rexresearch.com

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http://www.d-dalus.com/

IAT21 innovative aeronauticstechnologies GmbH

Leitenbauerstrasse 10
4040 Linz, Austria
OFFICE: +43 1 512908360
Fax: +43 1 512908390

office@iat21.at

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http://www.d-dalus.com/

D-Dalus is an exciting innovation in the area of unmanned air vehicles (UAV), of which the first prototype has been developed and successfully tested.

The propulsion consists of 4 sets of contra-rotating disks, each set driven at the same rpm by a conventional aero-engine. The disks are surrounded by blades whose angle of attack can be altered by off-setting the axis of the rotating disks. As each blade can be given a different angle of attack, the resulting main thrust can be in any required direction in 360° around any axis. This allows the craft to launch vertically, remain in a fixed position in the air, travel in any direction, rotate in any direction, and thrust upwards thereby ‘gluing down’ on landing.

During the relatively brief development period, a completely new aircraft has been designed with flight characteristics that cannot be emulated by any known aircraft-type. For this purpose IAT 21 has developed, tested and internationally patented a special propulsion system, a virtually frictionless pivot bearing as well as a completely new aircraft configuration.

T-Dalus is an autonomous pallet-transportation-system which is able to lift supplies on pallets and distribute them according to their programmed route and destination. The use of IAT21's unmanned pallet transporter (UPT) requires no specific infrastructure such as delivery stations etc.

T-Dalus is equipped with an autopilot-system and can therefore be controlled from a central computer or navigation system.

Integrated sensors permit sensitive lift and release of pallets, a recognition of obstacles and platform orientation in build-up areas.

W-Dalus is the underlying technology for small sized power plants in the field of alternative energy generation. It utilises wind, light and heat energy with high efficiency thereby enabling new ways of decentralised power generation. Using a special wing geometry the contact safety Cyclogiro-Rotor is can transform wind energy into electricity even under low wind force and also when the so-called “border-wind-speed” is exceeded.

Due to the compactness of the rotor configuration, W-Dalus can be easily integrated on existing roofs, where the roof area additionally acts as a wind speed amplifier.

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http://www.popsci.com/technology/article/2011-06/protoype-hovercraft-demonstrates-new-propulsion-system-made-rotating-cylinders
6.22.2011


An Austrian engineering firm debuted a new type of hovercraft at the Paris Air Show this week, claiming it can take off and land vertically without using any rotor blades or fixed wings.

The D-Dalus vehicle uses four contra-rotating turbines for propulsion, each reaching 2,200 rpm. Each turbine blade has a variable angle of attack, which according to the designer allows the main thrust to be fired in any direction, around any axis. This allows the craft to launch vertically, hover, rotate in any direction and even thrust upwards, holding itself down.

The designer, Austrian Innovative Aeronautical Technology (IAT21), maintains a sparse website that says the craft has several patented inventions, including “a friction-free bearing at the points of high G force, and a system that keeps propulsion in dynamic equilibrium, thereby allowing the guidance system to quickly restore stability in flight.”

IAT21 has been working on a prototype for three years and has recently completed initial testing using a 120 bhp KTM engine to drive the turbines, according to Gizmag. The company completed tests transitioning from vertical to forward flight in a laboratory near Salzburg, Austria.

The current model has 5-foot-long turbines and can lift a payload of about 150 pounds. IAT21 is working with Cranfield University in the U.K. on a larger, more powerful motor, a new hull shape and advanced guidance and control systems, Gizmag says.

It’s designed to work as a drone for sea- and land-based uses, like search and rescue, disaster monitoring and surveillance, IAT21 says. Eventually, larger models could be used for passenger flight.

