DE102009060611A1 - Vehicle i.e. inflatable flight, for transportation on public road, has inflatable and/or telescopic profile segments swiveling out bearing surface and forming fully span width and profile geometry - Google Patents

Abstract

The streets are congested in many places, traffic jams cost a lot of time. It is proposed to make a road vehicle airworthy by swiveling out parts of the wings, the full span and profile depth being formed by inflatable and / or telescopic segments. Such an airworthy vehicle is generally suitable for individual traffic, especially in regions with high traffic density.

Description

Inflatable airplanes are known as toys and buoyancy aid, kites and paragliders with aerodynamic air cushions. Bekennt is also an airworthy, inflatable aircraft EP 0 851 829 B1 , Also known is a wing for parachutists with pneumatic enlargement of the wingspan (Yves Rossy - Report of the Fe. Tecnotex of 15.10.09). Furthermore, an aircraft with foldable wings for use in road traffic under the name Terrafugia is known CA000002635699A1 , The combination of a gyroscope with a three-wheeled road vehicle is under development in the Netherlands CN000100515808C ,

The invention has for its object to develop a road vehicle, the wings on and can extend to make it flyable in addition. On the one hand, this requires a sufficient span in order to achieve good flight performance with optimum wing loading and stretch, while on the other hand the wings must not exceed the usual width of the vehicle while driving or impair design or aerodynamics on the road. Of particular importance for a general distribution of such airworthy vehicles are first and foremost the safety and secondly the cost-effectiveness compared to today's cars. Also important are sporting performance in the driving configuration and an attractive design.

The problem is solved by the claims 1-24. The wing profile consists in the range of the profile nose to the spar of a shell construction, behind an inflatable textile structure that folds when folding the wings or previously. Each wing pivots about 90 ° about a vertical axis. In addition, an increase in span by inflatable or telescopic and partially inflatable outer wings. The shell construction absorbs mainly the air forces and the torsional moment. It forms the lateral outer contour while driving. The pivot axis transmits the forces between the wing and the fuselage and can preferably also accommodate a landing gear below. The task is further explained by the following sketches:

1 General view in flight configuration

2 Top view with swung-out rigid wings

3 Overall view in driving configuration

4 View multi-chamber system

5 Redundancy system pressure generation

6 Span enlargement by inflatable segment

7 Enlargement of tread depth by inflatable segment

8th Enlargement of profile curvature by inflatable segment

9 Inflatable air brake

10 Span enlargement by telescopic drive

11 Swing mechanism of the wings

12 Inflatable tail unit

13 Inflatable suspension panel

14 Inflatable wing paneling while driving

15 Rumpfairbag for rear-end collision or emergency landing

16 Rescue system

17 Biplane configuration

1 shows the flight configuration of the invention with the fuselage 1 , the propeller 2 , the tail unit 3 , the only hinted and preferably retractable landing gear 4 , the fuselage wing transition 5 , the rigid front inner wing 6 , the inflatable rear inner wing 7 and the outer wing 8th ,

2 shows the top view with swiveled rigid wings 6 and the pivot points 9 , The span is shortened, the tread depth is reduced and the rigid wings are ready to swing.

3 schematically shows the driving configuration with pivoted-in wings 6 , The drive motor can only drive wheels when driving 4 drive or z. B. at high speeds additionally or exclusively the propeller 2 , In this case, the drive wheels can be made smaller and eliminates the harmful air resistance of a fixed or idle propeller. On the other hand, a running propeller when maneuvering or in city traffic would pose a risk of accidents and cause more noise.

4 shows the formation of several air chambers 21 . 22 for an inflatable wing segment 23 similar to a dinghy. In the case of damage or leakage, the profile geometry is largely retained.

5 shows the redundant air supply of the inflatable segments for safe flight operations. The required air pressure can be achieved by two independent compressors 10 . 11 or the combination with an auxiliary turbine 24 or the combination with a tap of the dynamic pressure 12 respectively.

