Hybrid gyrodyne aircraft employing a managed autorotation flight control system

• US 10,046,853 B2
• Filed: 08/17/2015
• Issued: 08/14/2018
• Est. Priority Date: 08/19/2014
• Status: Active Grant

• Current Assignee: Aergility Corporation.
• Original Assignee: Aergility, LLC
• Inventors: Vander Mey, James E.
• Primary Examiner(s): Badawi, Medhat
• Assistant Examiner(s): Hutchens, Christopher D
• Application Number:
  US14/827,614
• Publication Number:
  US 20160052626A1
• Time in Patent Office: 1,093 Days
• CPC Class Codes: B64C 2027/8236 including pusher propellers
• CPC Class Codes: B64C 27/02 Gyroplanes
• CPC Class Codes: B64C 27/08 with two or more rotors
• CPC Class Codes: B64C 27/20 Rotorcraft characterised by having shrouded rotors, e.g. flying platforms
• CPC Class Codes: B64C 37/00 Convertible aircraft
• CPC Class Codes: B64D 27/026 comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine Hybrid electric aircraft B64D27/33
• CPC Class Codes: Y02T 50/60 Efficient propulsion technologies, e.g. for aircraft

Abstract

An aircraft includes at least one propulsion engine, coupled to a fuselage, and configured to provide forward thrust to propel the aircraft along a first vector during forward flight. Each of at least two of multiple rotors coupled to the fuselage is coupled to a motor configured to supply power to that rotor and/or to draw power from that rotor. At least two of the rotors are configured to operate during forward flight to provide at least some lift to the aircraft along a second vector. A flight control system is configured to control the rotors that are configured to operate during forward flight in a power managed regime in which a net electrical power, consisting of the sum of the power being supplied to or drawn from each rotor by its motor, is maintained within a range determined by a feedback control system of the flight control system.

Claims

1. An aircraft comprising:

a fuselage;

at least one propulsion engine coupled to the fuselage, wherein the propulsion engine is configured to provide forward thrust to propel the aircraft along a first vector during forward flight;

a plurality of rotors coupled to the fuselage, wherein

each rotor of at least two of the plurality of rotors is coupled to a motor configured to supply power to that rotor and configured to draw power from that rotor, and

at least two of the plurality of rotors are configured to operate during a first time interval of non-descending forward flight; and

a flight control system configured to control the rotors that are configured to operate during the first time interval of non-descending forward flight in a power managed regime in which an average net electrical power, which is a net electrical power consisting of a difference between the sum of the power being supplied to each rotor by the coupled motor and the sum of the power being drawn from each rotor by the coupled motor averaged over the first time interval, is maintained within a range by a feedback control system of the flight control system, where, within the range in which the average net electrical power is maintained, an airflow power supplied to the plurality of rotors from air flow through the rotors due to air speed produced by the forward thrust provided by the propulsion engine provides most of a total lift to the aircraft along a second vector.

2. The aircraft of claim 1, wherein all of the plurality of rotors that are configured to operate during forward flight are collectively configured to provide attitude control for the aircraft.

3. The aircraft of claim 2, wherein the attitude control is provided, during the first time interval, by supplying power to or drawing power from each of the plurality of rotors that are configured to operate during the first time interval under control of the flight control system.

4. The aircraft of claim 3, wherein the attitude control is provided by (1) supplying power to at least one of the plurality of rotors from the coupled motor, and (2) drawing power from at least one of the plurality of rotors to the coupled motor.

5. The aircraft of claim 2, wherein the plurality of rotors includes at least four rotors.

6. The aircraft of claim 2, wherein the flight control system is configured for unmanned operation.

7. The aircraft of claim 2, wherein the net electrical power drawn from the rotors is maintained within a range for charging one or more batteries in the power managed regime.

8. The aircraft of claim 7, wherein the net electrical power drawn from the rotors is used to replenish the electrical power supplied by the one or more batteries for vertical takeoff or vertical landing.

9. The aircraft of claim 2, wherein the net electrical power is maintained such that the average net electrical power over the first time interval, for all of the plurality of rotors that are configured to operate during forward flight, is zero.