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http://www.gizmag.com/d-dalus-uav-design/18972/

Austrian research company IAT21 has presented a new type of aircraft at the Paris Air Show which has the potential to become aviation's first disruptive technology since the jet engine. Neither fixed wing nor rotor craft, the D-Dalus uses four, mechanically-linked, contra-rotating, cylindrical turbines for its propulsion, and by altering the angle of the blades, it can launch vertically, hover perfectly still, move in any direction, and thrust upwards and hence "glue down" upon landing, which it can easily do on the deck of a ship, or even a moving vehicle. It's also almost silent, has the dynamic stability to enter buildings, handles rough weather with ease, flies very long distances very quickly and can lift very heavy loads. It's also so simple that it requires little maintenance and requires no more maintenance expertise than an auto mechanic. It accordingly holds immense promise as a platform for personal flight, for military usage, search and rescue, and much more.

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Publication date: 2005-12-15
Inventor(s): SCHWAIGER MEINHARD [AU] + (SCHWAIGER MEINHARD)
Applicant(s): IAT 21 INNOVATIVE AERONAUTICS + (IAT 21 INNOVATIVE AERONAUTICS TECHNOLOGIES GMBH)
Classification: - international: B64C29/00; B64C39/00; (IPC1-7): B64C27/22 - European: B64C29/00B2B; B64C39/00C3
Also published as:     
WO 2004054875  (A1)
SI 1575828  (T1)
PT 1575828  (E)
KR 20050098232  (A)

Abstract -- The invention relates to an aircraft comprising a fuselage and at least two substantially hollow cylindrical lifting bodies which are applied to the fuselage and comprise a plurality of rotor blades which extend over the periphery of the lifting bodies, the periphery of the lifting bodies being partially covered by at least one tail surface. The aim of the invention is to provide an aircraft with an extremely high degree of maneuverability, compact dimensions and economy of fuel. To this end, the lifting bodies are driven by at least one drive unit and respectively comprise a cylindrical axis which is substantially parallel to a longitudinal axis ( 1 a) of the aircraft.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] The invention relates to an aircraft comprising a fuselage and at least two substantially hollow cylindrical lifting bodies which are applied to the fuselage and comprise a plurality of rotor blades extending over the periphery of the lifting body, with the periphery of the lifting body being partially covered by at least one tail surface.

[0004] Such an aircraft is especially provided with a system of special lifting bodies which are configured as rotors, having a rotary axis which is arranged substantially parallel to the longitudinal axis of the aircraft. Each rotor is provided with a certain number of airfoil-like rotor blades which are substantially arranged on two disk-like end bodies in such a way that during a full rotation of the lifting body (rotor) the central axis of the rotor blade performs a circular movement spaced from the rotary axis as the radius, and that the rotor blade can be changed individually in its position during a full rotation. A defined action of force (e.g. lifting force, lateral force) can be produced on the aircraft in every momentary position of the rotor blade.

[0005] Numerous efforts have been undertaken to combine the advantages of an aircraft with those of a helicopter. Of special interest is the property of helicopters to be able to start and land vertically or to hover in the air whenever necessary in order to rescue people or in order to fulfill special transport and mounting flight maneuvers or similar tasks. The disadvantageous aspect in current helicopters is the high technical complexity, especially in the field of rotor control and the high risk of crashes even in the case of slight contact of the rotating rotor blades with obstructions such as the tips of trees or rock walls. Especially conditions during assignments in Alpine rescue operations are exceptionally critical because on the one hand a position as close as possible to a rock wall would be required, and on the other hand the slightest collision could lead to fatal consequences. Work can therefore only proceed by observing respectively large safety margins. A further disadvantage is the high fuel consumption of helicopters, even in cruising flight.

[0006] In order to avoid such disadvantages, so-called VTOL or STOL aircraft have been developed which with respect to their configuration are principally similar to airplanes, but are equipped with the ability, through various technical measures, to be able to start and land vertically, or can at least make do with extremely short take-off and landing runways.

[0007] Such a solution has been disclosed in EP 0 918 686 A (corresponding to U.S. Pat. No. 6,231,004) for example. This specification describes an airplane comprising airfoils which are substantially formed by cross-flow rotors. It is thus possible to produce a vertically downwardly directed air stream through a respective deflection of the air stream in order to enable a vertical take-off of the aircraft. The thrust can be deflected accordingly for cruising.

