ES2367501B1 - SUSTAINER, PROPULSOR AND STABILIZER SYSTEM FOR AIRCRAFT AND VERTICAL LANDING AIRCRAFT. - Google Patents

Abstract

The support, propellant and stabilizer system for take-off and vertical landing aircraft of the invention consists of applying one or more rotors or large fans each with two or more horizontal blades, on, under or inside fixed-wing aircraft. Rotors are driven by turbo axles, turbofan, turbo propellers with a mechanical, or hydraulic, pneumatic or electric transmission and the corresponding engines. Using fanes, tangential turbines and / or oscillating fins and / or propellant, sustaining and / or stabilizing and / or control air jets, placing the horizontal fasteners in the vicinity of at least one end of the longitudinal and transverse axis of The aircraft. Large fixed and fixed-blade fans can be placed inside a duct or their blades canned with an aerodynamic profile at or above the fuselage.

Description

Sustaining, propellant and stabilizer system for take-off and vertical landing aircraft. Field of the Invention

In lift, propulsion and stabilization systems of manned and unmanned aircraft. State of the art

The airplanes have low lift at low speed, need maximum power, large wings and hyper-sustainers for takeoff and landing, are dangerous because of their high speed next to the ground, use heavy landing gear, large airports, expensive runways and do not perform vertical takeoff . Helicopters are slow, expensive, heavy, complex and have little autonomy. The current VTOL and SVTOL airplanes, with adjustable or non-orientable nozzles, have little security or are unstable and do not efficiently exploit the energy of the turbines at low altitude and low speed. All are difficult to control. The invention solves these drawbacks. Object of the invention

Be able to take off in VTOL and SVTOL mode, combining the advantages of helicopters and airplanes and facilitating piloting. Using only a part of the great power and lift available and simultaneously different systems of lift, stabilization and control.

Be able to fuselar, hunt or hide the blades when using external rotors.

Use internal counter rotating rotors, fairings or not with aerodynamic profiles, if you use only one, it will be placed at or near the center of gravity.

Selectively apply the driving energy to the thrusters and sustainers.

Provide great stability using fanes, tangential turbines and / or oscillating fins and / or propellant, sustaining and / or stabilizing air jets, placing the horizontal supports in the vicinity of at least one end of the longitudinal and transverse axis of the aircraft, stabilizing fins at the exit of the rotors or the application of asymmetric power by means of several rotors. Compensating quickly and efficiently, especially when using electrical systems.

Eliminate hyper-sustainers, large wings and heavy and complicated landing gear and its systems.

Place the adjustable nozzles of the turbines in

or below the center of gravity of the aircraft. Actuate the rotors, fans and turbines mechanically, electrically, hydraulically or pneumatically. Use turboprops and turbo axles for lift and propulsion. Use centrifugal or axial fairings and oscillating fins as thrusters.

Use turbo axles, turbines, miniturbines, microturbines or Wankel engines with powerful rare earth permanent magnet generators at high rpm. The weight of the generator can be reduced to 1/50 of the current one. Light electric motors can be used.

Use very light turbines, similar to turbo axles, without gears or shafts, with permanent rare earth magnet generators integrated in the compressor area.

Control the ship by applying differential energy to two electromagnets of the oscillating fins. System simpler, faster, more efficient and cheaper than servosystems.

Description of the invention

The support, propellant and stabilizer system for take-off and vertical landing aircraft of the invention consists in applying one or more rotors or large fans each, with two or more horizontal blades, on, under or inside the fixed-wing aircraft. Rotors are driven by turbo axles, turbofan, turbo propellers with a mechanical, or hydraulic, pneumatic or electric transmission and the corresponding engines. Using fanes, tangential turbines and / or oscillating fins and / or propellant, sustaining and / or stabilizing and / or control air jets, placing the horizontal fasteners in the vicinity of at least one end of the longitudinal and transverse axis of The aircraft. Generally said stabilizing elements form 90 ° to each other and with the point of application of the central rotor or application of the resultant lifting forces.

One or two rotors or large fans can be placed inside ducts or the rotors canned with an aerodynamic profile NACA 4412, 2412

or similar, at or above the fuselage and can be centrifugal or axial. These rotors have fins that deflect the flow of driven air to stabilize the aircraft. If necessary, these rotors can be applied full power for five minutes. If a single rotor or large fan is used, it is placed in, above or below the center of gravity of the aircraft.

The external rotors are rigid or semi-rigid blades, fixed pitch, simple, folding and retractable. Each rotor with two or more blades, which are retracted and attached to the fuselage or partially or totally inserted into a grooved cavity in the upper area of the fuselage and / or the wings in high-wing airplanes, being fuseled or fairing with its surface. You can use and store another rotor in the lower area of the fuselage. Only the outermost ends of the blades can be introduced.

The blades can be introduced into cavities with the same shape, lacking or fusing their upper or outer face with the surface of the fuselage of the aircraft. Magnets, springs or fl axes can hold them when they are retracted. The axes hold it at its leading and trailing edge. The blades can be introduced laterally into an external retainer piece. The tips of the blades can be tilted down by staying and being held in housings and equally inclined and reinforced by the fuselage. They can also carry on the tips of the blades hooks that are held in fuselage housings. The paddle housing area must be heated.

The ends of the blades, preferably rigid, can have small lateral fins inclined in a single direction, which forces the blades to be directed with the air of the march when they are free. The blades must have a fixed angle to prevent them from producing resistance or their rotation when they are free. This way you don't have to pick up the rotor or the blades.

The blades can be flexible with the external ends slightly curved downwards, so that when the rotor retracts the blades are attached to the surface of the fuselage, in a reinforced area.

The blades can be rotated and stored between the fuselage and longitudinal plates or bridges on and under said fuselage.

The drive of the rotors and fans can be secured, complemented or reinforced with electric, hydraulic or pneumatic motors.

