INDUCED AUTOROTATION ROTATING WING

Abstract

This invention describes a rotating wing that provides lift to an aircraft and that is driven by autorotation. It is a naturally stable rotating wing as it does not generate torque and is very safe because it uses autorotation at all times to drive its blades. The design of the blades allows you to use the autorotation in two different ways. The first dependent on the airflow created by moving the aircraft from one place to another and which provides a cruise flight mode and the second independent of the aircraft's movement from one place to another to provide a static flight mode that includes the ability to take off and land vertically, as well as hover at a static point in the air.

Claims

1. (canceled)

2. (canceled)

3. A rotating wing that provides lift to an aircraft and is driven by autorotation comprising a rotation shaft and plurality of compound blades coupled to the rotation shaft, wherein each compound blade comprises a front aerodynamic structure and a separate rear aerodynamic structure, and wherein the front aerodynamic structure and the separate rear aerodynamic structure are coupled together such that the position of the front aerodynamic structure is selectively adjustable relative to the rear aerodynamic structure.

4. The rotating wing of claim 3, wherein the front aerodynamic structure is selectively adjustable relative to the rear aerodynamic structure such that in a standard autorotation position, the front aerodynamic structure is completely joined to the rear aerodynamic structure, and an induced autorotation position, the front aerodynamic structure is spaced from the rear aerodynamic structure a predetermined distance.

5. The rotating wing of claim 4, wherein in the standard autorotation position, a rear part of the front aerodynamic structure fits into a front part of the rear aerodynamic structure, and wherein in the standard autorotation position, the front aerodynamic structure and the rear aerodynamic structure fit together to form a single continuous blade.

6. The rotating wing of claim 5, wherein a hollow part is defined in the front aerodynamic structure and wherein a plurality of openings are defined in the rear part of the front aerodynamic structure such that air can be injected though the hollow part and out of the openings.

7. The rotating wing of claim 6, wherein air is injectable from a direction of the rotation shaft through the hollow part and towards a tip of each blade, wherein the injected air is expelled through the openings such that the expelled air impacts the front of the rear aerodynamic structure, and wherein the rear aerodynamic structure autorotates to the induced autorotation position upon receiving the airflow at the front of the rear aerodynamic structure.

8. The rotating wing of claim 7, further comprising a plurality of rods attached to the front aerodynamic structure, wherein the plurality of rods couple the front aerodynamic structure to the rear aerodynamic structure by extending through holes defined in the rear aerodynamic structure.

9. The rotating wing of claim 8, wherein in the standard autorotation position, no air is injected through the hollow part of the front aerodynamic structure and the airflow generated by autorotation is obtained by increasing the horizontal thrust of the aircraft forward or by increasing speed of the air craft due to descending.

10. The rotating wing of claim 9, wherein in the standard autorotation position, elevational increases of the aircraft are created by increasing a rotational speed of the rotor shaft, wherein the rotational speed of the rotor shaft is increased by increasing the horizontal thrust of the aircraft, and elevational decreases of the aircraft are created by decreasing the rotational speed of the rotor shaft, and wherein the rotational speed of the rotor shaft is decreased by decreasing the horizontal thrust of the aircraft.

11. The rotating wing of claim 10, wherein in the induced autorotation position, the front aerodynamic structure provides the spaced rear aerodynamic structure with the air flow that was injected through the hollow part and out of the openings of the front aerodynamic structure, wherein in the induced autorotation position, the autorotation is independent of the horizontal movement of the aircraft, and wherein in the induced autorotation position, the aircraft can takeoff and land vertically.

12. The rotating wing of claim 11, wherein in the induced autorotation position, elevational increases of the aircraft are created by increasing the rotational speed of the rotor shaft, wherein the rotational speed of the rotor shaft is increased by increasing the flow rate of air injected into the hollow part of the front aerodynamic structure, and elevational decreases of the aircraft are created by decreasing the rotational speed of the rotor shaft, and wherein the rotational speed of the rotor shaft is decreased by decreasing the speed of air injected into the hollow part of the front aerodynamic structure.

13. The rotating wing of claim 12, wherein the movement of the rods relative to the rear aerodynamic structure is driven hydraulically.

14. The rotating wing of claim 12, wherein the movement of the rods relative to the rear aerodynamic structure is driven electrically.

15. The rotating wing of claim 13, wherein the air flow injected into the hollow part of the front aerodynamic structure is generated by an air compressor in the aircraft.

16. The rotating wing of claim 13, wherein the air flow injected into the hollow part of the front aerodynamic structure is generated by redirecting air flow using conduits directing air from outside the aircraft towards the rotation shaft.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0036] FIG. 1 is the profile view of the aerodynamic shape of a front aerodynamic structure of a blade of a rotating wing.