10. The aircraft of claim 2, wherein the net electrical power and the aircraft attitude are collectively maintained during at least the first time interval of non-descending forward flight in the power managed regime to increase a value of at least one characteristic relative to the value of that characteristic outside of the power managed regime, where the characteristic is selected from the group consisting of:

(1) a fuel efficiency of the aircraft, (2) a forward speed along the first vector relative to the fuel efficiency of the aircraft, and (3) the forward speed along the first vector when the average net electrical power is maintained such that the average net electrical power over a time interval is zero.

11. The aircraft of claim 10, wherein at least one electrical generator powered by the at least one propulsion engine provides the net electrical power necessary to operate at the increased fuel efficiency or the increased forward speed.

12. The aircraft of claim 2, wherein the rotors are fixed pitch.

13. The aircraft of claim 12, wherein the power being supplied to or drawn from each rotor by the coupled motor adjusts a rotation frequency of the rotor to provide attitude control.

14. The aircraft of claim 13, wherein the flight control system imposes limits on the minimum and maximum average rotation frequency of the rotors to provide headroom for configuring the rotation frequency of each rotor for attitude control.

15. The aircraft of claim 2, wherein the rotors have variable pitch.

16. The aircraft of claim 15, wherein the power being supplied to or drawn from each rotor by the coupled motor is managed by increasing or decreasing a blade pitch of each rotor to provide attitude control.

17. The aircraft of claim 15, wherein the rotors vary in pitch as a function of angular position of the rotors.

18. The aircraft of claim 2, wherein the flight control system provides at least three axes of attitude control, including:

a pitch axis, a roll axis, and a yaw axis.

19. The aircraft of claim 2, wherein input to the flight control system includes one or more of heading turn rate, vertical rate of change, and forward or reverse speed, and the flight control system manages the propulsion power and the attitude of the aircraft within predetermined safe operating flight regions of the aircraft and based on the input.

20. The aircraft of claim 19, wherein in response to input to change heading, the flight control system predominantly uses the yaw axis to change heading and use the pitch axis to prevent slip when below a low forward speed threshold, and predominantly uses the roll axis to change heading and uses the yaw axis to prevent slip when above a high forward speed threshold, and uses a combination of the yaw axis and the roll axis to change heading and prevent slip when the forward speed is between the low forward speed threshold and the high forward speed threshold.

21. The aircraft of claim 19, wherein in response to an additional input to the flight control system to change altitude, the flight control system predominantly uses the net electrical power to the rotors to change altitude when below a low forward speed threshold, and predominantly uses the pitch axis to change altitude when above a high forward speed threshold, and uses a combination of the net electrical power to the rotors and the pitch axis to change altitude when the forward speed is between the low forward speed threshold and the high forward speed threshold.

22. The aircraft of claim 19, wherein the flight control system controls the aircraft to maintain straight and level flight at a constant speed when there is no input to the flight control system, regardless of the current aircraft orientation or speed.

23. The aircraft of claim 19, wherein input to the flight control system provides for lateral direction control during vertical takeoff or landing or slip control during forward flight.

24. The aircraft of claim 2, wherein a fixed rudder fin provides additional yaw stability in forward flight.

25. The aircraft of claim 2, wherein a rudder provides additional yaw control in forward flight.

26. The aircraft of claim 25, wherein the rudder provides yaw control upon the failure of one or more of the rotors.

27. The aircraft of claim 26, wherein an elevator or elevons provide pitch control upon the failure of one or more of the rotors.

28. The aircraft of claim 2, wherein the flight control system continues to provide attitude control upon the failure of one or more of the rotors by collectively managing the electrical power to each rotor by the coupled motor to compensate for the failed rotor or rotors.

29. The aircraft of claim 2, wherein a rudder and an elevator provide attitude control upon a failure of an electrical system that provides electrical power to each rotor by the coupled motor, or a failure of the flight control system.

30. The aircraft of claim 28, wherein the flight control system notifies a user of the failure for the purpose of initiating a safe landing.