Rotor pairs can be used in rotation. When the rotors are extended in counter rotation, the separation between them increases by means of a spring. If a single rotor is used, it must be compensated with fins, fans or jets of air on the steering wheel.

One or more rotors may be used on, above or below the center of gravity of the aircraft or several rotors regularly spaced on the surface thereof.

The rotors are coupled to the turbines or propellant engines using hydraulic or air valves,

or with manual, hydraulic, pneumatic clutches

or electric and the corresponding rpm reducers. If a tire is applied, they do not need a reducer.

The electric motors of the rotors and of the fans can be automatically clutch when the motors receive power, disengaging if they lose it.

The blades and shafts of the rotors can be articulated, or be telescopic with sliding shafts or with long threads inside tubular elements and can be picked up and extended vertically, or they can swing such shafts with their articulated and joined ends to the blades by means of a fork and a spring that tends to place the blades perpendicular to said axes when they are picked up, being moved by motors, actuators or hammers. The threaded rotors extend when the turn starts in a sustaining direction and retract if they turn in the opposite direction, this can be done by the wind. Telescopic blades are applied with pressure or suction air inside which is hollow. The axes of the rotors carry at their connecting ends with the wedge-shaped blades and when they are retracted they are introduced to each other and into a grooved cavity equally in the wedge of the fuselage. The outermost rotor blades are wider than the inner ones. A martinete can introduce it in the cavity.

With the gas turbines at or near the center of gravity, a fl ector plate is used to direct the flow of air and exhaust gases down and inwards, they can also be applied to the fl aps during vertical flight. Turbines with adjustable or vector nozzles are placed and discharged below or near the center of gravity of the ship to compensate for the torque created by the turbine suction. This reduces instability and facilitates stabilization with fans or fins.

A variant uses only turbo-axle engines which drive, by means of a hydraulic, pneumatic or electric system, the motors that drive the main or main rotors and / or the centrifugal axial or axial fairing propeller fans. To these fairings a convergent nozzle can be added. The turbo axle gases are directed downwards and the suction is carried out from the upper zone, generating additional lift.

With several rotors the stabilization is achieved using asymmetric power.

The stabilizing and control fans can be pairs of hydraulic, pneumatic or electric fans in series. Oscillating fins can be used. Air can also be injected through grooves from inside the wings or stabilizers on the compensating fin by stabilizing the aircraft during vertical flight. The flap also acts in horizontal flight with the air of the march, being the same control system useful for the entire flight, it is simple and very useful. Lateral fl exible fins profile external air flow.

Direct air jets may be used at least the tip of a wing, and the nose and / or tail, sent from at least two different sources by a conduit that is part of the structure of the aircraft, stringers, ribs and the like, These ducts will also be used to send the tire of the pneumatically driven motors. The air jets are controlled with flow regulating valves.

Fanes or turbines can be axial and centrifugal-axial and can be magnetically levitated and used simultaneously as thrusters, stabilizers and / or sustainers. The blades or blades of the centrifugal axial fans release the air fl ow radially and axially, contributing to it the casing or shield thereof. The blades may be flat and parallel with the planes that pass through the axis of rotation or may be twisted.

Several pairs of fixed propellant fans can be used on each side of the fuselage, which can have a slight nose angle above and / or can rotate 90 ° around the transverse axis. Its fl ow can be straightened with fins.

One or more fans or turbines, fairings or not fairings, can be placed on at least one wing, on a fin of a canard plane or on the stabilizers, the side fans can be placed inclined around the transverse axis and the front ones around the Longitudinal axis to counteract the main rotor torque, can also be placed on the horizontal and vertical stabilizer. Stabilizing fins deflect the air flow at the outlet of the fanes of the fairings rotors. Two counter-rotating and series fairing fairs can be used within a single duct, and can be operated by two independent systems and motors.

The stabilizing fans can use a variable sustaining fl ow to produce stabilization and can reverse the fl ow to compensate with or without support.

Rotor or centrifugal fairing fans carry a disc and / or a cone or semiovoid in the rear area of the blades or propellers.

The oscillating fins oscillate around an axis or a fl axis under the fuselage and wings, or at the exit edge of wings and stabilizers and carry a permanent magnet or a ferromagnetic portion attracted alternatively by electromagnets fed by currents

or electrical signals from multivibrators or oscillators, varying the intensity or frequency varies the power of the sustaining or compensating fl ow. For greater performance they can oscillate lodged in prismatic containers.

Peripheral motor-driven tangential turbines send the sucked air through the side or upper inlets of the fuselage or wings and expel it down through the lower zone outlets.

The motors of the fans and peripheral turbines can be reversible, producing and storing current or tire during the descent.

Fan bearings and rotors can also be air or magnetic.

Electric generators of permanent rare earth magnets, iron boron neodymium, cobalt samarium or the like, air-cooled, rotating at high speeds of turbines, miniturbines, Wankel engines, etc. are used. applying them directly to them, or through a small reduction in rpm: The generated high frequency current is rectified and applied to oscillating fins and DC motors, or low frequency AC motors through an inverter. The weight of the generator can be reduced to 1/50. Rotors and fans can be applied with multiple brushless electric motors. Its use reduces the necessary energy, noise and emission of pollutants. Electric motors must also use permanent rare earth magnets.

You can use Wankel engines or turbines, mini turbines, etc. of light gas for the exclusive use of electric current, which do not use reducing gears or external shafts, which can be integrated with a large alternator whose rotor of permanent magnets of rare earth is solidary and rotates with the compressor, having the stator held by uprights a fixed bushing or the turbine housing. Due to their low weight they can only be used in vertical flight.

