Patent Application
20250027475
The present invention relates to a system for generating electric power by means of an aircraft. More specifically, the invention relates to a platform for the takeoff and landing of an aircraft.
It is known that an electric power generation system can be produced using an aircraft, also known as a “flying wind turbine”, which is connected to a ground-based generator by means of at least one line or cable. This type of system makes it possible to access powerful, abundant winds blowing at altitude.
The challenge for this type of system is to be able to take off and land the aircraft easily, possibly autonomously, without having to design a complex and costly structure.
The invention proposes a platform for the takeoff and landing of an aircraft incorporating an aircraft landing structure suitable for both aircraft takeoff and landing and with a small footprint.
The system will take up very little space and be easy to maintain, so that it can be deployed in areas with little infrastructure.
The invention proposes a platform for the takeoff and landing of an aircraft for generating electric power by means of a generator and comprising:
The invention thus proposes a platform for the takeoff and landing of an aircraft without propulsion means, capable of taking off by the force of the wind alone. The takeoff and landing platform of the invention allows the aircraft to be pitched in such a way as to generate sufficient lift to enable it to take off and generate electric power by means of a cable pulling on a ground-mounted generator. The aircraft is able to land as the generator becomes the motor and rewinds the cable to ensure the aircraft has sufficient descent speed to fly back to the platform.
According to other features of the takeoff and landing platform:
The invention also proposes an electric power generating system comprising:
Further features and advantages of the invention will become apparent from the following detailed description, which may be understood with reference to the attached drawings wherein:
For the description of the invention and comprehension of the claims, the vertical, longitudinal and transverse orientations according to the reference frame V, L, T indicated in the figures, whose longitudinal L and transverse T axes extend in a horizontal plane, will be adopted in a non-limiting manner and without reference to earth's gravity.
In the following description, identical, similar or analogous elements will be referred to by the same alphanumeric reference numbers.
The aircraft 12 has a main wing 14 and a secondary wing 16, which acts as a stabilizer, substantially planar, with the main wing 14 having a greater wingspan than the secondary wing 16. The main wing 14 and the secondary wing 16 are each arranged in a plane parallel to one another and are connected together by a rigid structure 18.
The rigid structure 18 comprises one or two bars arranged parallel to one another and each is connected at a first end to the main wing 14 and at a second end to the secondary wing 16 of the aircraft 12.
As shown in the figures, the wings 14, 16 are arranged in the same plane. In addition, two front ailerons 20 are arranged on either side of the main wing 14 and two rear ailerons 22 are arranged on either side of the secondary wing 16 of the aircraft 12.
Preferentially, the wings 14, 16 of the aircraft 12 are made of a low-cost, rigid material that is easy to maintain and deploy.
Advantageously, the aircraft 12 is made entirely of rigid materials.
The rigid materials used to make the aircraft are, for example, balsa, foam or composite materials.
Each line 26 is in the form of a cable connected at a first end to the rigid structure 18 of the aircraft 12 and connected at a second end to a main cable linking the generator 24 via the platform, between a wound-up state and a deployed state of the line 26. During the captive flight phase of the aircraft 12, the lines 26 are in a deployed state and under tension, enabling the generator 24 to produce electric power.
According to one exemplary embodiment of the invention shown in the figures, the system 10 is equipped with two lines 26 for controlling the aircraft 12 in the air during the takeoff, flight and landing phases.
According to another exemplary embodiment of the invention, not shown, the system 10 is equipped with a single line 26. In this case, the aircraft 12 is controlled in the air by means of an external control unit providing electronic control of the aircraft 12, for example by controlling the position of its ailerons 20, 22.
The takeoff and landing platform 28 comprises a stationary support 30 and a receiving structure 32 of the aircraft 12 which is intended to accommodate the aircraft 12 and is connected to the stationary support 30.
As shown, the stationary support 30 is installed on a planar surface that can also accommodate the generator 24. This is either a pylon (aluminum latticework) or a vertical pole of sufficient height to raise the aircraft 12 above the ground surface.
According to the first embodiment shown in
According to one embodiment (not shown) of the receiving structure 32, it comprises a frame on which the edge of the net 34 is hooked and intended for tensioning the net 34.
Advantageously, the net 34 is made of a woven or non-woven textile material, with openwork mesh for the passage of air through the net 34.
Advantageously, the receiving structure 32 comprises at least one elastic element, not shown, designed to cushion the landing of the aircraft 12 in the receiving structure 32.
According to a first exemplary embodiment of the receiving structure 32, each elastic element is arranged to elastically connect one arm 36 with the net 34 of the receiving structure 32. In this case, the elastic element is, for example, a fastener made of an elastic material such as rubber.
