U.S. patent application number 11/684208 was filed with the patent office on 2010-10-28 for circular fixed wing vtol aircraft.
Invention is credited to Brad C. Hansen.
Application Number | 20100270420 11/684208 |
Document ID | / |
Family ID | 34985211 |
Filed Date | 2010-10-28 |
United States Patent
Application |
20100270420 |
Kind Code |
A1 |
Hansen; Brad C. |
October 28, 2010 |
CIRCULAR FIXED WING VTOL AIRCRAFT
Abstract
An aircraft used for short distance flights may have very
different design characteristics than VTOL designs of conventional
aircraft. The aircraft defined herein is radically different from
existing aircraft and is intended to be used for short distance
flights. This aircraft is horizontally circular (or at least
symmetrical) with a thrust generating power source in the center.
The structure around the power center has a cross sectional shape
like a conventional airplane wing, such that air flowing over the
top surface generates lift. This main structure is shaped like a
donut and acts as both the aircraft fuselage and wing. The aircraft
also may utilize lighter-than-air gas within the body structure or
in attached external bladders to reduce the relative weight of the
aircraft, thereby artificially increasing the power to weight ratio
and improving operational efficiency. The aircraft defined by this
invention does not depend on horizontal speed to attain airflow
over fixed wings, or rotating wings for generating lift, nor does
it rely solely on downward thrust for its vertical lift
capabilities. The VTOL aircraft defined by this invention are very
efficient and safe, malting plausible a second component of this
invention, a dynamic aircraft resource allocation and scheduling
software application within a
command-control-communication-computer (C4) system which can be
used for mass transit application of multiple aircraft of this type
in densely populated areas.
Inventors: |
Hansen; Brad C.; (Franklin,
IN) |
Correspondence
Address: |
BARNES & THORNBURG LLP
11 SOUTH MERIDIAN
INDIANAPOLIS
IN
46204
US
|
Family ID: |
34985211 |
Appl. No.: |
11/684208 |
Filed: |
March 9, 2007 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
10422577 |
Apr 25, 2003 |
7201346 |
|
|
11684208 |
|
|
|
|
Current U.S.
Class: |
244/12.2 |
Current CPC
Class: |
B64C 27/20 20130101;
B64C 39/064 20130101; Y02T 50/62 20130101; B64D 27/24 20130101;
Y02T 50/60 20130101 |
Class at
Publication: |
244/12.2 |
International
Class: |
B64C 29/00 20060101
B64C029/00 |
Claims
1. A VTOL aircraft that uses lift, thrust and buoyancy forces
together to achieve high flight efficiency, the aircraft
comprising: a continuous symmetrical wing that surrounds a central
void, the wing comprising a radially outer most edge, a radially
inner most edge, and a top surface extending between the radially
outer most edge and the radially inner most edge and comprising a
peak closer to the radially outer most edge than the radially inner
most edge creating a camber wing cross section so that when air is
pulled over the wing low pressure is created over the wing
resulting in lift, a propulsion system that is located in the
central void and moves air radially inwardly over the radially
outer most edge of the wing, the top surface of the wing, and the
radially inner most edge of the wing, through the center void, and
downward below the aircraft resulting in thrust forces upward
against the aircraft, an air dam that is located above the central
void and restricts air located directly above the central void from
being a source of air flow through the central void so that air is
forced to flow over the wing from the radially outer most edge
resulting in continuous symmetrical lift forces on the wing, and
contained sub-atmospheric pressure gases causing a buoyancy effect
resulting in additional lifting forces on the aircraft.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of Invention
[0002] The present invention relates to aircraft, and particularly
to vertical takeoff and landing (VTOL) aircraft.
[0003] 2. Cross Reference to Related Documentation
[0004] USPTO Disclosure Document No. 492789, filed Apr. 26,
2001
[0005] Inventor: Brad C Hansen
[0006] Title: Circular Wing Vertical Takeoff and Landing
Aircraft
[0007] 3. Technical Background
[0008] Atmospheric flying machines (aircraft) fall into three
general categories. The first category, fixed-wing, depends upon
horizontal motion of the aircraft to generate vertical lift forces
on the wing as the result of airflow over the wing. Lifting forces
are generated due to the camber shape of the wing which causes the
air flowing above the wing to move faster than the air below the
wing, thus resulting in low pressure above the wing relative to
that below the wing. Vertical forces are also generated on fixed
wing aircraft at high horizontal speeds when the pitch angle of the
wing relative to the horizontal wind is positive, exposing an
increased surface area of the wing to the wind. The force of the
air molecules hitting against the angled wing surface results in
both horizontal (drag) and vertical (lift) forces on the wing.