6 shows the span increase through an inflatable segment 8th , This can also be the profile nose 13 be formed of a rigid element that extends telescopically. It is thereby possible and more economical to fly at cruise speed with smaller span, for takeoff and landing with larger wingspan.

7 shows the formation of the rear profile geometry by an inflatable segment 7 , This ensures sufficient wing area and can be through cords 25 or submerge the vacuum in the front area of the wing. This creates space for an optimal pivot point 9 for pivoting the remaining rigid wing segments 6 to achieve.

8th shows how the profile curvature 14 by inflating additional air chambers 15 can be increased to generate more lift during takeoff and landing. These air chambers form, so to speak, the "Fowlerklappen". They are separated via hoses 31 supplied with compressed air inside the wings.

9 shows how an air brake 16 by inflating additional air chambers 17 can be generated to allow for steeper landing approaches. These air chambers form, so to speak, the "spoilers".

10 shows the variant of a telescope outer wing 8th , which is also rigid in the front profile area and can only be inflated in the rear area. The advantage is the better aerodynamic quality and thus economy in operation.

11 shows the very simple pivot mechanism about a vertical axis. The fulcrum 9 is chosen so that when swinging in the inner wings 6 the outer dimensions of a car are complied with. He should therefore be as far forward and inside. The rotation axis 9 can be designed so that they z. B. as a truss structure for transmitting all forces from the wings in the fuselage and optionally further in the front suspension 4 serves. The hull-to-surface transition can optionally be designed as a high-wing, which reduces the overall span, but increases the air resistance and makes the design for driving difficult.

12 schematically shows a tail. It can be a rigid fin 18 with rudder 19 and a wholly or partially inflatable fin or a pendulum elevator 20 exhibit.

13 sketched an inflatable Fahrwerkverkleidung 25 a rigid or partially retractable landing gear 4 , with the advantage of better aerodynamics.

14 outlines an inflatable fuselage wing transfer 26 for the tilted wing 6 in the driving configuration. It serves to improve aerodynamics and design. For maximum obstacle height under the extended wings at take-off and landing, one type of construction is chosen as shoulder or high-wing and optionally V-shaped. As a result, the pivoted-in wings in the driving configuration are relatively high up. On the other hand, a rigid fairing in the flight configuration would cause additional air resistance.

15 shows an airbag 27 at the fuselage tip in the event of a collision or emergency landing. Another airbag 28 at the bottom of the fuselage the safety is in case of a crash landing. Notwithstanding this, as usual, further airbags in the interior can improve personal safety.

16 outlined a pyrotechnic triggered overall rescue systems 30 , as is customary for ultralight aircraft.

In general aviation, cost-effective anti-collision computers (FLARMs) have also been introduced, which calculate their position and flight direction and communicate with other devices that are in other aircraft. For road traffic similar devices are in the test phase. In addition to the application for an airworthy vehicle, it is proposed to additionally communicate with an automatic "tower". Such a device is located on all designated start and landing fields, which are designed as a parking lot along a country road. The electronic "tower" automatically gives the on-board computer start or landing clearance and transmits wind and weather information for the start and finish. The on-board computer can also block any extension of the wings, if z. For example, if the weather data does not allow for flight under visual flight conditions (VFR), a service interval has been exceeded, the engine is experiencing a fault condition, or the cylinder head temperature is too high. Any spoken radio communication is unnecessary.

An anti-collision computer and autopilot-equipped vehicle can, in an emergency, allow direct control of the autopilot by the anti-collision computer for fully automatic evasive maneuvering. The anti-collision computers of all road users involved in a collision hazard (eg 4 head for the same node) can coordinate each other within fractions of a second. In the event of (emergency) landing on a public road, normal road vehicles can also be stopped if they have the same anti-collision computer (or standards) destroyed.

The GPS navigation already contains a flight data recording or recording and can thus automatically warn against airspace violations or report such automatically. Also, one and the same navigation device, depending on the time of day and the weather to optimize the route planning, including driving and air routes and the starting and landing.