[0008] The disadvantageous aspect in this known solution is on the one hand that the airfoils which are optimized for generating lift have a high air resistance, so that fuel consumption is excessively high, especially at higher flight speeds, and that the aircraft in total has a relatively large wing span. It therefore requires much space and cannot be used or only with difficulty under conditions with limited available space.

[0009] Further aircraft have been described in U.S. Pat. No. 4,519,562 A. The solution is complex and has a low efficiency, so that such a system was never accepted on the market. The rotors described in U.S. Pat. No. 6,261,051 B are also not suitable for representing an aircraft with vertical take-off capabilities that can be used in practice.

[0010] A further aircraft which generates lift by using modified cross-flow fans is disclosed in DE 196 34 522 A. Apart from the question of the proper function of such an aircraft which is not obviously clear, it also comes with the disadvantages as explained above.

[0011] A further aircraft with a cross-flow rotor as a drive element is also known from U.S. Pat. No. 6,016,992 A. A very large cross-sectional surface in the direction of flight is also obtained in this case as a result of the cross-flow rotor, and the need for space is as high as in the solutions described above.

[0012] A further known aircraft with the possibility of vertical take-off is disclosed in U.S. Pat. No. 3,361,386 A. Extremely variable airfoils are provided in this aircraft which are provided with openings for gas outlet. Fuel consumption is extremely high as a result of the system-inherent adverse efficiency of such a system.

[0013] Close to the state of the art is also the drive concept for watercraft which is known as Voith-Schneider drive. This drive system which has already been known for approximately 75 years differs substantially in such a way that the swiveling movement of the individual blades during a full rotation of the live ring occurs at a fixed kinematic ratio with respect to each other. Thrust is thus always only possible in one direction. In contrast to this, a second force component in the transversal direction can be produced by the inventive rotating lifting body, irrespective of a first force component, e.g. an evenly remaining vertical lifting component.

[0014] The present invention relates to further embodiments of VTOL aircraft which are equipped with rotating lifting bodies whose rotary axis is arranged substantially parallel to the longitudinal axis of the aircraft.

SUMMARY OF THE INVENTION

[0015] It is the object of the present invention to provide an aircraft which allows vertical take-off and vertical landing, which is capable of hovering in the air, with a mobility which allows a slow forward, backward, parallel side movement to back-board or starboard, as well as a rotary movement about the vertical axis clock-wise and counter-clockwise, and which at the same time is suitable for high cruising speeds. As a result of the chosen configuration of the outside geometrical shape of the aircraft, the transition from a hovering state to a forward movement with high cruising speed must be ensured. In particular, high fuel economy shall be achieved with a comparatively low technical complexity. A further claim relates to the fulfillment of the highest safety standards which offer the aircraft the possibility to land securely even in the case of a total failure of the drive engines. Moreover, the rotating lifting bodies are to be protected with a covering in such a way that the aircraft can also be maneuvered very close to obstructions (e.g. rock walls, walls of high-rise buildings) and that even in the case of contact of the aircraft with an obstruction a crash can securely be pre-vented as a result of the rotating elements of the lifting body which are protected against collision. The pilot is provided with a secure and collision-free exiting of the aircraft by means of an ejection seat, which also represents a further claim.

[0016] These objects are achieved in accordance with the invention in such a way that the lifting bodies are driven by at least one drive unit and each comprise a cylindrical axis which is substantially parallel to a longitudinal axis of the aircraft. Each rotor is provided with a certain number of airfoil-like rotor wings which are substantially arranged on two disk-like end bodies in such a way that during a full rotation of the lifting body (rotor) the central axis of the rotor blade performs a circular movement spaced from the rotary axis as the radius, and the rotor blade preferably can be changed individually in its position during a full rotation. A defined action of force (e.g. lifting force, lateral force) can be generated on the air-craft in every momentary position of the rotor blade. This change in the position can occur as a whole. It is also possible that the rear section of the rotor blade is swivellable independent of the front section in order to thus achieve an optimal airfoil shape in every situation.

[0017] Through a suitable choice of the configuration of the lifting bodies in the aircraft it is also ensured that the space above the cockpit is kept free, thus enabling the pilot a secure and collision-free possibility to exit the aircraft by means of an ejection seat (this is not possible in a helicopter for example).