Since this type of aircraft requires horizontal motion before
achieving vertical lift, ground runways are required.
[0009] The second general category of aircraft, vertical takeoff
and landing, may generate vertical lift forces without initial
horizontal motion by rotating unfixed wings or wing-like blades
above or about the aircraft. Helicopters fall into this category.
Another type of aircraft in this category simply generates large
vertical thrust forces great enough to overcome the weight of the
aircraft. The British Harrier falls into this category. Since
horizontal motion of the aircraft is not needed to generate lift,
this second category of aircraft does not require a runway.
[0010] A third general category of aircraft, the airship, uses the
buoyancy of a contained gas that is lighter than surrounding
atmospheric gases. When lifting force of buoyancy exceeds the
weight of the container and anything attached to it, the airship
rises. Hot air balloons and dirigibles fall into this category.
[0011] Each of these three categories of aircraft have advantages
and drawbacks. Fixed-wing aircraft are better for long range
flights because they can be aerodynamically designed for faster
speeds, thus reducing travel time, and they are more efficient
(cost/mile) than VTOL aircraft. But because of the need for a
runway, fixed-wing aircraft become less practical as the distance
traveled gets shorter, such as for local transportation. Existing
VTOL aircraft, although better for short flights, are too expensive
to operate, not only due to flight inefficiency but also because
they are very mechanically complex and therefore are costly to
build and maintain. This level of complexity, and tendency to
break, leads to safety concerns when applied to its most useful
application - short local flights over typically populated areas.
Although efficient, airships are very slow and difficult to
control, especially in high wind conditions.
[0012] What is needed for short local and regional flights is a
revolutionary new type of VTOL aircraft that does not have the
drawbacks of current VTOL aircraft. A VTOL aircraft is needed that
is very efficient to operate and mechanically simple, thus reducing
operating costs and recurring maintenance costs, and greatly
reducing safety concerns.
SUMMARY OF THE INVENTION
[0013] The present invention addresses the needs described above.
The VTOL aircraft of the present invention includes an aeronautical
design that maximizes the efficiency of transforming fuel
(potential energy) into vertical and horizontal aircraft movement
(kinetic energy) through the air. This aircraft uses lift, thrust
and buoyancy forces together to achieve high flight efficiency.
This VTOL aircraft employs a unique fixed-circular-wing rather than
rotary wings. The fixed-circular-wing of the present invention is
designed to generate lift directly and not passively. The
fixed-circular-wing of the present invention is also designed to
function as part of the aircraft's cargo carrying fuselage. The
aircraft of the present invention utilizes a power system located
above the central void of the circular wing that moves air from the
outer perimeter of the aircraft, over the top of the circular wing
and through the center to below the aircraft. This central power
system does not consist of rotary wings for the purpose of
generating rotary-wing lift. The aircraft of the present invention
utilizes an air dam above the central wing void that restricts air
from directly above the void from being a source of air flow, and
thus forces air flow over the circular wing generating lift forces
on the wing. The air flow converging within the central area and
expelled below the aircraft performs a double duty as it also
produces thrust forces. The aircraft of this invention also
utilizes lighter-than-air gases or heated air or heated light
gases, either filling empty spaces within the airframe or applied
in balloon-like containers either above the central air dam or
below the circular-fixed-wing. These light gases cause a buoyancy
effect that generate additional lifting forces, thus reducing the
amount of energy needed to lift the aircraft and therefore
improving operational efficiency. The aircraft of this invention is
mechanically simple with relatively view moving parts, partly due
to the absence of complex rotary wings. The aircraft of the present
invention is also designed modularly to reduce production assembly
costs and reduce recurring maintenance costs.
[0014] The VTOL aircraft defined by this invention are very
efficient and safe, making plausible a second component of this
invention, a dynamic aircraft resource allocation and scheduling
software application and command-control-communication-computer
(C4) system, herein referred to as Air Metro.TM., which can be used
for mass transit application of multiple aircraft of this type in
densely populated areas.
