Aircraft having M-wings

• US 10,329,014 B2
• Filed: 05/26/2017
• Issued: 06/25/2019
• Est. Priority Date: 05/26/2017
• Status: Active Grant

• Current Assignee: Textron Innovations Incorporated (Textron Inc)
• Original Assignee: Bell Helicopter Textron Incorporated (Textron Inc)
• Inventors: McCullough, John Richard, Oldroyd, Paul K.
• Primary Examiner(s): Topolski, Magdalena
• Application Number:
  US15/606,213
• Publication Number:
  US 20180339761A1
• Time in Patent Office: 760 Days
• CPC Class Codes: B64C 11/46 Arrangements of, or constructional features peculiar to, multiple propellers B64C11/306 takes precedence
• CPC Class Codes: B64C 29/0033 the propellers being tiltable relative to the fuselage
• CPC Class Codes: B64C 3/10 Shape of wings
• CPC Class Codes: B64C 3/32 specially adapted for mounting power plant
• CPC Class Codes: B64C 39/08 having multiple wings
• CPC Class Codes: B64C 5/10 adjustable
• CPC Class Codes: B64U 30/20 Rotors; Rotor supports
• CPC Class Codes: Y02T 50/10 Drag reduction

Abstract

An aircraft has a vertical takeoff and landing fight mode and a forward flight mode. The aircraft includes an airframe with first and second M-wings each having a pair of leading apexes with swept forward and swept back portions extending therefrom at a swept angle. A propulsion system includes a plurality of propulsion assemblies each attached to the airframe proximate one of the leading apexes. Each of the propulsion assemblies includes a rotor assembly having a tilting degree of freedom. A flight control system is operable to control the propulsion assemblies including tilting the rotor assemblies to generate variable thrust vectors that have a maximum angle that is generally congruent with the swept angles of the M-wings.

Claims

1. An aircraft having a vertical takeoff and landing fight mode and a forward flight mode, the aircraft comprising:

an airframe including first and second M-wings each having a pair of leading apexes with swept forward and swept back portions extending therefrom at a swept angle;

a propulsion system including a plurality of propulsion assemblies each attached to the airframe proximate one of the leading apexes, the propulsion assemblies each having a rotor assembly with a tilting degree of freedom; and

a flight control system operable to control the propulsion assemblies including tilting the rotor assemblies to generate variable thrust vectors;

wherein, a maximum angle of the thrust vectors is generally congruent with the swept angles of the M-wings.

2. The aircraft as recited in claim 1 wherein, the swept angles of the swept forward portions of the M-wings are generally congruent with the swept angles of the swept back portions of the M-wings.

3. The aircraft as recited in claim 1 wherein, the propulsion system further comprises a versatile propulsion system.

4. The aircraft as recited in claim 1 wherein, the propulsion assemblies are interchangeably attachable to the airframe.

5. The aircraft as recited in claim 4 wherein, the propulsion assemblies are mechanically coupled to the airframe.

6. The aircraft as recited in claim 4 wherein, the propulsion assemblies are electrically coupled to the airframe.

7. The aircraft as recited in claim 4 wherein, the propulsion assemblies are fluidically coupled to the airframe.

8. The aircraft as recited in claim 4 wherein, the propulsion assemblies are communicably coupled to the airframe.

9. The aircraft as recited in claim 1 wherein, the airframe includes a plurality of stanchions each positioned proximate one of the leading apexes;

wherein, each of the propulsion assemblies is attached to one of the stanchions; and

wherein, the stanchions provide standoff between the propulsion assemblies and the M-wings.

10. The aircraft as recited in claim 1 wherein, each of the propulsion assemblies further comprises a line replaceable unit.

11. The aircraft as recited in claim 1 wherein, the flight control system is operable to independently control each of the propulsion assemblies.

12. The aircraft as recited in claim 1 wherein, the maximum angle of the thrust vectors is between about ten degrees and about thirty degrees.

13. The aircraft as recited in claim 1 wherein, the maximum angle of the thrust vectors is between about fifteen degrees and about twenty-five degrees.

14. The aircraft as recited in claim 1 wherein, the maximum angle of the thrust vectors is about twenty degrees.

15. The aircraft as recited in claim 1 further comprising a pod assembly selectively attachable to the airframe;

and

wherein, the airframe is rotatable about the pod assembly such that the pod assembly remains in a generally horizontal attitude in the vertical takeoff and landing fight mode, the forward flight mode and transitions therebetween.

16. The aircraft as recited in claim 15 wherein, in the vertical takeoff and landing flight mode, the first wing is forward of the pod assembly and the second wing is aft of the pod assembly and wherein, in the forward flight mode, the first wing is below the pod assembly and the second wing is above the pod assembly.

17. An aircraft having a vertical takeoff and landing fight mode and a forward flight mode, the aircraft comprising:

an airframe including first and second M-wings each having a pair of leading apexes with swept forward and swept back portions extending therefrom at a swept angle and a plurality of stanchions each positioned proximate one of the leading apexes;

a propulsion system including a plurality of propulsion assemblies each attached to one of the stanchions, the propulsion assemblies each having a rotor assembly with a tilting degree of freedom;

a flight control system operable to control the propulsion assemblies including tilting the rotor assemblies to generate variable thrust vectors; and

a pod assembly selectively attachable to the airframe;

wherein, a maximum angle of the thrust vectors is generally congruent with the swept angles of the M-wings;

wherein, the airframe is rotatable about the pod assembly such that the pod assembly remains in a generally horizontal attitude in the vertical takeoff and landing fight mode, the forward flight mode and transitions therebetween; and

wherein, the stanchions provide standoff between the propulsion assemblies and the M-wings.

18. The aircraft as recited in claim 17 wherein, the swept angles of the swept forward portions of the M-wings are generally congruent with the swept angles of the swept back portions of the M-wings.

19. The aircraft as recited in claim 17 wherein, the propulsion system further comprises a versatile propulsion system and wherein, the propulsion assemblies are interchangeably attachable to the airframe as line replaceable units.

20. The aircraft as recited in claim 17 wherein, the maximum angle of the thrust vectors is about twenty degrees.