During take-off and landing, electrical or pneumatic energy and that of accumulators, fuel cells or supercapacitors can be added by applying it to complementary electric or pneumatic motors that reinforce the motors of the main rotors and fans. A gearbox facilitates the sum of the energies of the different shafts or motors before applying it to the shafts of the rotors and fans. If the main sustaining rotors are driven by electric motors, said energy will be added directly to them. The accumulators will be quick discharge.

Gyroscopes detect the change of attitude with respect to the horizontal and heading, generating signals that act on electric motors by operating the fans, fins and flight controls. There may be a gyro for each motor or fan.

The best solutions are: a) Use of Wankel engines or simple and lightweight miniturbines, microturbines or turbo axes with generators of powerful permanent magnets, integrated or not, to drive rotors, oscillating fins and / or electric fans, b) Use of turbo propellers by putting the Propeller propeller zeroing during vertical flight, c) Use of a turbo shaft hydraulic system to drive the rotor during vertical flight and a fairing centrifugal fan or propeller propeller for horizontal flight and d) Use of mechanical transmission of a turbo axle to drive the rotor during vertical flight and the centrifugal axial fairing fan or propeller propeller for horizontal flight.

An additional system consisting of turbofan can be used, in which the fan of the turbine shaft is independent by means of a clutch during vertical flight.

The legs can be flexible and fixed damping axes, bent back and supporting, which can be retractable and carry wheels at their ends.

Changes in the rotor support mode to the mode provided by the wings overlap and are done smoothly, avoiding abrupt changes in attitude.

In the ascent you can use an umbilical electric cable attached to the ground or to a rotating arm which feeds the aircraft to a certain height

or up to a certain speed, disconnecting later. For long flights you can ascend and even descend helped by a feeder helicopter and an electric cable. You can also lift the aircraft using a platform to a height of flight start. All this saves fuel and gives security, especially in the takeoffs that is when it presents greater weight.

On long flights you can use another aircraft or nurse helicopter that recharges fuel once the aircraft carrying out the flight has risen. Intermediate refueling can also be carried out along these flights.

The rotor has a brake that makes it easy to introduce it, once stopped, into its housing.

The aircraft can use only four reduced and / or low-rope wings, two canard and two rear wings in stabilizer positions, so that the rotor fl ow has little opposition. In compensation the lower area of the fuselage can be flat.

On the rise you can use a liquefied and thermally insulated gas, such as nitrogen, which drives turbines or pneumatic motors, which in turn move electric generators. This system is economical and does not need heavy bottles.

The blinds of the fans and fairings rotors are driven by motors, open with the internal fl ow and close with the air of the march and some springs. They can also be activated automatically, open with the internal fl ow and close with the air of the march. The blinds can be used to stabilize the aircraft with respect to its transverse axis.

To improve lift, takeoffs and landings will be carried out with flat-body ships approved to the wind with a positive angle of attack. Brief description of the drawings

Figure 1 shows a schematic and perspective view of an aircraft with the system of the invention.

Figures 2 and 6, 7 and 32 show schematic and elevation views of variants of the aircraft of the invention.

Figures 3, 26 and 27 show schematic and elevational and partially sectioned views of aircraft variants.

Figures 4, 5,18 to 25 and 38 are plan views of variants of the aircraft.

Figures 9, 10, 10A, 10B and 10C show cross-sectional views of two blades attached or inserted into a fuselage portion.

Figure 11 shows a sectional view of a fuselage and rotor portion.

Figure 12 shows a partially sectioned view of a propellant fan.

Figure 13 shows a schematic and cross-sectional view of a wing or stabilizer portion and a control fin.

Figures 8, 14 and 41 show schematic and partially sectioned views of a double fan device.

Figure 15 shows a schematic and partially sectioned view of a rotor and the transmission sprockets.

Figures 16 and 17 show elevation and partial views of rotor variants.

Figures 28, 33 and 42 show schematic views of partially sectioned fuselages.

Figures 29 and 30 show frontal views of fuselages with oscillating fin variants.

Figure 31 shows a view of a sectioned wing with oscillating fins.

Figures 34 through 36 show plan views of different variants of oscillating fins.

Figure 37 shows a schematic and perspective view of an aircraft with a variant of oscillating fin system.

Figure 39 shows a plan view of a fan variant.

Figure 40 shows an elevation view of the fan of Figure 30.

Figure 43 shows a view of a sectioned wing with tangential turbines.

Figures 44, 45 and 46 show schematic views of variants of special turbines with built-in generators.

Figure 47 shows a block diagram of an electrical system that feeds rotors, fans, turbines and electromagnets of the fins. More detailed description of the invention

The invention, Figure 1, shows the fuselage (1) of the aircraft in vertical flight, the blades (2), the axis of the external rotor (3) of the sliding or telescopic type, the turbofan (4), the double tail fan (5), the wing (47) and the canard fins (48). The larger arrow shows the rotor's bearing force and the small wings of the double supporting and stabilizing fans (9 and 9a), to stabilize it is sufficient to apply them at only two points, the other fans are used when they are used as sustainers. The blades are flexible and their ends (72) slightly curved downwards, shows the optional housing (43).

Figure 2 shows the fuselage (1) of the aircraft, the blades (2), the extended external upper rotor shaft (3). The turbines (4a) with the adjustable nozzle (58), under the center of gravity, suck air from the upper area through the duct (62) with the valve

(63)

opened by a pier, it closes when the plane advances at a certain speed. The rotors are in rotation, the tail (5) is optional.

Figure 3 shows the fuselage (1) of the aircraft, the blades (2) of the external rotor retracted and fuselated in the upper area of the fuselage of the aircraft, the turbofan (4) and the tail rotor (5), the axis of the external rotor (3) vertically sliding with an actuator

or motor and gears (21), the rotor shaft rotates further inside the tubular housing (22) and is supported by bearings. The rotor shaft (3) rotates through the drive shaft from the turbine and gears (23).