[0015] Additional features and advantages of the invention will be
set forth in the detailed description which follows, and in part
will be readily apparent to those skilled in the art from that
description or recognized by practicing the invention as described
herein, including the detailed description which follows, the
claims, as well as the appended drawings.
[0016] It is to be understood that both the foregoing general
description and the following detailed description are exemplary of
the invention, and are intended to provide an overview or framework
for understanding the nature and character of the invention as it
is claimed. The accompanying drawings are included to provide a
further understanding of the invention, and are incorporated in and
constitute a part of the specification. The drawings illustrate
various embodiments of the invention, and together with the
description serve to explain the principles and operation of the
invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] FIG. 1 is a plan view of the circular fixed wing VTOL
aircraft in accordance with a first embodiment of the present
invention with a conventional fossil fuel power source.
[0018] FIG. 2 is a cross section view of the aircraft taken through
line X-X in FIG. 1.
[0019] FIG. 3 is a cross section view of the aircraft in a second
embodiment that includes fuel cell power and the use of electric
motors.
[0020] FIG. 4 is an illustration of an "Air Metro" mass
transportation system that could become feasible with application
of the aircraft invention.
DETAILED DESCRIPTION
[0021] Reference will now be made in detail to the present
exemplary embodiments of the invention, examples of which are
illustrated in the accompanying drawings. Wherever possible, the
same reference numbers will be used throughout the drawings to
refer to the same or like parts. An exemplary embodiment of the
vertical take off and landing (VTOL) aircraft of the present
invention is shown from a bottom plan view in FIG. 1, and is
designated generally throughout by reference number 100.
[0022] In accordance with the invention, the present invention is
directed to a VTOL aircraft. As depicted in FIG. 1, the aircraft
includes a single wing 1 of a circular shape, or other symmetrical
shape, with a void within the center 2, such that when viewed from
the bottom has the appearance of a donut. A cross section of the
wing has a conventional camber shape of a fixed wing aircraft. The
leading edge of the wing 9 is at the outer diameter and the
trailing edge of the wing 10 is at the inner diameter of the donut.
The frame 7 of the aircraft consists of an inner ring and radial
spars. Wing modules 8, adhering to the consistent camber shape,
fasten to and between the radial spars with the trailing edge
fastening to the frame inner ring. Powered fan pairs 4 spin in
opposite directions within the area surrounded by the central frame
ring.
[0023] Referring to FIG. 2, a cross-sectional view of the aircraft
taken through line X-X in FIG. 1 is disclosed. The camber shape of
the circular wing 1 and the central void within the circular wing 2
are revealed. The radial spars 7a extend vertically above the wing
surface to support an air dam 3 and central propulsion system 2a
that includes attached fan pairs 4. The air dam 3 is roughly the
same shape as the frame ring 1b and sits above the ring and
trailing edge of the wing 10. As the propulsion system 2a turns the
fans 4, air is drawn from the top side of the wing downward. The
purpose of the air dam 3 is to prevent air from directly above the
fans from being a source of the air flow. Note that this is quite
different from the rotary wing aircraft of current art. In the
current invention air flows over the wing from the area outside the
diameter of the air dam, including directly above the wing and from
beyond the wing's leading edge 9. This airflow results is two
complementary forces which propel that aircraft upward to overcome
gravitation force on the aircraft. First, the airflow over the wing
creates a symmetrical low pressure center above the wing relative
to atmospheric pressure directly below the wing. Second, the air
flow through the fans result in thrust forces against the fans
which are mechanically connected to the aircraft. When the combined
forces of lift and thrust exceed the weight of the aircraft, the
aircraft moves vertically upward.
[0024] To reduce the lift and thrust forces needed to attain
flight, lighter-than-air gasses are employed in sealed containers 5
either within the aircraft structure or in external containers
positioned either above the aircraft with a diameter no greater
than the outer diameter of the air dam 3, or, below the aircraft
symmetrically positioned under the wing and without interference of
fan airflow.
[0025] Horizontal movement of the aircraft results from tilting the
aircraft which modifies the combined lift and thrust vectors from a
pure vertical magnitude and direction to both vertical and
horizontal vector components. Any conventional or unconventional
means of varying the wing surface to vary lift, or to deflect
thrust can be used.