17 shows a variant as a biplane. A biplane is uneconomical in cruising, but allows a smaller span. This is a second wing for takeoff and landing 29 extended and inflated above the main wing. To reach the cruising speed, the second wing is retracted again.

In the driving configuration, the tail unit is suitable 18 . 19 . 20 to stabilize the road situation. In conjunction with ESP, the fin stabilizes straight-line stability and cornering, and the elevator optimizes the contact pressure of the rear wheels, especially when braking.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 0851829 B1 [0001]
• CA 000002635699 A1 [0001]
• CN 000100515808 C [0001]

Claims (24)

Vehicle, preferably allowed for traffic on public roads, which can also fly, in that the wings swing out and then form their full span and profile geometry by inflatable and / or telescoping profile segments. Vehicle according to claim 1, characterized in that each inflatable segment of the airfoil is formed by a plurality of air chambers, so that in case of leakage the flying capacity is maintained. Vehicle according to claim 1, characterized in that the required overpressure of the inflatable segment is generated redundantly by at least two systems. Vehicle according to claim 1, characterized in that the wing geometry is changed by inflatable segments in order to optimize the flight characteristics in each case for cruise, takeoff and landing. Vehicle according to claim 1, characterized in that the span is increased by inflatable segments. Vehicle according to claim 1, characterized in that the wing surface is enlarged by inflatable segments. Vehicle according to claim 1, characterized in that the profile curvature is increased by inflatable segments. Vehicle according to claim 1, characterized in that the air resistance inflatable segments (air brake) is reduced. Vehicle according to claim 1, characterized in that the span enlargement has an outer support surface with a rigid front region (eg profile nose to spar), which telescopes out of the inner support surface. Vehicle according to claim 1, characterized in that in each case for the left and right wing a vertical axis of rotation about which the inner support surface pivots. Vehicle, preferably approved for traffic on public roads, which can also fly, characterized in that further elements are designed inflatable: tail or parts of the tail or the chassis panel or the panel of swung-in wings. Vehicle, preferably allowed for traffic on public roads, which in addition can also fly, characterized in that there fuselage tip and / or fuselage underside has an airbag. Vehicle, preferably approved for traffic on public roads, which can also fly, characterized in that a total rescue system as in ultralight aircraft is present. Vehicle, preferably allowed for traffic on public roads, which can fly in addition, characterized in that an automatic communication with other vehicles, aircraft or facilities takes place on the ground. Vehicle according to claim 14, characterized in that anti-collision computers communicate with each other. Vehicle according to claim 14, characterized in that an autopilot is on board, which not only handles the navigation, but is also controlled by the anti-collision computer. Vehicle according to claim 14, characterized in that a communication with an automatic "tower" takes place at public departure and landing sites, z. For example, for the take-off or landing clearance or checking current weather data, the reception of emergency signals or for an automatic flight plan. Vehicle according to claim 14, characterized in that a communication of anti-collision computers also takes place with normal road vehicles. Vehicle according to claim 14, characterized in that a flight data acquisition and z. B. an airspace violation is reported automatically. Vehicle, preferably for traffic on public roads allowed, which can also fly, characterized in that a navigation device is available, which supports navigation on the ground and in the air, for. B. also controls the autopilot or a total navigation, consisting of driving and flight sections calculated. Vehicle, preferably allowed for traffic on public roads, which can also fly, characterized in that both or optionally wheels and propellers are driven. Vehicle, preferably allowed for traffic on public roads, which can also fly, characterized in that this vehicle is designed as a high or shoulder decker and or in V-shape. Vehicle, preferably allowed for traffic on public roads, which can also fly, characterized in that for takeoff and landing a second wing is inflated or extended and inflated in the rear profile area (biplane). Vehicle, preferably allowed for traffic on public roads, which can also fly, characterized in that the tail unit is also used while driving for preferably automatic stabilization of the road.

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