Figure 4 shows the aircraft (1), the axis of the external upper rotor (3), its blades (2) and those of the optional rotor under the fuselage (2a), the twin centrifugal propeller fans (10), the double supporting fans and stabilizers (9), the four minialas in positions of the stabilizer (57) and in the canard fins (48) outside the circle of the rotors. You can use little rope wings in the central area. The driving fans or turbines are placed outside the central zone. The lower area of the fuselage can be flat.

Figure 5 shows the aircraft (1) canard type, the external rotor shaft (3), the centrifugal propeller fans (10), the horizontal compensating oscillating fins (71) on a wing and on the tail (71a). Fanes and fins are used at two points at 90º with the main rotor. Show the blades (2) in an upper housing of the wings of a high-wing aircraft. The dashed line blades can be those of a four-blade rotor.

Figure 6 shows the fuselage (1) of the aircraft, the blades (2), the external rotor shaft (3), the fork shaft (8), the tail rotor (5), the fl ow Turbine outlet (4a) under the center of gravity impacts on the inclined plate (64) driven by the hammer (65) and deflects the flow down and inwards, it can suck the air from the upper area through the duct (62) when the valve gate (63) opens, it is closed by a dock and closed when the plane is advanced at a certain speed.

Figure 7 shows the fuselage (1) of an aircraft, the extended blades (2), the external rotor shaft (3), the turboprop (4b) the rotor joints and blades (8 and 8a), the tail fan (5a), the double stabilizer fan (9), the tail (53) with a double stabilizer fan (9b) and the housing of the retracted blades, marked with dashed line.

Figure 8 shows the double axial fan (9) with its blades (46) in counter-rotation with common motors (56 and 56a), the pinions (28) and its actuation axes (29), the motors are clutch when receiving current. The fans can be independent of each other. The blinds

(25) actuated with an actuator, it also opens automatically with the air of the fans and closes with that of the march and the action of some springs. Use the flexible fins (25a) on the underside. Bearings not shown. This gear system can be used on rotors placed on and under the fuselage, both external rotors would extend or move outward driven by the pinions (28) and shafts (29).

Figure 9 shows the blade (2) housed in the upper or lower reinforced area of the fuselage (la), attracted and held by the fixed magnet (50) and its ferromagnetic section (51). Add the flexible retainer (76).

Figure 10 shows the blade (2) housed in the upper or lower outer reinforced area of the fuselage (1b), held by the protruding lateral retainer (77). The end of the blade is inclined laterally so that the air from the march presses it into the retainer (77). To do this you must turn the blade in the opposite direction.

Figure 10A shows the blade (2) attached to the fuselage (1) and retained, from its leading and trailing edge, with the fl axes (38 and 38a).

Figure 10B shows the blade (2), the inclined housing (92) reinforced on the fuselage (1) where the inclined tip (93) of the attached blade (2) is housed.

Figure 10C shows the attached blade (2), the inclined housing (92) reinforced on the fuselage (1) where the inclined tip (93) of the blade is housed.

Figure 11 shows the end of the external rotor

(3) with the wedge (14) which is introduced into the channel of inclined walls (15) of the fuselage (1), forcing it to retract in the longitudinal groove thereof. This is valid for a single rotor. If you use two rotors, the outer one is wider and the inner one is inserted deeper.

Figure 12 shows the double centrifugal-axial propeller fan (10), it can be supportive and / or stabilizer, its axes (11), the hull (12), the convergent nozzle (13) and the flat and parallel blades (46) with the planes that pass through the axis of rotation, they may be twisted, add the float discs (89) and the cone

or optional semiovoid (91).

Figure 13 shows the wing or stabilizer (17), through whose inner groove (16) air is injected on the compensating fin (18) rotating around the axis (19), compensating the aircraft during vertical flight, the fin is divided by the shaft (19) in two asymmetric sections, which helps to deflect the jet of air to me or another side of it. The fin acts in horizontal flight over the air of the march. The flexible fins (20 and 20a) allow the external air flow to be aerodynamically drilled.

Figure 14 shows the double centrifugal fans (9) with the fl ector discs (89) with their blades (46) in rotation, driven simultaneously by the electric motors (24 and 24a) and the clutches (61 and 61a), the blinds ( 25) actuated with actuators or hammers (26), supports and bearings (27), the pinion assembly (28) and its shafts (29). Some bearings are not shown. The fans can be independent of each other.

Figure 15 shows the axes of the external rotors (3) in rotation, grooving and longitudinally sliding between them, driven by the pinions (31), the main shaft (30) and speed reducer (55) when the clutch is operated ( 49) and also by the complementary electric motor for reinforcement or safety (32) and its clutch and rpm reducer (61b). The rotors extend with the actuator (35) and the rod (34), mainly related to the external rotor which, when extended, extends the spring (36) separating the rotors from each other for greater safety. Bearings not shown. (35) could be an electric motor or pneumatically driven turbine.

Figure 16 shows an external rotor (3) of blades

(2) extendable, telescopic and hollow and its outer section (40), extend with pressurized air and retract by suction.

Figure 17 shows an external rotor (3), the ends of the blades (2), preferably rigid, which can have small lateral fins inclined in a single direction (41 and 41a), which forces the blades to be directed, when they remain free, with the air of the march shown by the arrow. Only the upper or lower fins can be used.

Figures 18 through 21 show aircraft (1), with pairs of main internal centrifugal rotors in counter rotation (54) and in the center of gravity, with stabilizing fins in their lower zone, propellers (4) and double supportive fans and optional stabilizers (9 and 9a) in counter rotation. If a fan fails, the power of the next one is increased. The rotors can be axial. The front fans (73) of Figure 21 retract and hide in the fuselage during horizontal flight. The system is similar to the one used in the F-35 but uses centrifugal axial fanes at or above the center of gravity and adds stabilizing fanes.

