U.S. patent application number 10/651948 was filed with the patent office on 2004-07-29 for vertical take-off aircraft - b.
Invention is credited to Kusic, Tom.
Application Number | 20040144891 10/651948 |
Document ID | / |
Family ID | 22662217 |
Filed Date | 2004-07-29 |
United States Patent
Application |
20040144891 |
Kind Code |
A1 |
Kusic, Tom |
July 29, 2004 |
Vertical take-off aircraft - B
Abstract
A vertical take-off aircraft is disclosed. Looking at the
aircraft it can be seen that the aircraft consists of a main rotor
assembly 1 at the top of the aircraft which consists of an assembly
of blades 2, 3 and a rotor 4. Rotation of the main rotor assembly 1
is achieved by using an engine assembly 5. The main engine assembly
is connected to the main body 6 of the aircraft by a tilt enabling
joint 7. The tilt enabling joint 7 allows tilting of the main
engine 5 relative to the main body 6 of the aircraft to occur in a
controlled manner during flight. A universal joint 8 is used to
allow tilting to occur. The tilt enabling joint 7 is fitted with a
combination of hydraulic actuators 9, 10 and springs 11, 12 and 13
that allow the tilting of the tilt enabling joint 7 to be
controlled. When the main engine 5 is tilted, the main rotor
assembly 1 is tilted with it. Tilting of the main engine assembly 5
thus initiates changes in the direction of travel of the aircraft
without the need to change the pitch angles of the blades 2 and 3.
To counter the rotational force exerted on the main body 6 of the
aircraft by the rotation of the main rotor assembly 1, an
additional engine assembly 15 is attached to the main body
aircraft, which rotates a secondary rotor assembly 16. The
secondary rotor assembly consists of blades 17 and 18, and a rotor
19. Rotation of the secondary rotor assembly pushes air in a
primarliy horizontal direction by way of the pitch of the blades 17
and 18.
Inventors: |
Kusic, Tom; (Melbourne,
AU) |
Correspondence
Address: |
TOM KUSIC
Gpo Box 932
MELBOURNE
3001
AU
|
Family ID: |
22662217 |
Appl. No.: |
10/651948 |
Filed: |
September 2, 2003 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
10651948 |
Sep 2, 2003 |
|
|
|
09180925 |
Nov 16, 1998 |
|
|
|
Current U.S.
Class: |
244/17.11 |
Current CPC
Class: |
B64C 27/12 20130101;
B64C 27/52 20130101; B64D 1/22 20130101 |
Class at
Publication: |
244/017.11 |
International
Class: |
B64C 027/00 |
Claims
The claims defining this invention are as follows:
1. A vertical take-off aircraft, comprising a main rotor assembly,
at the top of the aircraft, which said main rotor assembly is
comprised of an assembly of blades and a rotor, and such that the
said main rotor assembly is above the main body of the aircraft,
with vertical lift being achieved by means of an engine assembly
rotating the main rotor assembly thereby forcing air in a downward
direction by way of the blades in the main rotor assembly, which
engine assembly is the main engine assembly of the aircraft, and
which said blades are above the main engine assembly, and which
said main engine assembly is connected to the main body of the
aircraft by a tilt enabling joint, such that the main rotor
assembly and main engine assembly can be tilted together as a unity
in a plurality of directions and angles relative to the main body
of the aircraft, in a controlled manner, such that the direction of
travel of the aircraft is altered by altering the direction or
angle of tilt of the main engine assembly relative to the main body
of the aircraft, and which said tilt enabling joint is connected to
the main body of the aircraft, with a secondary rotor assembly,
consisting of an assembly of blades and a rotor, connected to the
aircraft, which said secondary rotor assembly is used to force air
to travel in a horizontal direction, for which said secondary rotor
assembly rotation is achieved by means of an additional engine
assembly, such that by forcing air to travel in a horizontal
direction, relative to the main body of the aircraft, the
rotational force exerted on the main body of the aircraft by the
rotation of the main rotor assembly can be countered.