[0018] This configuration of the lifting bodies offers a further possibility for military applications. Radar and other optical devices can also be arranged above the aircraft for reconnaissance purposes. With this aircraft it is not necessary to leave a protective terrain formation without previously detecting and evaluating the action behind such terrain formation by means of a surveillance device which is flexibly mounted on the aircraft and can be extended upwardly vertically above the hovering aircraft and can thereafter be retracted again.

[0019] The solution in accordance with the invention allows maneuvering the aircraft even at low speeds or while hovering without having to change the speed of the drive unit, because the direction and strength of the lifting forces are variably within wide margins through the control of the rotor blades. An extremely high versatility is thus achieved.

[0020] Several advantages can be achieved simultaneously by arranging the lifting bodies parallel to the fuselage. On the one hand, the lifting bodies can be provided with a relatively large diameter without increasing the cross-sectional surface to a large extent in the direction of movement, thus leading to a lower need for fuel in rapid cruising flight. On the other hand, the aircraft in accordance with the invention is provided with a highly compact configuration and thus not only requires little space in a hangar or the like, but is also extremely maneuverable. This allows landing the aircraft on wood clearings or in urban regions between buildings for example where the landing of a helicopter due to the predetermined rotor diameter would no longer be possible. Moreover, the lifting bodies configured as rotors are especially sturdy in their design and apart from the rotor blades generally do not comprise any further movable parts, so that the technical complexity remains within acceptable limits. By applying the lifting bodies close to the fuselage, the mechanical strain upon the rotor suspensions is very low, thus allowing for a respective lightweight design which contributes to fuel savings.

[0021] An especially compact arrangement of the individual components is given when the lifting bodies are arranged in the upper region of the fuselage. This additionally contributes to an especially aerodynamically favorable configuration because the intake region can be accessed by flow in a fully free manner which re-mains unobstructed by other parts of the aircraft.

[0022] A further, especially advantageous embodiment of the invention provides that the lifting bodies are driven in opposite directions by gas turbines. As in helicopters, the use of gas turbines leads to an especially advantageous ratio of output to own weight. An additional advantage over helicopters is provided by the present invention in such a way that the rotary speeds of the rotating lifting bodies are substantially higher than those of conventional helicopter rotors, so that the constructional complexity of the transmissions is reduced substantially. Depending on the size, purpose and security regulations, the two rotors can be driven by one common gas turbine or each lifting body can be provided with its own gas turbine.

[0023] The efficiency of the lifting body can especially be improved further in such a way that the rotor blades which are movably arranged in the rotor consist of at least one fixed axis and two rotor blade segments which are movable independent from each other, so that the rotor blade geometry can be adjusted at every moment in each current position optimally to the respective situation. It is thus possible to optimize the lifting forces and the lateral forces and to minimize the resistance forces.

[0024] Especially high cruising speeds can be achieved in such a way that additional propulsive units for producing a thrust for the propulsion of the aircraft are provided. It is possible and also principally adequate for lower cruising speeds that the propulsion is generated by the adjustable rotor wings of the lifting bodies, such that the aircraft is brought to a position which is lowered forwardly and a thrust force is derived from the resulting lifting force. The cruising speed is limited in this case however, so that additional propulsive units need to be used advantageously for the higher cruising speeds. They can be configured as by-pass propulsive units for example. The takeoff and landing process can be supported in such a way that the additional propulsive units are arranged in a swivellable manner. On the one hand, the lifting force can thus be increased when the propulsive jet faces vertically downwardly, and on the other hand the maneuverability can be increased in addition to a respective control of the swiveling angle.

[0025] Fuel consumption during vertical takeoff and landing and during hovering is relevantly influenced by the shifted air quantity. It is therefore especially advantageous when the lifting bodies extend over at least 40%, preferably over at least 70% of the length of the fuselage.

[0026] In this way it is possible, with a predetermined cross-sectional surface, to achieve the highest possible lifting power of the lifting bodies.