Figure 22 shows the aircraft (1), the pairs of internal centrifugal or axial rotors in counter rotation (54), with stabilizing fins, propellers (4) and propellants (4a) typical for orientable nozzles and for fins or inclined flip-offs of the fl ow, the direct stabilizing air jets (59 and 59a), placed in the vicinity of at least one end of the longitudinal and transverse axis of the aircraft.

Figures 23 through 25 show the aircraft (1), with three or four pairs of internal centrifugal or axial rotors in rotation (54) with stabilizing fins, not shown in the figure, and thrusters (4) and propellers (4a) typical for orientable nozzles and for fins or inclined fl aps of the fl ow. The rotors can be axial.

In the aircraft of Figures 18 to 25, stabilization is also achieved by varying the lift by means of stabilizing fins in the air stream.

Figure 26 shows the aircraft (1), the pair of main internal centrifugal rotors (54) with the fl ector discs (89), their axes (3), the thrusters (4), the optional stabilizing fan (5), the drive shaft (30), gearbox (31) and stabilizer fins (59) that driven by motors (60) deflect the air fl ow. The rotors can be axial and driven by fully independent drive shafts or motors.

Figure 27 shows the aircraft (1), the axes of the rotors (3) and the shaft shaft portion (30), the pair of centrifugal-axial rotors (54) and the two aerodynamic profile fairings (48) of the rotors Instead of the fl ector discs, the fixed fl ector wall (90) is used. One rotor is at the height of the fuselage and the other in the upper part of the ship forming a high wing supported by the uprights (43).

Figure 28 shows the fuselage (la), the flippers (67) oscillating around the axes (74) alternately attracted their opposite arms by the electromagnets (68). The fins are stored in accommodation (69), sections of lines. Actuators not shown.

Figure 29 shows the fuselage (la) and oscillating fins (67) adapted to the flat and inclined sides of a special fuselage. The arrows indicate the entry of the air fl ow.

Figure 30 shows the fuselage (la) and the oscillating fins (67) adapted adjacent to the flat bottom of a special fuselage.

Figure 31 shows the wing (47), the flippers (67) oscillating around the axes (74), alternately attracted by the electromagnets (68). They can be stabilizing, sustaining and propelling. The fins can also rotate around a support fl axis and retract by attaching to the intrados during horizontal flight, they can remain attached to the wing with actuators, magnets, suction on the inner face or by having the exit edge slightly tilted outwards. The fin (67b) is applied to the trailing edge, (75 and 75a) being elastic membranes or foam rubber padding that fuse the fin with the wing.

Figure 32 shows the aircraft (1) and the oscillating fins (67, 67a, 67b and 67c). They can be formed by several sections as shown with the dashed lines.

Figure 33 shows the aircraft (1) with the oscillating fin (67), rotating around the axis (74) and operated by the electromagnet (68).

Figure 34 shows the fin (67) actuated by the electromagnet (68), which can be placed in the optional position (68a), the axis of rotation (74) and the ferromagnetic part (75).

Figure 35 shows the fin (67) actuated by the electromagnet (68) that attracts the ferromagnetic joint (76) around the axis of rotation (74).

Figure 36 shows the fin (67) actuated by the electromagnet (68) that attracts the ferromagnetic part

(75) fl exioning the fl axis (77).

Figure 37 shows the aircraft (1), the oscillating fins (67a, 67b, 67c and 67d) at rest or propelling horizontally, the wings (47), canard fins (48) and the turbofan (4).

Figure 38 shows the aircraft (1), the twin centrifugal axial thrusters, sustainers and stabilizers (10), the double supporting and stabilizing fans or rotors (9), the stabilizer (57) and the canard fins (48). The wings when not using rotor can also be in the central zone.

Figure 39 shows the propeller (46) of the fans, its peripheral ring (70), pulleys (71) and electric drive motors (56d).

Figure 40 shows the peripheral rings of the propellers (70) of the fans, pulleys (71) and electric drive motors (56d).

Figure 41 shows the double centrifugal fans (9) with the fl ector discs (89), with their blades (46) in rotation, operated simultaneously by the independent electric motors (24) and the clutches (61), the supports and bearings (27). ).

Figure 42 shows the fuselage (1) with the peripheral tangential turbines (84), driven by the motors (85), which suck the air through the upper inlets (86) and propel it down through the outlets (87).

Figure 43 shows the wing (47) with two tangential turbines (84) driven with the motors (85).

Figure 44 shows the miniturbine or microturbine (60), with the rotor of permanent rare earth magnets (69) in the area of the compressor and the stator (70) or winding attached to the housing by means of uprights or fixed blades.

Figure 45 shows the miniturbine or microturbine (60), the rotor with several stages of permanent rare earth magnets (69a) in the compressor area, and the stator (70a) attached to the housing by uprights.

Figure 46 shows the miniturbine or microturbine (60), with permanent rare earth magnets (69b) in the compressor and the stator (70b) around it.

The previous miniturbines or microturbines do not use reducing gears or external shafts.

Figure 47 shows the turbine, miniturbine or microturbine (60), which drives the generator (78) between approximately 10,000 and 200,000 rpm, whose alternating current is sent to the rectifier (62) which sends the obtained direct current to the bar (63 ). The generators (78a, 78b and 78c) send the current to the rectifiers (62a, 62b and 62c) and once rectified they are applied to the direct current bars (63a, 63b and 63c). As an example some propellers or fans are shown whose bars (63, 63a, 63b, and 63c) feed the motors (32, 24a, 24b and 24c) of the external rotor (3), internal rotor (54), internal rotor (54b) fairing with the aerodynamic profile (48) and the fans (9 and 10) through the corresponding frequency inverters (65, 65a, 65b and 65c) operated by the gyro or control signals. Those who use several engines can use a planetary gear system to drive the rotor or fan. The Wankel engine (79), the pneumatic or nitrogen driven motor (80), the battery (81), the fuel cell (82) and the supercapacitors (83) feed the rod (63c) through the semiconductors (66 ), and from the bar (63c) through the frequency inverters (65e and 65f) to the motors (85) of the tangential turbines (84) and to the electromagnets of the oscillatory fins (67) Each fan uses at least one motor and each motor can be powered by other frequency inverters if the main power fails.