2. A vertical take-off aircraft, comprising a main rotor assembly,
at the top of the aircraft, which said main rotor assembly is
comprised of an assembly of blades and a rotor, and such that the
said main rotor assembly is above the main body of the aircraft,
with vertical lift being achieved by means of an engine assembly
rotating the main rotor assembly thereby forcing air in a downward
direction by way of the blades in the main rotor assembly, which
engine assembly is the main engine assembly of the aircraft, and
which said blades are above the main engine assembly, and which
said main engine assembly is connected to the main body of the
aircraft by a tilt enabling joint, such that the main rotor
assembly and main engine assembly can be tilted together as a unity
in a plurality of directions and angles relative to the main body
of the aircraft, in a controlled manner, such that the direction of
travel of the aircraft is altered by altering the direction or
angle of tilt of the main engine assembly relative to the main body
of the aircraft, and which said tilt enabling joint is connected to
the main body of the aircraft, with a secondary rotor assembly,
consisting of an assembly of blades and a rotor, connected to the
aircraft, which said secondary rotor assembly is used to force air
to travel in a horizontal direction, for which said secondary rotor
assembly rotation is achieved by means of an additional engine
assembly, such that by forcing air to travel in a horizontal
direction, relative to the main body of the aircraft, the
rotational force exerted on the main body of the aircraft by the
rotation of the main rotor assembly can be countered, and which
additional engine assembly is connected to the aircraft such that
tilting of the main engine assembly relative to the main body of
the aircraft by the tilt enabling joint causes the additional
engine assembly to move relative to the main body of the
aircraft.
3. A vertical take-off aircraft, comprising a main rotor assembly,
at the top of the aircraft, which said main rotor assembly is
comprised of an assembly of blades and a rotor, and such that the
said main rotor assembly is above the main body of the aircraft,
with vertical lift being achieved by means of an engine assembly
rotating the main rotor assembly thereby forcing air in a downward
direction by way of the blades in the main rotor assembly, which
engine assembly is the main engine assembly of the aircraft, and
which said blades are above the main engine assembly, and which
said main engine assembly is connected to the main body of the
aircraft by a tilt enabling joint, such that the main rotor
assembly and main engine assembly can be tilted together as a unity
in a plurality of directions and angles relative to the main body
of the aircraft, in a controlled manner, such that the direction of
travel of the aircraft is altered by altering the direction or
angle of tilt of the main engine assembly relative to the main body
of the aircraft, and which said tilt enabling joint is connected to
the main body of the aircraft, with at least one jet engine
connected to the aircraft, which said at least one jet engine is
positioned on the aircraft such that exhaust from the at least one
jet engine can be forced to travel in a horizontal direction, such
that by forcing exhaust to travel in a horizontal direction,
relative to the main body of the aircraft, the rotational force
exerted on the main body of the aircraft by the rotation of the
main rotor assembly can be countered.
4. The aircraft of claim 3 wherein the at least one jet engine is
connected to the aircraft such that tilting of the main engine
assembly relative to the main body of the aircraft by the tilt
enabling joint causes the at least one jet engine to move relative
to the main body of the aircraft.
5. The aircraft of claim 1 wherein the additional engine assembly
conmprises only one engine.
6. The aircraft of claim 2 wherein the additional engine assembly
conmprises only one engine.
7. The aircraft of claim 1 wherein the additional engine assembly
conmprises a plurality of engines.
8. The aircraft of claim 2 wherein the additional engine assembly
conmprises a plurality of engines.
9. The aircraft of claim 3 wherein the at least one jet engine is a
turbojet.
10. The aircraft of claim 4 wherein the at least one jet engine is
a turbojet.
11. The aircraft of claim 3 wherein the at least one jet engine is
a turbofan.
12. The aircraft of claim 4 wherein the at least one jet engine is
a turbofan.
13. The aircraft of claim 1 wherein the main engine assembly
comprises only one engine.