[0037] FIG. 2 is the profile view of the aerodynamic shape of a rear aerodynamic structure of a blade of a rotating wing.

[0038] FIG. 3 is the profile view of the aerodynamic shape of a blade of a rotating wing in which the front aerodynamic structure and the rear aerodynamic structure are joined in a standard autorotation position.

[0039] FIG. 4 is the profile view of the aerodynamic shape of a blade of a rotating wing in which the front aerodynamic structure and the rear aerodynamic structure are separated in a position of induced autorotation.

[0040] FIG. 5 is the profile view of the front aerodynamic structure of the blade, showing a hollow portion that runs through the front aerodynamic structure and a plurality of rods fixed to the front aerodynamic structure.

[0041] FIG. 6 is the rear view of a section of the front aerodynamic structure showing the position of openings defined in the front aerodynamic structure through which the air flow that was injected from the rotation shaft exits the hollow portion.

[0042] FIG. 7 is the rear view of a section of the front aerodynamic structure showing the direction of the air flow that is expelled through the openings and that was previously injected from the shaft of rotation.

[0043] FIG. 8 is a rear view of a section of the front aerodynamic structure showing the locations to which the rods are attached.

[0044] FIG. 9 is a perspective view of a section of the front aerodynamic structure with the rods attached.

[0045] FIG. 10 is a perspective view of a section of the front aerodynamic structure with the direction of air flow injected from the rotation shaft. The white arrows show the direction the air flow takes when passing through the hollow part and the black arrows show the direction the air flow takes after it is expelled through the openings.

[0046] FIG. 11 is a perspective view of a section of the rear aerodynamic structure and the holes through which the fixed rods are inserted from the front aerodynamic structure.

[0047] FIG. 12 is a perspective view of a section of the front aerodynamic structure and the rear aerodynamic structure showing the position of the rods of the front aerodynamic structure in relation to the holes of the rear aerodynamic structure.

[0048] FIG. 13 is a perspective view of a section of the blade where the front aerodynamic structure and the rear aerodynamic structure that make up the blade are joined together in a standard autorotation position.

[0049] FIG. 14 is a perspective view of a section of the blade in the standard autorotation position and where the direction of the airflow derived from the aircraft's displacement is shown.

[0050] FIG. 15 is a perspective view of a section of the blade where the front aerodynamic structure and the rear aerodynamic structure that make up the blade are separated in an induced autorotation position.

[0051] FIG. 16 is a perspective view of a section of the blade in the induced autorotation position and where the direction of the air flow injected from the rotation shaft is shown. The white arrows show the direction the air flow takes as it passes through the hollow part inside the front aerodynamic structure and the black arrows show the direction the air flow takes after it is expelled through the openings.

[0052] FIG. 17 is a perspective view of a section of the blade where the front aerodynamic structure and the rear aerodynamic structure that make up the blade are joined together in a standard autorotation position.

[0053] FIG. 18 is a perspective view of a section of the blade in the standard autorotation position and where the direction of airflow derived from the aircraft's displacement is shown.

[0054] FIG. 19 is a perspective view of a section of the blade where the front aerodynamic structure and the rear aerodynamic structure that make up the blade are separated in the induced autorotation position.

[0055] FIG. 20 is a perspective view of a section of the blade where the front aerodynamic structure and the rear aerodynamic structure that make up the blade are separated in the induced autorotation position and where the direction of the injected air flow from the rotation shaft is shown. The white arrows show the direction the air flow takes as it passes through the hollow part inside the front aerodynamic structure and the black arrows show the direction the air flow takes after it is expelled through the openings.

[0056] FIG. 21 is the perspective view of two blade sections in induced autorotation position where the movement of the air flow with respect to the direction of blade movement is shown.

DETAILED DESCRIPTION

[0057] This invention is a rotating wing that provides lift to an aircraft and uses autorotation as the basis of its operation. As in a gyroplane, the movement of the rotor is generated by a flow of air passing through the blades, but a major difference is that the air flow is obtained independently from the displacement of the aircraft or the atmospheric conditions. In this way the rotor can provide an aircraft with the ability to take off and land vertically, as well as hover at a static point in the air. This is in addition to the capability to autorotate in a standard way when the aircraft shifts from one place to another.

[0058] Unlike systems where helicopter rotor mechanisms and gyroplanes have been combined, no helicopter system mechanisms are used in this system. The rotor is never connected to or driven by a motor so that the rotation of the rotor does not generate torque. Also, the system does not use mechanisms to vary the angle of incidence of the blades, the elevation increases or decreases as the rotor speed decreases. This invention has the advantages of a gyroplane rotor starting with the fact that it is a naturally stable system since the spinning of the rotor does not generate torque. It is also a very safe and reliable system as it operates by autorotation at all times and does not rely on a mechanical connection to a motor. It is a system that lacks the need for complicated mechanisms to control the angle of incidence of the blades and to compensate the motor torque. In addition to having the advantages of the gyroplane system it can provide an aircraft with the ability to take off and land vertically, as well as hover at a static point in the air.