According to a second exemplary embodiment of the receiving structure 32, each arm 36 of the receiving structure 32 has elastic properties so as to be sufficiently flexible to be able to flex when the aircraft 12 lands in the receiving structure 32.
The receiving structure 32 is mounted pivotably about a vertical axis V and a transverse axis T, corresponding to a main axis A1 and a transverse axis A2, relative to the stationary support 30, so as to enable the receiving structure 32 to be positioned according to the wind direction and thus enable the aircraft 12 to take off or land. The pivoting of the receiving structure 32 about axes A1, A2 also enables a neutral state if the aircraft 12 has to remain on the ground, for example in strong winds. In this case, the receiving structure 32 holds the aircraft 12 horizontally to minimize its lift. The receiving structure 32 is generally oriented like a weathervane, that is, it follows the wind direction Fv while being free to rotate along the main axis A1.
More particularly, the receiving structure 32 is pivoted by an orientable turntable 38 connected to the stationary support 30 and rotatable about the substantially vertical main axis A1. The main axis A1 can be slightly inclined to the vertical, for example up to an angle of 10 or 15 degrees. The orientable turntable 38 has a lower section 40 connected to the stationary support 30, and an upper section 42 connected to the tiltable base 46 via a swivel element 44. The orientable turntable 38 is substantially trapezoidal in shape, with a rounded side forming the upper section 42. The orientable turntable 38 is arranged on the stationary support 30 so as to be inclined at a certain angle to the vertical axis in order to prevent the aircraft 12 from being incorrectly positioned in relation to the wind.
The tiltable base 46, which can be motorized, carries the receiving structure 32 and is mounted pivotably relative to the orientable turntable 38 about a pivot axis A2 substantially transverse to the main axis of rotation A1. The pivot axis A2 can be slightly inclined to a transverse direction T, for example up to an angle of 10 or 15 degrees to the transverse direction T.
The tiltable base 46 comprises:
The tiltable base 46 has a limited swivel range relative to the swivel axis A2 so as to block rotation of the tiltable base to maintain the aircraft's incidence at an optimum angle relative to the wind direction.
According to one exemplary embodiment of the invention shown in the figures, the main body 48 of the tiltable base 46 has a rectangular shape. The retaining arms 52 are parallel to one another and substantially perpendicular to the main body 48 of the tiltable base 46. In this case, each arm 36 of the receiving structure 32 has one end that is attached to one corner of the main body 48 of the tiltable base 46, and the net 34 is stretched between each pair of arms 36.
Advantageously, a planar weathervane 53, here in the form of a longitudinal plate connected to the orientable turntable 38, keeps the orientable turntable 38 and the receiving structure 32 permanently in the axis of the wind, even when the aircraft 12 is in flight.
As shown in
In
To reach the flight phase of the aircraft 12, the aircraft 12 is controlled by the lines 26 to reach a high altitude. Advantageously, the aircraft 12 ascends in a figure-8 formation.
In
Considering
In describing this second embodiment of the invention, the differences will be emphasized and the other components of the system, in particular the aircraft 12 and the stationary support 30, will not be described again.
According to this second embodiment, the receiving structure 32 uses tensioned elastic elements 54 to replace the net 34. More precisely, the elastic device 33 fitted to the receiving structure 32 comprises two strips 54, or cords, of elastic material, each of which is attached by its ends to the free ends of two side frames 56.
Advantageously, each side frame 56 is V-shaped, with each elastic element 54 stretched between the two arms 36 of the V. Alternatively (not shown), each side frame 56 could be C- or U-shaped, compatible with the takeoff and landing of the aircraft 12.
The aircraft 12 rests on these side frames 56.
The two elastic elements 54 are thus arranged on either side of a vertical median plane of the landing structure 32, enabling the elastic device 33 to cushion the landing of the aircraft 12 in the landing structure 32. Thanks to their V-shape, the side frames 56 enable the elastic element 54 to be tensioned, leaving a clearance 59 between the two arms 36 for elastic deformation of the elastic element 54 when the aircraft 12 lands in the landing structure 32. Each elastic element 54 consists of a soft stop to prevent the aircraft 12 from colliding with the rigid frame during docking.
Here, the receiving structure 32 comprises a main frame 58 attached to the tiltable base 46, which is extended at the sides by two side arms 60. The two side arms 60 extend longitudinally towards the rear of the aircraft 12, away from the tiltable base 46. Together, these side arms 60 form a support surface 62, each designed to support part of the main wing 14 of the aircraft 12, when in its rest position.
| Number | Date | Country | Kind |
|---|---|---|---|
| FR2111971 | Nov 2021 | FR | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/FR2022/051925 | 10/13/2022 | WO |