Claims (68)

 they retract each other and into a cavity here 1. Sustaining, propelling and stabilizing system for take-off and vertical landing aircraft, which consists of applying one or more rotors or large fans each with two or more horizontal blades, on, under or inside the fixed-wing aircraft. rotors are driven by turbo axles, turbofan or turbo propellers with a mechanical transmission, or hydraulic, pneumatic or electric and the corresponding motors, using fans and / or oscillating fins and / or propellant, sustaining and / or stabilizing and / or control air jets, placing the horizontal supports in the vicinity of at least one end of the longitudinal and transverse axis of the aircraft.

2.

System according to claim 1, characterized in that one or two rotors or fans are placed inside some ducts or they are fired with an aerodynamic profile NACA 4412, 2412 or similar, in the central area of the fuselage and / or on it, fins at the exit of the ducts stabilize the aircraft.

3.

System according to claim 1, characterized in that the rotors are external, of fixed pitch blades, simple, folding and retractable, each rotor with two or more blades, which when retracted are partially introduced

or totally in a groove of its upper zone, leaving the external ones that are larger fuseladas or fairing with its surface.

Four.

System according to claim 1, 2 and 3, characterized by using a single rotor or a large fan above or below the center of gravity of the aircraft.

5.

System according to claim 1, 2 and 3, characterized by placing a pair of rotors or large fans in, on or under the center of gravity of the aircraft.

6.

System according to claim 1, 2 and 3, characterized by using pairs of rotors in rotation.

7 System according to claim 1 and 3, characterized in that the blades are attached or inserted into a grooved cavity in the wings of high-wing aircraft.

8.

System according to claims 1 and 3, characterized in that the two, three or four outermost blades of the rotors are attached to the upper area of the fuselage and / or in the wings of high wing type aircraft.

9.

System according to claims 1 and 3, characterized in that the blades are rigid and are inserted into an external retainer piece laterally.

10.

System according to claims 1 and 3, characterized in that the blades have their ends inclined downwards and are retained in similarly inclined and reinforced fuselage housings.

eleven.

System according to claim 1 and 3, characterized in that the axes of the rotors are collected and extended vertically and slide or threaded telescopically into tubular elements.

12.

System according to claim 1 and 3, characterized in that the axes of the rotors are collected and extended by tilting and have their ends articulated and joined to the blades by means of a fork and a spring that tends to place the blades perpendicular to said axis.

13.

System according to claims 1 and 3, characterized in that the axes of the rotors carry at their connecting ends with the wedge-shaped blades and when

also born in wedge of the fuselage.

14.

System according to claims 1 and 3, characterized by using two or more rotors, with the wider external rotor blades.

fifteen.

System according to claim 1, characterized by using several rotors which are regularly spaced on the surface of the aircraft and placed at different heights.

16.

System according to claim 1, characterized in that the rotors are coupled to the turbines or propellant motors using hydraulic or air valves.

17.

System according to claim 1, characterized in that the rotors are coupled to the turbines or propellant motors using hydraulic, pneumatic or electric clutches and the corresponding rpm reducers.

18.

System according to claim 1, characterized in that the rotors are coupled to the turbines or propellant motors using manual clutches.

19.

System according to claim 1 and 10, characterized in that the rotors in counter rotation when extended increase the separation between them by means of a spring.

twenty.

System according to claim 1 and 3, characterized in that the blades are telescopic, actuated by pressure and suction of air inside them.

twenty-one.

System according to claims 1 and 3, characterized in that the ends of the blades, preferably rigid, have small lateral fins inclined in a single direction, which forces the blades to be directed with the air of the march when they are free, the blades must have a fixed angle to avoid producing resistance or turning when they are free.

22

System according to claim 1, characterized by using an external rotor in the upper area and another in the lower one of the fuselage.

2. 3.

System according to claim 1 and 3, characterized in that the blades are introduced into cavities with the same shape, lacking or fusing their upper or outer face with the surface of the fuselage of the aircraft.

24.

System according to claims 1 and 3, characterized in that only the outermost ends of the blades are inserted in some housings of the fuselage and magnets, springs or fl axes hold them when they are retracted.

25.

System according to claim 1 and 3, characterized in that the blades are attached to the fuselage and are retained by their leading and trailing edges with two fl axes.

26.

System according to claim 1, characterized by using one or more fairings or non-fairings supporting and / or stabilizing fans in at least one wing, in a fin of a canard type aircraft or in the tail and / or in the stabilizers.

27.

System according to claim 1, characterized by using pairs of series counter-rotating fairs inside a single duct in each of the wings, on the fins of a canard-type aircraft and on the horizontal and vertical stabilizer, driven by two systems and engines independent.

28.

System according to claim 1, characterized by using thrusters, sustainers and / or axial stabilizers.

29.

System according to claim 1, characterized by using propellants, sustainers and / or centrifugal axial stabilizers.

30

System according to claim 1, characterized by using pairs of propellant, sustaining and / or magnetically levitated stabilizers.

31.

System according to claim 1, characterized in that the flanges of the wings or sides are inclined around the transverse axis of the plane and those of the canard or front wings around its longitudinal axis.

32

System according to claim 1, characterized in that the fans are retractable.

33.

System according to claim 1, characterized in that several pairs of fixed propellant fans are used on each side of the fuselage, which have a slight nose angle above.

3. 4.