[0027] The maneuverability, especially during hovering and during takeoff and landing, can be improved in such a way that adjustable guide blades are provided in the region of the air outlet openings. At a lower cruising speeds the possibility of control by the tailplane unit is strongly limited, so that a sufficient maneuverability is obtained through the individual adjustability of the rotor blades. In order to also enable a rotation of the aircraft about a vertical axis, it is especially advantageous in this connection that the adjustable rotor blades are arranged in two paired lifting bodies running in opposite directions and each consists of two segments which can be actuated independent from each other. Further adjustable guide blades which are swivellable about a transversal axis of the aircraft allow a forward and backward movement in the hovering state which can be controlled in an especially fine manner.

[0028] It is further especially preferable when the lifting bodies are provided with an external covering as a mechanical protection of the rotor blades against a collision with a solid obstruction. This means that the covering is not only configured for receiving the bearing of the rotor shaft but is also configured in a mechanically sturdy way in order to protect the lifting body against damage when the aircraft collides with an obstruction at a low relative speed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic view of a first embodiment of an aircraft in accordance with the invention in an axonometric representation;


FIG. 2 shows a side view of the aircraft of FIG. 1;


FIG. 3 shows a sectional view of the aircraft of FIG. 1 along line A-A in FIG. 2;


FIG. 4 shows a sectional view of the aircraft of FIG. 1 along line A-A in FIG. 2 with the illustration of an opened and closed covering of the lifting body, as is provided for high cruising speeds;


FIG. 5 shows a view of the aircraft of FIG. 1 from the front;


FIG. 6 shows a view of the aircraft of FIG. 1 from above;


FIG. 7, FIG. 7A and FIG. 7B schematically show a lifting body of the aircraft of FIG. 1;


FIG. 8, FIG. 8A and FIG. 8B show the configuration, direction of rotation and function of the lifting body of FIG. 1;


FIG. 9, FIG. 9A and FIG. 9B show a rotor blade with two movable segments in a cross-sectional view in the position of neutral lifting forces, maximum lift and negative lift of the aircraft of FIG. 1;


FIG. 10, FIG. 10A, FIG. 10B, FIG. 10C and FIG. 10D show rotor blade incidences in selected positions along the direction of rotation of the lifting body of the aircraft of FIG. 1;


FIG. 11 shows the individual lifting forces of the lifting bodies for achieving a stable equilibrium in the air by the aircraft of FIG. 1;


FIG. 12A and FIG. 12B show the position of the individual and overall centers of mass of the aircraft of FIG. 1;


FIG. 13 shows the forwardly inclined position of the aircraft of FIG. 1 for achieving a forward drive component for slow forward movement;


FIG. 14, FIG. 14A, FIG. 14B, FIG. 14C and FIG. 14D show the lifting body configuration and the incidence of the rotor blades for achieving lateral forces for the transversal movement of the aircraft of FIG. 1;


FIG. 15 shows the generation of a force component acting in pairs in opposite directions transversally to the longitudinal axis of the aircraft for generating a rotary movement of the aircraft about the vertical axis;


FIG. 16, FIG. 16A, FIG. 16B and FIG. 16C show a special variant of a lifting body with "double" length and rotor blades capable of décalage for generating different lifting and transversal forces of the aircraft of FIG. 1;


FIG. 17 shows the incidence of the rotor blades during descent in free fall for the purpose of autorotation of the lifting body, e.g. after a motor failure of the aircraft of FIG. 1;


FIG. 18 and FIG. 18A to FIG. 18G show an embodiment of an aircraft with only two lifting bodies which are driven in opposite directions and are arranged successively in a central axis of the aircraft;


FIG. 19, FIG. 19A and FIG. 19B show an embodiment of an aircraft with a system of oppositely rotating cross-flow rotors with a common rotary axis;


FIG. 20 shows a schematic view of an aircraft in accordance with the invention with an arrangement of a surveillance device which is flexibly linked to the aircraft;


FIG. 21 shows a further embodiment of the invention in a representation from the front;


FIG. 22 shows the embodiment of FIG. 21 from above;


FIG. 23 shows the embodiment of FIG. 21 in an axonometric view;