[0026] FIG. 3 shows another cross section view of a possible
embodiment of the current invention showing how fuel cells could be
used for an electric powered aircraft that would have very few
moving parts. In this embodiment the air dam 3 is also used to
house avionics and/or other support subsystems. An external
light-gas module 5a is attached directly above the air dam. Also, a
donut shaped external light-gas module 5c is attached below the
wing. Inside the wing 1 structure are two distinct areas. An outer
area 1a is used for an isle and seating, thus utilizing the wing as
the payload carrying container. The unused inner area of the wing
5b is filled with light-gas. Power is supplied by a fuel cell stack
module 10a in a donut/ring shape. Removable hydrogen fuel tanks 10b
are attached to the underside of the wing. Refueling is
accomplished by removing empty fuel tanks and replacing them with
filled tanks, or by refilling the tanks while on the aircraft.
[0027] The light-gas chambers may or may not be structurally sealed
before being filled with gas. They may be deliberately unsealed and
contain extremely light weight, flexible bladders that are
partially filled with light gas. These bladders 11a-b-c expand as
heat is applied to the gas inside, filling the chamber as they
expand and forcing all heavier air out of the chamber. In the
embodiment shown in FIG. 3 heat is supplied using heat energy
byproduct 10c from the fuel cell stack, thus utilizing what would
otherwise be waste energy. Once the gas filled bladders expand to
fill chambers completely, the remaining heat is dissipated using
heat dissipation fins 10d protruding into the path of air flow.
[0028] The electric energy supplied by the fuel cell stack 10a
provides power for two electric motors 2a that drive the fans 4.
The fans are secured by both the central motor shaft and retainer
bearings on the frame ring 7a.
[0029] The aircraft disclosed above is ideally suited for short
duration VTOL flights, such as is needed for airborne mass
transportation. A system for safe and efficient command and control
of a plurality of such aircraft, either manned or unmanned, is
herein disclosed. While described in reference to an application
for mass transportation, it will become obvious to those skilled in
the art that the disclosed system can be used for other commercial
and military purposes. It should also be noted that the feasibility
of any such system application, in terms of operational economy and
safety, is greatly dependent upon the aircraft design disclosed
above.
[0030] As portrayed in FIG. 4, an integrated
command-control-communications-computer (C4) system for controlling
and scheduling the aircraft for a mass transportation system
consists of five major subsystems; a plurality of aircraft 100
disclosed above, an plurality of landing ports 23 where payload is
both retrieved and delivered, a centralized master computer and
communications facility 22, existing global positioning satellite
(GPS) system 21, and existing commercial communications
infrastructure 24 for broadcasting constantly changing schedules to
the public.
[0031] Each aircraft utilizes GPS signal receivers to continually
determine its current position and altitude. An on board computer
uses recent history plus the current data to calculate current
heading and velocity. This data plus other aircraft systems health
and status data and a vehicle ID are then repeatedly transmitted to
a central command and control facility. At the same or lower rate a
plurality of destination ports are continually sending
payload/customer demand information to the central command and
control facility. This information includes at a minimum, a port
ID, the number of waiting customers and their desired port
destinations. The plurality of ports are strategically chosen to
maximize customer demand. Locations would include park-and-ride
parking lots that are in suburbs at locations easily accessed from
residential areas, office complexes, shopping centers, sports
centers, city centers and any other location that is a destination
for high volume traffic.
[0032] The centralized master computer and communications facility
is the overall controller of the C4 system. A primary component of
the facility is a dynamic aircraft resource allocation and
scheduling software application. It continually utilizes current
and historical information received from all active aircraft and
all active ports to recompute schedules and ultimately update and
reissue destination commands to the active aircraft. The software
uses weighted criteria for emphasizing customer delivery
satisfaction and operational efficiency, which may or may not be
compatible, for defining multiple schedule solutions and selecting
a preferred solution. Next the current preferred solution is run
through a simulation to insure there is no potential for aircraft
collision within some defined distance limit. If the preferred
solution fails, then the next solution is tried. Once a selected
solution has passed the collision avoidance tests, unique commands
are generated and transmitted to each aircraft, and updated
schedules are broadcast using any standard commercial means to the
public (potential customers).
* * * * *