System according to claim 1, characterized in that several pairs of driving, supporting and stabilizing fans are used, which rotate 90 ° with respect to the transverse axis of the aircraft.

35

System according to claim 29, characterized in that converging nozzles and a cone in the central area are added to the fairings of the centrifugal axial fans.

36.

System according to claim 1, characterized in that the centrifuged rotors or centrifugal fans carry a disc and / or a cone or semiovoid in the rear area of the blades or propellers.

37.

System according to claim 1 characterized in that the actuation of the fans and rotors is reinforced with electric or pneumatic motors.

38.

System according to claim 1 characterized in that by means of a gearbox the energy of the shafts or motors is added and applied to the shafts of the rotors or fans.

39.

System according to claim 1, characterized in that the aircraft use stabilization and control devices consisting of grooves or ducts in the wings or stabilizers through which the air jets are inflated on the control fins compensating the aircraft during vertical displacement, carrying fl exible lateral fins that profile the flow of external air.

40

System according to claim 1, characterized in that the stabilizing and control air jets, direct or not, are sent by ducts that are part of the structure of the aircraft, stringers, ribs and the like, and are placed on at least the tip of a wing, and of the nose and / or tail, these ducts will also be used to send the tire of the pneumatically driven motors.

41.

System according to claim 1, characterized in that the stabilizing and control fins divert the air fl ow at the outlet of the fanes of the fairings rotors.

42

System according to claim 1, characterized in that at take-off and landing it adds electric energy from the accumulators to the complementary electric motors of the engines of the rotors and fans of the aircraft.

43

System according to claim 1, characterized in that during the take-off and landing of the aircraft the pneumatic energy is added to that of the pneumatic motors of the sustaining rotors.

44.

System according to claim 1, characterized in that the turbofan engines use a fan that becomes independent from the turbine shaft by means of a

clutch during vertical flight. 45. System according to claim 1, characterized by using only turbo axles which drive by means of a hydraulic, pneumatic system or electric motors that drive the main or main rotors and / or the axial or centrifugal axial propeller fans and the electromagnets of the oscillating fins, the exhaust gases are directed downwards and the suction is made from the upper zone, generating a lift additional.

46.

System according to claim 1, characterized by using turbines, miniturbines, microturbines or Wankel engines, for the exclusive use of the electric power of the aircraft, which have integrated the generator whose rotor formed by the permanent magnets of rare earth is solidary and rotates with the compressor, having the stator secured by uprights to a fixed bushing or to the Wankel engine housing, turbine, miniturbine or microturbine.

47

System according to claim 1, characterized by applying electric energy by means of electric generators driven by turbines or pneumatic motors and these in turn with pressurized air or liquefied gas stored in thermally insulated containers.

48.

System according to claim 1, characterized in that during the takeoff and landing the electrical energy of generators, accumulators, fuel cells or supercapacitors is added, applying it to complementary electric motors that reinforce the motors of the fans and rotors.

49.

System according to claim 1, characterized in that the turbines are close to the center of gravity and by means of the fl ap or a fl ector plate, the flow of air and exhaust gases is directed downwards and inwards during the vertical flight.

fifty.

System according to claim 1, characterized in that the turbines carry adjustable nozzles

or vector below the center of gravity of the aircraft or slightly separated from the center of gravity to compensate for the torque created by the suction of the turbine, which directly discharges the flow down.

51.

System according to claim 1, characterized in that the legs of the train have wheels and flexible and fixed damping axes, curved backwards.

52

System according to claim 1, characterized in that the oscillating fins oscillate around an axis or fl axis under the fuselage and wings or at the exit edge of wings and stabilizers and carry a permanent magnet

or a ferromagnetic portion which is alternatively attracted by electromagnets fed by electric currents or signals from multivibrators or oscillators, varying the intensity or frequency is achieved to vary the power of the sustaining or compensating fl ow, the fins are introduced or attached to the fuselage or on the wings

53.

System according to claim 1, characterized by using peripheral tangential turbines which, driven by motors, send the air sucked by the side or upper inlets of the fuselage or wings and propel it downwards through the exits in the lower zone.

54

System according to claim 1, characterized in that the fairings fans and rotors are covered with blinds, which are operated by motors or actuators and also closed by means of springs.

55.

System according to claim 1, characterized in that the fanes and fairings rotors are automatically covered, open with the internal flow and close with the air of the march and springs.

56.

System according to claim 1, characterized in that the bearings of fans and rotors are air

or magnetic

57.

System according to claim 1, characterized in that the blades of the centrifugal axial fans or rotors are flat and parallel with the planes that pass through the axis of rotation.

58.

System according to claim 1, characterized in that the blades of the fans are twisted.

59.

System according to claim 1, characterized in that the fans carry a ring or peripheral ring held between pulleys driven by electric motors.

60

System according to claim 1, characterized in that the aircraft uses only four small wings, with small rope and / or in positions of the stabilizer and canard fins, and the fuselage with at least its lower flat area.

61.

System according to claim 1, characterized by applying the electrical energy in the ascent by means of an electric cable connected to the ground or to a rotating arm which feeds the aircraft to a certain height or a certain speed, subsequently disconnecting.

62

System according to claim 1, characterized by using a platform to raise the aircraft to a height of flight start.

63.

System according to claim 1, characterized by generating the energy using an ascent in the ascent

Thermally insulated liquefied gas in a vessel that is allowed to run out by driving pneumatic motors and these to electric generators.

64.

System according to claim 1, characterized by ascending and descending the aircraft assisted by a feeder helicopter and an electric cable.

65

System according to claim 1, characterized by being the engines of the fans and reversible tangential turbines and producing and storing current and / or pneumatic in the descent.

66.