[0059] In addition to mentioning that the system does not incorporate mechanisms of the system used by helicopters, it is important to mention that it does not use a propulsion system at the tip of the blades to turn the rotor. To better understand this invention, we can consider that the systems that have been used to drive a rotor and provide it with the ability to take off and land vertically, as well as hover at a static point in the air, have driven the rotor from either end of the blades. Either from the rotating shaft using a motor or from the blade tips using a propulsion system. An important difference of this invention is that the rotor would use the surface in the middle of the blade to have those capabilities. This is possible since this rotating wing would have the ability to autorotate at all times.

[0060] In the same way it could autorotate in a gyroplane thanks to the airflow derived from moving the aircraft forward when losing altitude, but it could also induce its own autorotation during takeoff, landing and to hover at a static point in the air. Autorotation could be induced by the design of the blades.

[0061] Standard helicopter and gyroplane blades consist of a single piece, but on this rotor the blades are compound which means that each blade is made up of two parts. They are two aerodynamic structures that fit together, a front aerodynamic structure (1) and a rear aerodynamic structure (2) joined in a configuration that allows the two structures to be completely joined or partially separated resulting in two types of positions. The first, completely joined position is the standard autorotation position and the second, partially separated position is the induced autorotation position.

[0062] The way in which the front and rear aerodynamic structures are joined and partially separated is by means of rods (3) that are fixed to the front aerodynamic structure (1). These rods (3) enter the rear aerodynamic structure (2) through holes defined in a front part (7) of the rear aerodynamic structure (2) so that when the two aerodynamic structures are together the rods (3) remain inside the rear aerodynamic structure (2) which has enough length to store them. When the two aerodynamic structures are partially separated, the rods (3) shift to the front of the rear aerodynamic structure (2) so that they project the front aerodynamic structure (1) forward. The movement of the rods forward or backward of the rear aerodynamic structure (2) is generated from within it and can be driven hydraulically or electrically.

[0063] In the standard autorotation position the two aerodynamic structures are joined together and have the aerodynamic shape of a single (one-piece) gyroplane blade. In this way the autorotation is generated by receiving an air flow (6) derived from the displacement of the aircraft. This would be the position of the blade for a cruise flight mode.

[0064] For vertical takeoff and landing or hovering at a static point in the air, the induced autorotation position is used. In this position the two aerodynamic structures are partially separated. The two aerodynamic structures still maintain an aerodynamic shape similar to that of a single gyroplane blade, but with a space between them through which the front aerodynamic structure (1) provides the rear aerodynamic structure (2) with an airflow that activates autorotation. This is possible because the rear aerodynamic structure (2) itself has the aerodynamic shape of an individual gyroplane blade which, upon receiving an air flow in its front part (7), accelerates its movement forward.

[0065] The front aerodynamic structure (1) has a hollow part (4) along its length through which an air flow (6) is injected. This air flow (6) is subsequently expelled through a plurality of openings (5) defined in the front aerodynamic structure (1) that face backwards towards the front (7) of the rear aerodynamic structure (2).

[0066] The air flow (6) is injected from a rotation shaft (8) and can be generated in different ways, for example by an air compressor in the aircraft by the horizontal thrust motor, but redirecting the air flow (6) using conduits towards the rotation shaft (8) and subsequently towards the hollow part (4) of the front aerodynamic structure (1) of the blade. As in a gyroplane rotor, the lift is controlled by the speed of the rotor rotation and this in turn is controlled by varying the speed of the air flow (6) that is injected into the system.

[0067] Because this rotating wing is naturally stable, very safe, with good payload capacity, with lower operating and maintenance costs (compared to helicopter systems) and with less difficulty in piloting an aircraft using it, its industrial application is broad and versatile.

[0068] The system also offers the advantage of the flexibility to be used on aircrafts powered by electric, internal combustion or hybrid engines so this type of rotating wing could be used in manned and unmanned aircrafts for both civilian and military use.

[0069] For example, it could be used in personal transport aircrafts (for one or two people) with the ability to outperform existing designs in terms of safety, stability, load capacity, cost of operation and ease of piloting. It could also be used in unmanned aircrafts for military reconnaissance use and be able to have stealth Characteristics (if used with an electric propulsion system) such as a low thermal footprint for infrared sensors, as well as low noise levels. It could also be incorporated into various types of aircrafts depending on the specific needs of each designer or builder.