VERTICAL TAKE-OFF AND LANDING (VTOL) AIRCRAFT

Abstract

Vertical takeoff and landing (VTOL) aircraft, especially electric VTOL (e-VTOL) aircraft include a fuselage (which may include a pair of ground-engaging skids) defining a longitudinal axis of the aircraft, forward and aft pairs of port and starboard aerodynamic wings extending laterally outwardly from the fuselage and forward and aft pairs of port and starboard rotor pods each being in substantial alignment with the longitudinal axis of the fuselage. In specific embodiments, each of the forward and aft pairs of port and starboard rotor pods comprises a forward and aft pair of rotor assemblies.

Claims

1. A vertical take-off and landing (VTOL) aircraft comprising: a fuselage defining a longitudinal axis of the aircraft; forward and aft pairs of port and starboard aerodynamic wings extending laterally outwardly from the fuselage; forward and aft pairs of port and starboard rotor pods each being in substantial alignment with the longitudinal axis of the fuselage; wherein each of the forward and aft pairs of port and starboard rotor pods comprises a forward and aft pair of rotor assemblies.

2. The VTOL aircraft according to claim 1, wherein one-half of the rotor assemblies rotate in one direction and a remaining one-half of the rotor assemblies rotate in a counter direction relative thereto

3. The VTOL aircraft according to claim 1, wherein each of the forward and aft pairs of port and starboard aerodynamic wings are positioned in a respective substantially horizontal plane, and wherein the substantially horizontal plane of the aft pair of port and starboard wings is displaced upwardly relative to the substantially horizontal plane of the forward pair of port and starboard wings.

4. The VTOL aircraft according to claim 3, wherein the aft pairs of port and starboard aerodynamic wings are in a gull wing configuration.

5. The VTOL aircraft according to claim 4, further comprising port and starboard propulsive rotors each providing thrust along the longitudinal axis of the fuselage.

6. The VTOL aircraft according to claim 5, wherein each of the port and starboard propulsive rotors comprise a pusher propeller assembly.

7. The VTOL aircraft according to claim 1, wherein the fuselage comprises an aft vertical stabilizer.

8. The VTOL aircraft according to claim 1, wherein the forward pairs of port and starboard rotor pods are positioned forwardly of a center of gravity (CG) of the aircraft.

9. The VTOL aircraft according to claim 8, wherein the aft pairs of port and starboard rotor pods are positioned aft of the CG of the aircraft.

10. The VTOL aircraft according to claim 1, wherein the fuselage comprises a pair of ground-engageable skids.

Description

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

[0026] The disclosed embodiments of the present invention will be better and more completely understood by referring to the following detailed description of exemplary non-limiting illustrative embodiment in conjunction with the drawings of which:

[0027] FIG. 1 is a front perspective view of a VTOL aircraft in accordance with an embodiment of this invention;

[0028] FIGS. 2 and 3 are front and aft elevational views of the VTOL aircraft shown in FIG. 1;

[0029] FIGS. 4 and 5 are top and bottom plan views of the VTOL aircraft shown in FIG. 1; and

[0030] FIGS. 6 and 7 are starboard and port elevational views of the VTOL aircraft shown in FIG. 1.

DETAILED DESCRIPTION

[0031] Accompanying FIG. 1 schematically depicts a VTOL aircraft 10 in the form of a multi-rotor vehicle having a fuselage 12 which includes a forward cabin region 12a for pilot and passengers which is provided with transparent windows 12b and a door 12c for ingress/egress from the interior cabin region 12a. A vertical stabilizer 14 located at the aft end of the fuselage 12 may be provided so as to provide directional control about the Z (yaw) axis of the aircraft 10. Control about the X (roll) and Y (pitch) axes may be provided by suitable control surfaces (not shown) associated with the forward and aft pairs of port and starboard wings, 16a, 16b and 18a, 18b, respectively. Laterally separated ground skids 13a, 13b extend from the bottom of the fuselage 12 so as to support the aircraft when positioned on the ground surface.

[0032] According to the embodiment depicted in FIGS. 1-7, the aircraft 10 will include respective pairs of port and starboard side rotor pods 20a, 20b and 22a, 22b at the terminal end of each of the port and starboard wings 16a, 16b and 18a, 18b, respectively (i.e., in a generally T-shaped configuration). Each pair of port and starboard side rotor pods 20a, 20b and 22a, 22b are aligned with the longitudinal axis A.sub.L of the aircraft 10 with the aft rotor pods 22a, 22b being positioned laterally outwardly of the forward rotor pods 20a, 20b relative to the XZ plane of the aircraft fuselage 12. Each of the side rotor pods 20a, 20b and 22a, 22b will operably contain pairs of forward and aft side rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 aligned with the longitudinal axis A.sub.L of the aircraft 10.

[0033] To enhance stability of the aircraft 10 it is preferred that one-half of the side rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 will rotate in one direction about the Z-axis while the other half will rotate in an opposite direction. Since the side rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 generate moments around the X-axis, the counter-rotation of one-half of such side rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 thereby allow the sum of moments about the Y- and X-axes to be zero. Further it is preferred that the forward pairs of rotor assemblies 24a1, 24a2 and 24b1, 24b2 are situated forwardly of the CG of the aircraft 10. Control of the pairs of rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 can be effected by the embodiments disclosed in copending U.S. application Ser. No. 16/564,350 filed on Sep. 9, 2019, the entire contents thereof being expressly incorporated hereinto by reference.

[0034] As shown in FIGS. 1-7, aerodynamic pairs of port and starboard wings 16a, 16b and 18a, 18b project laterally from the fuselage 12 and serve to structurally join the pairs of port and starboard rotor pods 20a, 20b and 22a, 22b to the fuselage 12, respectively. The pairs of port and starboard wings 16a, 16b and 18a, 18b, respectively, serve to provide aerodynamic lift during propulsive flight of the aircraft 10 in the direction of the X-axis. In order to achieve propulsive flight of the aircraft 10 in the direction of the X-axis (both forwardly and rearwardly), a pair of port and starboard pusher propeller assemblies 30a, 30b, respectively, are positioned laterally of the longitudinal axis A.sub.L of the fuselage 12 at an aft-facing position on the wings 18a, 18b, respectively. The port and starboard pusher propeller assemblies 30a, 30b are preferably positioned rearwardly of the CG of the aircraft 10.

[0035] The aft wings 18a, 18b are preferably configured in a gull wing fashion so that the wings 18a, 18b are positioned in a generally horizontal plane parallel to the X-Y plane that is displaced above the generally horizontal plane parallel to the X-Y plane in which the forward wings 16a, 16b are aligned. Moreover, the span of the aft wings 18a, 18b is greater that the span of the forward wings 16a, 16b so as to positioned the rotor pods 22a, 22b, respectively, laterally outwardly of the rotor pods 20a, 20b.

[0036] The rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 and/or the pusher propeller assemblies 30a, 30b may optionally be ducted.

[0037] It will thus be understood that the displacement of the rotor assemblies 24a1, 24a2, 24b1, 24b2, 26a1, 26a2, 26b1 and 26b2 is such that it allows force and moments, even during failure, which is sufficiently enough to sustain the weight of the aircraft 10 with the forces acting on the aircraft center of gravity (CG) with no angular acceleration. In other words, it allows the sum of moments to be zero on the Y and X-axis.

[0038] While reference is made to a particular embodiment of the invention, various modifications within the skill of those in the art may be envisioned. Therefore, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope thereof.