14. The aircraft of claim 2 wherein the main engine assembly
comprises only one engine.
15. The aircraft of claim 3 wherein the main engine assembly
comprises only one engine.
16. The aircraft of claim 4 wherein the main engine assembly
comprises only one engine.
17. The aircraft of claim 5 wherein the main engine assembly
comprises only one engine.
18. The aircraft of claim 6 wherein the main engine assembly
comprises only one engine.
19. The aircraft of claim 7 wherein the main engine assembly
comprises only one engine.
20. The aircraft of claim 8 wherein the main engine assembly
comprises only one engine.
21. The aircraft of claim 9 wherein the main engine assembly
comprises only one engine.
22. The aircraft of claim 10 wherein the main engine assembly
comprises only one engine.
23. The aircraft of claim 11 wherein the main engine assembly
comprises only one engine.
24. The aircraft of claim 12 wherein the main engine assembly
comprises only one engine.
25. The aircraft of claim 1 wherein the main engine assembly
comprises a plurality of engines.
26. The aircraft of claim 2 wherein the main engine assembly
comprises a plurality of engines.
27. The aircraft of claim 3 wherein the main engine assembly
comprises a plurality of engines.
28. The aircraft of claim 4 wherein the main engine assembly
comprises a plurality of engines.
29. The aircraft of claim 5 wherein the main engine assembly
comprises a plurality of engines.
30. The aircraft of claim 6 wherein the main engine assembly
comprises a plurality of engines.
31. The aircraft of claim 7 wherein the main engine assembly
comprises a plurality of engines.
32. The aircraft of claim 8 wherein the main engine assembly
comprises a plurality of engines.
33. The aircraft of claim 9 wherein the main engine assembly
comprises a plurality of engines.
34. The aircraft of claim 10 wherein the main engine assembly
comprises a plurality of engines.
35. The aircraft of claim 11 wherein the main engine assembly
comprises a plurality of engines.
36. The aircraft of claim 12 wherein the main engine assembly
comprises a plurality of engines.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This is a divisional patent application, being a division of
the U.S. patent application Ser. No. 09/180,925.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
[0002] Not applicable.
REFERENCE TO SEQUENCE LISTING
[0003] Not applicable.
BACKGROUND OF THE INVENTION
[0004] 1. Field of the Invention
[0005] This invention relates to the vertical take-off field of
aviation.
[0006] 2. Brief Summary of the Invention
[0007] There are many helicopters and gyrocopters in existence
today. However, helicopters rely on variable pitch rotor blades to
maintain control and provide vertical lift, while aircraft commonly
referred to as gyrocopters are pushed in a forward direction on
take-off due to the backward thrust of air caused by the propeller
located to the rear of the engine assembly.
[0008] The present invention overcomes the need for varying the
pitch of rotor blades while at the same time allowing vertical lift
on take-off and directional control by providing a vertical
take-off aircraft using an main rotor assembly at the top of the
aircraft, which main rotor assembly consists of an assembly of
blades and a rotor.
[0009] Vertical lift is obtained by the rotation of the main rotor
assembly thereby forcing air in a downward direction by way of the
angle of pitch of the blades. Rotation of the main rotor assembly
is achieved using an engine assembly located between the main body
of the aircraft and the main rotor assembly, which engine assembly
is the main engine assembly forming part of the aircraft, and which
main engine assembly is connected to the main body of the aircraft
by a tilt enabling joint. The tilt enabling joint consists of
numerous components, some of which provide the means to support the
main body of the aircraft below the main engine assembly and allow
the tilt enabling joint to have a tilting ability while other
components provide the means to control and cause tilting motions
in the tilt enabling joint during flight, thereby enabling
controlled tilting to occur, such that the main engine assembly and
the main rotor assembly can be tilted together as a unity relative
to the main body of the aircraft in a controlled manner during
flight, thereby providing a means for controlling the directional
travel of the aircraft during flight and changing the aircraft's
direction of travel.