31. The aircraft of claim 30, wherein the flight control system notifies the user if a vertical landing is possible as a result of the failure or if a landing with forward speed is required.

32. The aircraft of claim 2, wherein there are a plurality of flight control systems, each individually capable of providing attitude control and each having the ability to make a safe landing upon failure of at least one of:

a rotor,

the propulsion engine,

the flight control system,

one or more electrical systems that supply power to or draw power from each rotor by the coupled motor, or

one or more batteries.

33. The aircraft of claim 32, wherein attitude control and the ability to make a safe landing in forward flight is maintained after a failure of all batteries wherein electrical power for the flight control system is supplied by the rotors by their motors.

34. The aircraft of claim 2, wherein two motors are coupled to each rotor that is configured to operate during forward flight, and a first electrical system is configured to supply power to or draw power from each rotor by a first of the coupled two motors, and a second electrical system is configured to supply power to or draw power from each rotor by a second of the coupled two motors, and the flight control system manages power supplied to or drawn from all of the plurality of rotors that are configured to operate during forward flight through either or both of the electrical systems to provide attitude control for the aircraft.

35. The aircraft of claim 2, wherein prior to takeoff of the aircraft, the flight control system uses input from at least one sensor to determine at least one of (1) atmospheric conditions or (2) the aircraft weight and balance, and to configure the plurality of rotors for level takeoff.

36. The aircraft of claim 2, wherein a structure supporting the plurality of rotors is configured to fold such that the resulting overall size of the aircraft is sufficiently small in size to drive directly on a public road or to be towed on a trailer over a public road.

37. The aircraft of claim 1, wherein at least two of the plurality of rotors are used for vertical takeoff or vertical landing.

38. The aircraft of claim 37, wherein at least one battery provides electrical power for vertical takeoff or vertical landing.

39. The aircraft of claim 38, wherein at least one electrical generator powered by the at least propulsion engine provides at least a portion of the electrical power for vertical takeoff or vertical landing.

40. The aircraft of claim 1, wherein the flight control system is configured to control the rotors that are configured to operate during the first time interval of non-descending forward flight in the power managed regime such that:

(1) the average net electrical power is zero or negative such that a total average electrical power drawn from one or more rotors is greater than or equal to a total average electrical power supplied to any rotors;

or (2) the average net electrical power is positive such that a total average electrical power supplied to one or more rotors is greater than a total average electrical power drawn from any rotors, and the average net electrical power is less than an average airflow power supplied to the plurality of rotors from air flow through the rotors due to air speed produced by the forward thrust provided by the propulsion engine over the first time interval.

41. The aircraft of claim 1, wherein the first vector is substantially perpendicular to a force of gravity acting on the aircraft.

42. The aircraft of claim 41, wherein the second vector is substantially parallel to the force of gravity acting on the aircraft.

43. The aircraft of claim 1, further comprising at least one pair of wings coupled to the fuselage and configured to provide lift to the aircraft along the second vector.

45. The aircraft of claim 1, wherein the aircraft does not have any wings coupled to the fuselage that are configured to provide more than half of the total lift to the aircraft along the second vector during the first time interval of non-descending forward flight.

46. The aircraft of claim 1, wherein the first time interval is at least 300 seconds.

44. A method for operating an aircraft, the method comprising:

operating at least one propulsion engine coupled to a fuselage to provide forward thrust to propel the aircraft along a first vector during forward flight;

operating a plurality of rotors coupled to the fuselage, wherein

each rotor of at least two of the plurality of rotors is coupled to a motor configured to supply power to that rotor and configured to draw power from that rotor, and

at least two of the plurality of rotors are configured to operate during a first time interval of non-descending forward flight; and

operating a flight control system to control the rotors that are configured to operate during the first time interval of non-descending forward flight in a power managed regime in which an average net electrical power, which is a net electrical power consisting of a difference between the sum of the power being supplied to each rotor by the coupled motor and the sum of the power being drawn from each rotor by the coupled motor averaged over the first time interval, is maintained within a range by a feedback control system of the flight control system, where, within the range in which the average net electrical power is maintained, an airflow power supplied to the plurality of rotors from air flow through the rotors due to air speed produced by the forward thrust provided by the propulsion engine provides most of a total lift to the aircraft along a second vector.