System according to claim 1, characterized in that the electric power is generated by electric generators of permanent rare earth magnets, neodymium boron iron, cobalt samarium or the like, air-cooled that rotate at high speeds of turbines, miniturbines or microturbines, or motors Wankel applying them directly to them, or through a small rpm reduction, the high frequency of the generated alternating current is rectified and applied to the oscillating fins and to the DC, or AC motors Low frequency through an inverter, the current of the accumulators, supercapacitors and fuel cells is applied to the direct current bars and of these to the inverters that feed the electromagnets, rotary motors and complementary fans, the motors of direct current feed directly.

67.

System according to claim 1, characterized by using gyroscopes to stabilize or control heading and horizontability.

68.

System according to claim 1, characterized in that a gyroscope is used for each stabilizing motor or electromagnet.

SPANISH OFFICE OF THE PATENTS AND BRAND Application no .: 200901843 SPAIN Date of submission of the application: 26.08.2009 Priority Date: REPORT ON THE STATE OF THE TECHNIQUE 51 Int. Cl: See Additional Sheet RELEVANT DOCUMENTS

Category

Documents cited Claims Affected

X

US 6340133 B1 (CAPANNA et al.) 22.01.2002, 1,15,17,26,28,

column 4, line 11 - column 5, line 55; Figures 1-7.

32-33,44,49-50

X

US 1662406 A (THOMPSON) 13.03.1928, the entire document. 1,11,15,28,32,41

Y

FR 816813 A (LARUE) 18.08.1937, 1-4,8,11,26,28-29,

whole document.

31.33-34.37.41-42,

46.48-49.54-55.61,

65-68

Y

EN 2293818 A1 (MUÑOZ SAIZ et al.) 16.03.2008, 1-4,8,11,26,28-29,

whole document.

31.33-34.37.41-42,

46.48-49.54-55.61,

65-68

Y

EN 2288083 A1 (MUÑOZ SAIZ et al.) 16.12.2007, 1-4.7-8.23.26.28,

whole document.

37.41-42.45-46,

48-49,54,65-68

Y

WO 2004024558 A2 (WHITE) 25.03.2004, 1-4.7-8.23.26.28,

whole document.

37.41-42.45-46,

48-49,54,65-68

A A A

WO 2009047376 A1 (MUÑOZ SAIZ) 04/16/2009, page 1, line 12 - page 2, line 19; Figure 1. EN 2289932 A1 (NATIONAL INSTITUTE OF Aerospace TECHNIQUE) 01.02.2008 EN 2275370 A1 (HELICAT INDUSTRY AND ROTATING WINGS) 01.06.2007 52

Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

This report has been prepared • for all claims • for claims no:

Date of realization of the report 14.10.2011

Examiner L. J. Dueñas Campo Page 1/4

REPORT OF THE STATE OF THE TECHNIQUE Application number: 200901843 CLASSIFICATION OBJECT OF THE APPLICATION  B64C29 / 00 (2006.01) B64C27 / 26 (2006.01) B64C27 / 28 (2006.01) B64C27 / 30 (2006.01) B64C15 / 12 (2006.01) Minimum documentation sought (classification system followed by classification symbols) B64C Electronic databases consulted during the search (name of the database and, if possible, search terms used) INVENTIONS, EPODOC State of the Art Report Page 2/4 State of the Art Report Page 3/4

WRITTEN OPINION

Application number: 200901843

Date of Completion of Written Opinion: 14.10.2011

Statement

Novelty (Art. 6.1 LP 11/1986)

Claims Claims 1-68 IF NOT

Inventive activity (Art. 8.1 LP11 / 1986)

Claims Claims 5-6, 9-10, 12-14, 16, 18-22, 24-25, 27, 30, 35-36, 38-40, 43, 47, 51-53, 56-60, 62-64 1 -4, 7-8, 11, 15, 17, 23, 26, 28-29, 3134, 37, 41-42, 44-46, 48-50, 54-55, 61, 65-68 IF NOT

 WRITTEN OPINION Application number: 200901843 1. Documents considered.- The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Document

Publication or Identification Number publication date

D01

US 6340133 B1 (CAPANNA et al.) 01/22/2002

D02

US 1662406 A (THOMPSON) 13.03.1928

D03

FR 816813 A (LARUE) 18.08.1937

D04

ES 2293818 A1 (MUÑOZ SAIZ et al.) 03/16/2008

D05

ES 2288083 A1 (MUÑOZ SAIZ et al.) 16.12.2007

D06

WO 2004/024558 A2 (WHITE) 03.25.2004

2. Statement motivated according to articles 29.6 and 29.7 of the Regulations for the execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement Document D01 presents, as set forth in claim 1, a support, propellant and stabilizer system for vertical take-off and landing aircraft, applied to fixed-wing aircraft (see D01; column 1, lines 10-18), consisting of one or larger rotors, each with two or more horizontal blades (see D01; figures 1a-1c), said rotors driven by turbophanes or turboprops with a hydraulic transmission and the corresponding motors (see D01; column 4, lines 25-42), using rotors (see D01; figures 1a-1c), non-fans, and air jets propellants, sustainers and control stabilizers (see D01; column 4, line 62-column 5, line 25), located in the vicinity of at least one end of the longitudinal and transverse axes of the aircraft (see D01; figures 1a-1c). With all this and in view of what is known from document D01, it is not considered that it requires any inventive effort for a person skilled in the art to develop a system as described in claim 1. Accordingly, the invention claimed in claim 1 It does not imply inventive activity. The same can be argued from document D02 or the combinations of D03-D04 or D05-D06. Dependent claims 2-4, 7-8, 11, 15, 17, 23, 26, 28-29, 31-34, 37, 41-42, 44-46, 48-50, 54-55, 61, 65 -68, are considered to be practical issues, which are previously known from the documents cited D01-D06, as distributed in the State of the Art Report or are obvious to an expert in the field. State of the Art Report Page 4/4