[0010] During flight, rotational stability of the main body of the
aircraft is maintained by means of an additional engine assembly
attached to the aircraft which rotates a secondary rotor assembly,
thereby pushing air primarily in a horizontal direction to counter
the rotational force exerted on the main body of the aircraft by
the rotation of the upper main rotor assembly, which said secondary
rotor assembly consists of an assembly of blades and a rotor.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0011] Embodiments of the invention will now be described by way of
example with reference to the accompanying drawings, of which:
[0012] FIG. 1 is a view of the left side of one form of aircraft
according to this invention.
[0013] FIG. 2A is a view of the left side of another form of
aircraft according to this invention.
[0014] FIG. 2B is a view of the right side of the aircraft of FIG.
2A.
[0015] FIG. 3 is a view of the rear of yet another form of aircraft
according to this invention.
[0016] FIG. 4 is the left side view of the aircraft of FIG. 3.
[0017] FIG. 5A is an enlarged view of a universal joint.
[0018] FIG. 5B is a rotated view of the universal joint of FIG.
5A.
[0019] FIG. 6 shows the main engine assembly comprising two
engines.
[0020] FIG. 7 shows the additional engine assembly comprising two
engines.
[0021] FIG. 8 shows one form of the aircraft with the additional
engine assemly and secondary rotor assembly replaced by a jet
engine.
[0022] FIG. 9 shows one form of the aircraft with the additional
engine assembly and secondary rotor assembly connected to the upper
section of a tilt enabling joint.
[0023] FIG. 10 shows how variable pitch fins could be positioned on
the aircraft.
[0024] FIG. 11 shows how one form of the aircraft could be used to
evacuate people from the side of a building.
[0025] FIG. 12 shows how the main body of the aircraft of FIG. 9
could make contact with the side of steep mountain while the rotors
are kept at a safe distance.
[0026] FIG. 13 shows that by keeping the main rotor at a large
distance from the main body of the aircraft, the aircraft would be
able to land among trees while the main rotor is kept above the
trees.
[0027] FIG. 14 shows that as many as eight rotor blades can be
assembled around a small rotor hub when blade pitch varying
components are not required.
DETAILED DESCRIPTION OF THE DRAWINGS
[0028] FIG. 1 shows one form of aircraft according to this
invention.
[0029] Looking at the aircraft in FIG. 1 it can be seen that the
aircraft comprises a main rotor assembly 1 at the top of the
aircraft, which rotor assembly consists of an assembly of blades 2,
3 and a rotor 4. Rotation of the main rotor assembly is achieved by
using an engine assembly 5, which is the main engine assembly on
the aircraft. Vertical lift is obtained by the rotation of the main
rotor assembly 1. Rotation of the main rotor assembly 1 forces air
in a downward direction by way of the angle of pitch of the blades
2 and 3. The main engine assembly is connected to the main body 6
of the aircraft by a tilt enabling joint 7. The tilt enabling joint
7 allows tilting of the main engine assembly 5 relative to the main
body 6 of the aircraft to occur in a controlled manner. A universal
joint 8 is used to allow tilting to occur. The tilt enabling joint
7 is fitted with a combination of hydraulic actuators 9, 10 and
springs 11, 12 and 13 that allow the tilting of the tilt enabling
joint 7 to be controlled. As hydraulic pressure is applied to the
front hydraulic actuator 10, it expands and in so doing tilts the
upper section 14 of the tilt enabling joint 7 rearward, thereby
compressing the rear spring 13. As hydraulic pressure to the front
hydraulic actuator 10 is released, the rear spring 13 acts to tilt
the upper section 14 of the tilt enabling joint 7 forward. When the
main engine assembly 5 is tilted, the main rotor assembly 1 is
tilted with it. Tilting of the main engine assembly 5 thus
initiates changes in the direction of travel of the aircraft
without the need to change the pitch angles of the blades 2 and 3.
