175519A1 (fr) * 2021-02-22 2022-08-25 Thales Aéronef sans équipage fiabilisé et procédé de pilotage d'un tel aéronef sans équipage
US11975830B2 (en) 2020-02-10 2024-05-07 Wisk Aero Llc Aircraft with pusher propeller

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DE102019204970A1 (de) * 2019-04-08 2020-10-08 LIFT Holding GmbH Funktionales Flügeldesign
EP3998209A1 (fr) * 2021-03-05 2022-05-18 Lilium eAircraft GmbH Structure d'aile et de moteur pour un aéronef à décollage et atterrissage vertical
KR20240136933A (ko) * 2022-01-27 2024-09-19 위스크 에어로 엘엘씨 통합된 프로펠러-붐 페어링

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