47. The method of claim 44, wherein all of the plurality of rotors that are configured to operate during forward flight are collectively configured to provide attitude control for the aircraft.

48. The method of claim 47, wherein the attitude control is provided, during the first time interval, by supplying power to or drawing power from each of the plurality of rotors that are configured to operate during the first time interval under control of the flight control system.

49. The method of claim 47, wherein the net electrical power drawn from the rotors is maintained within a range for charging one or more batteries in the power managed regime.

50. The method of claim 49, wherein the net electrical power drawn from the rotors is used to replenish the electrical power supplied by the one or more batteries for vertical takeoff or vertical landing.

51. The method of claim 47, wherein the net electrical power is maintained such that the average net electrical power over the first time interval, for all of the plurality of rotors that are configured to operate during forward flight, is zero.

52. The method of claim 47, wherein the net electrical power and the aircraft attitude are collectively maintained during at least the first time interval of non-descending forward flight in the power managed regime to increase a value of at least one characteristic relative to the value of that characteristic outside of the power managed regime, where the characteristic is selected from the group consisting of:

(1) a fuel efficiency of the aircraft, (2) a forward speed along the first vector relative to the fuel efficiency of the aircraft, and (3) the forward speed along the first vector when the average net electrical power is maintained such that the average net electrical power over a time interval is zero.

53. The method of claim 47, wherein the flight control system provides at least three axes of attitude control, including:

a pitch axis, a roll axis, and a yaw axis.

54. The method of claim 47, wherein input to the flight control system includes one or more of heading turn rate, vertical rate of change, and forward or reverse speed, and the flight control system manages the propulsion power and the attitude of the aircraft within predetermined safe operating flight regions of the aircraft and based on the input.

55. The method of claim 54, wherein in response to input to change heading, the flight control system predominantly uses the yaw axis to change heading and use the pitch axis to prevent slip when below a low forward speed threshold, and predominantly uses the roll axis to change heading and uses the yaw axis to prevent slip when above a high forward speed threshold, and uses a combination of the yaw axis and the roll axis to change heading and prevent slip when the forward speed is between the low forward speed threshold and the high forward speed threshold.

56. The method of claim 54, wherein in response to an additional input to the flight control system to change altitude, the flight control system predominantly uses the net electrical power to the rotors to change altitude when below a low forward speed threshold, and predominantly uses the pitch axis to change altitude when above a high forward speed threshold, and uses a combination of the net electrical power to the rotors and the pitch axis to change altitude when the forward speed is between the low forward speed threshold and the high forward speed threshold.

57. The method of claim 54, wherein the flight control system controls the aircraft to maintain straight and level flight at a constant speed when there is no input to the flight control system, regardless of the current aircraft orientation or speed.

58. The method of claim 54, wherein input to the flight control system provides for lateral direction control during vertical takeoff or landing or slip control during forward flight.

59. The method of claim 47, wherein two motors are coupled to each rotor that is configured to operate during forward flight, and a first electrical system is configured to supply power to or draw power from each rotor by a first of the coupled two motors, and a second electrical system is configured to supply power to or draw power from each rotor by a second of the coupled two motors, and the flight control system manages power supplied to or drawn from all of the plurality of rotors that are configured to operate during forward flight through either or both of the electrical systems to provide attitude control for the aircraft.

60. The method of claim 44, wherein the flight control system is configured to control the rotors that are configured to operate during the first time interval of non-descending forward flight in the power managed regime such that:

(1) the average net electrical power is zero or negative such that a total average electrical power drawn from one or more rotors is greater than or equal to a total average electrical power supplied to any rotors;

or (2) the average net electrical power is positive such that a total average electrical power supplied to one or more rotors is greater than a total average electrical power drawn from any rotors, and the average net electrical power is less than an average airflow power supplied to the plurality of rotors from air flow through the rotors due to air speed produced by the forward thrust provided by the propulsion engine over the first time interval.

61. The method of claim 44, wherein the first time interval is at least 300 seconds.