To counter the rotational force exerted on the main body 6 of the
aircraft by the rotation of the main rotor assembly 1, FIG. 1 shows
an additional engine assembly 15 attached to the main body of the
aircraft, which rotates a secondary rotor assembly 16. The
secondary rotor assembly consists of blades 17 and 18, and a rotor
19. Rotation of the secondary rotor assembly pushes air in a
primarliy horizontal direction by way of the pitch of the blades 17
and 18. By forcing air to travel in a horizontal direction, the
secondary rotor assembly acts to counter the rotational force
exerted on the main body 6 of the aircraft by the rotation of the
main rotor assembly 1.
[0030] The Springs 11, 12 and 13 shown in FIG. 1 can be replaced
with gas pressurised struts, with the struts fitted in the
locations where the springs are located in FIG. 1.
[0031] FIG. 2A shows a tilt enabling joint 1 consisting of
hydraulic actuators 9, 10 and 10a being used to control the
direction and angle of tilt, and a universal joint 8. As hydraulic
pressure is applied extend to one hydraulic actuator 10 to extend
it, hydraulic pressure on the hydraulic actuator 10a located
directly on the opposite side of the universal joint 8 is released,
allowing that hydraulic actuator 10a to contract, thereby causing
controlled tilting of the upper section of the tilt enabling joint.
The movement can be reversed by applying hydraulic pressure to
hydraulic actuator la and releasing hydraulic pressure on hydraulic
actuator 9. With the main engine assembly 5 attached to the upper
section 14 of the tilt enabling joint, when the upper section 14 of
the tilt enabling joint is tilted so too is the main engine
assembly 5 and with it the main rotor assembly 1. FIG. 2B shows the
aircraft of FIG. 2A rotated horizontaly 180 degrees to show the
hydraulic actuator 10b on right side of the tilt enabling
joint.
[0032] FIG. 3 shows the rear view of another form of the aircraft
with handles 20 and 21 forming part of the tilt enabling joint 7.
The handles 20 and 21 are attached to the upper section 14 of the
tilt enabling joint. The tilting ability of the tilt enabling joint
is achieved by the universal joint 8. The aircraft has a main rotor
assembly 1 which is rotated by a main engine assembly 5. An
additional engine assembly 15 is used to rotate the secondary rotor
assembly 16. Directional control of the aircraft during flight is
achieved by controlled tilting of the upper section 14 of the tilt
enabling joint relative to the lower section 22 of the tilt
enabling joint, thereby tilting the main engine assembly 5 and main
rotor assembly 1. Controlled tilting of the upper section 14 of the
tilt enabling joint during flight is enabled by the handles 20 and
21. Moving the handles 20 and 21 relative to the main body of the
aircraft 6 would be capable of causing a forward and rearward
tilting to the upper section of the tilt enabling joint, as well as
sideway tilting.
[0033] FIG. 4 is the left side view of FIG. 3, showing the position
of the left handle 20 from a side view.
[0034] FIGS. 5A and 5B shows the universal joint 8 of the tilt
enabling joint of FIG. 1. FIG. 5B is FIG. 5A rotated 90 degrees
horizontally.
[0035] FIG. 6 shows a version of the aircraft with the main engine
assembly 5 comprising two engines 23 and 24. The main engine
assembly in FIG. 1 comprised a single engine.
[0036] FIG. 7 shows the rear of a version of the aircraft of FIG. 3
with additional engine assembly 15 comprising two engines 25 and
26. The additional engine assembly of the aircraft in FIG. 3
comprised a single engine.
[0037] FIG. 8 shows a version of the aircraft of FIG. 1 with a jet
engine 27 replacing the additional engine assembly 15 shown in FIG.
1 and the secondary rotor assembly 16 also shown in FIG. 1. The jet
engine is shown connected to the main body of the aircraft. In
another form of the aircraft the jet engine is connected to the
upper section of the tilt enabling joint. It could also be
connected to the main engine assembly. The jet engine shown is a
turbojet. In another form of the aircraft, the jet engine is a
turbofan.
[0038] FIG. 9 shows a version of the aircraft where the additional
engine assembly 15 is attached to the upper section 14 of the tilt
enabling joint 7, with the secondary rotor assembly 16 attached to
the additional engine assembly 15. This feature would allow both
the main rotor assembly 1 and the secondary rotor assembly 16 to
stay high above the ground when the aircraft has landed in a
forest. In another form of the aircraft, the additional engine
assemly could be connected to the main engine assembly.
[0039] FIG. 10 shows the front of an aircraft similar to the one
shown in of FIG. 9 and how variable pitch fins 28 and 29 could be
positioned on the aircraft. The variable pitch fins could augment
control of the aircraft, and could be used as airbrakes. They could
also provide lift during high speed forward flight, such as wings
on an airplane, since downwash from the main rotor assembly 2 would
be directed to the rear of the aircraft, due to the tilting of the
main rotor assembly in a forward direction and the distance of the
main rotor assembly from the variable pitch fins.
[0040] FIG. 11 shows how an aircraft according to this invention
could be used as an evacution vehicle for persons trapped in a
building 30. An extension ladder 31 secured to the main body 6 of
the aircraft is shown in extended form, with a basket 32 at the end
of the extension ladder. FIG. 11 shows how a person 33 could be
rescued from the building. The large distance between the main
rotor and the main body of the aircraft makes the main body 6 of
the aircraft act like a keel on a yaght, so that an extension
ladder has a minimal effect on the ability to control the aircraft.
The main body could be tilted slightly, while the main rotor
assembly 1 could be maintained in a level position.
[0041] FIG. 12 shows how the aircraft of FIG. 9 could be used to
quickly unload supplies on the side of a steep mountain 34, or
quickly evacuate injured persons without having to use a winch. The
relatively short distance between the main rotor and the main body
of a conventional helicopter would prevent the main body of a
conventional helicopter being able to make contact with such a
steep mountain without a high risk of the rotor blades impacting
with the mountain.
[0042] FIG. 13 shows how the aircraft of FIG. 11 could land between
trees 35 and 36, while the main rotor assembly is kept above the
tops of the trees. Cargo could be loaded and unloaded or injured
persons evacuated without using a winch.
[0043] FIG. 9 showed the aircraft with the additional engine
assembly 15 and the secondary rotor assembly 16 connected to the
upper section of the tilt enabling joint. By attaching the
secondary rotor assembly 16 and the additional engine assembly 15
to the upper section of the tilt enabling joint, the secondary
rotor assembly could be kept above trees when the aircraft is
landed amongst trees as shown in FIG. 13. The aircraft could land
in an area such as a forest where the rotors of a conventional
helicopter would impact with the trees. The aircraft would not
require a cleared landing zone to land in a forest. In a war, the
possible landing area would be less predictable by an enemy force,
reducing the risk of an ambush around a cleared landing zone. If
the aircraft was operated on a battle field and the aircraft was
targeted by a heat seaking missile during flight, having the main
engine assembly 5 and the additional engine assembly located away
from the main body of the aircraft would provide the occupants with
a greater chance of survival than if the main engine assembly was
attached directly to the main body of the aircraft if the missile
caused a fire at the main engine assembly. The additional engine
assembly 15 and secondary rotor assembly could also be attached to
the base of the tilt enabling joint, or the main engine
assembly.
[0044] FIG. 14 shows how eight rotor blades 37, 38, 39, 40, 41, 42,
43, 44, can be assembled around a rotor 4 when space is not
required for blade pitch varying components. This number of rotor
blades would allow the rotor assembly 1 to be rotated at a lower
rate of revolution than a rotor assembly with fewer blades, to
achieve the same lifting ability, resulting in a relatively quieter
aircraft. Having a high number of rotor blades would help the
aircraft to operate in high altitude mountainous regions or hot
regions, where the air is thin.
* * * * *