JP2007509790A - Ducted fan vertical take-off and landing aircraft - Google Patents

Abstract

To provide a vehicle or the like that can exhibit a plurality of different functions with a relatively simple and inexpensive structure.
A vehicle includes a fuselage having a vertical axis and a horizontal axis, two ducted fan lift generating propellers attached to the fuselage on both sides of the horizontal axis, and one side of the fuselage formed in a fuselage between the lift generating propellers. And a payload compartment formed in the fuselage between the lift generating propellers and on the opposite side of the pilot compartment, and two propulsion fans disposed at the rear of the vehicle. Various modifications are described in which the vehicle can be used not only as a VTOL aircraft, but also as a multi-functional utility machine having many various functions including a hovercraft and an AVT function. An unmanned transport is also described. Specific features applicable to single or multiple ducted fans and VTOL machines are also described.
[Selection] Figure 18

Description

  This application is filed with US provisional patent application no. 60/514, 555, and US provisional patent application no. Request 60 / 603,274 priority, hereby incorporated by reference.

  The present invention relates to vehicles, and more particularly, to a vertical take-off and landing (VTOL) aircraft with multi-functional performance.

  Conventionally, VTOL aircraft rely on direct downward thrust from propellers and rotors to ensure the lift necessary to keep the aircraft in the air. Many different types of VTOL aircraft have been proposed so far, and the weight of the airframe floating in the air is directly supported by a rotor or propeller having a rotation axis perpendicular to the ground. One known vehicle of this type is a conventional helicopter that includes a large rotor mounted on the fuselage fuselage. Other types of vehicles rely on a number of propellers that are exposed (eg, fans without ducts), or inside circular cavities, shrouds, ducts, or other types of nacelles. It is arranged (for example, a ducted fan), and an air flow is generated inside the duct. Some VTOL aircraft (e.g., V-22) use propellers with axes of rotation that are fully rotatable (up to about 90 degrees) with respect to the vehicle's fuselage, and these vehicles are typically used for vertical takeoff and landing. Therefore, it has a propeller shaft perpendicular to the ground, and tilts the propeller shaft forward during normal flight. Other vehicles use a propeller with a substantially horizontal axis, but an aerodynamic deflector is placed behind the propeller that deflects downwards all or part of the flow that generates direct upward lift.

  A number of VTOL aircraft have been proposed so far, of which usually two or four propellers (ie ducted fans) installed inside the duct are placed in front of and behind the main payload chamber of the vehicle. Yes. One typical example is the Piasecki VZ-8 “Flying Jeep”, which has two large ducts with pilots located on either side of the fuselage in the center between the ducts. Similar arrangements were used with Chrysler VZ-6 and CityHawk frying car. Also, Bensen “Flying Bench” uses a similar arrangement. Curtis Wright VZ-7 and Moller Skycar use four thrusters instead of two, two located on each side (front and rear) of the pilot and payload, the other two at the center of the aircraft It is fixed near the center of gravity of the aircraft.

  The aforementioned existing vehicles are generally designed for special functions and are therefore not convenient to perform multiple functions.

  An object of the present invention is to provide a vehicle that can exhibit a plurality of different functions with a relatively simple and inexpensive structure.

  According to the present invention, a vehicle is formed in a fuselage having a longitudinal axis and a horizontal axis, at least one lift generating propeller disposed on both sides of the horizontal axis and on the fuselage, and a fuselage between the lift generating propellers, It is characterized by comprising a substantially straight pilot compartment and a pair of payload chambers formed on both sides of the pilot compartment and in the fuselage between the lift producing propeller.

  According to further features in preferred embodiments of the invention described below, each of the payload chambers includes a cover that is deployable in an open position that provides a path to the payload chamber and a closed position that covers the payload chamber. In some described preferred embodiments, each cover of the payload chamber is rotatably mounted to the fuselage along an axis parallel to the longitudinal axis of the fuselage at the bottom of each payload chamber, When rotated to the open position, it will also serve as a support for supporting the payload and parts thereof in each payload chamber.

  Various embodiments of the present invention are described below, where the lift propeller is a ducted fan or a ductless fan, and the fuselage produces a pair of lifts on either side of the horizontal axis, and the fuselage of the fuselage. A vertical stabilizer at the rear end and a horizontal stabilizer at the rear end of the fuselage.

  Some preferred embodiments are also described below, where the fuselage further has a pair of propellers at the rear end of the fuselage and on either side of the longitudinal axis. In the described embodiment, the fuselage has two engines, each for generating lift and driving one of the propellers and propulsion propellers, the two engines being mechanically one common transmission. Are connected together. In one described preferred embodiment, two engines are located in the engine compartment in the pylon formed on both sides of the longitudinal axis and on the fuselage. In another described embodiment, the two engines are placed in a common engine compartment that is aligned with the longitudinal axis of the fuselage and under the pilot compartment.

  In one described preferred embodiment, the vehicle is a vertical take-off and landing (VTOL) aircraft, having a pair of short wings, each short wing stored in a payload chamber, and enhances lift. Therefore, it is rotatably attached to the extended deployment position. In another described embodiment, the vehicle includes a flexible skirt that extends at the bottom of the fuselage so that it can be used as, or diverted to, a hovercraft moving on the ground or water. In yet another described embodiment, the vehicle includes large wheels that can be attached to the rear end of the fuselage to divert itself into an all-terrain vehicle (ATV).

  As will be described in more detail below, vehicles manufactured according to the features described above have a relatively simple and inexpensive structure that can conveniently perform many different functions in addition to the normal functions of a VTOL aircraft. . Thus, the features described above do not require major changes to the basic structure of the vehicle when switching from one service to another, without the need for a weapon platform, personnel, weapons and / or cargo transport, and medical care. Can be manufactured as a practical vehicle for a variety of tasks, including evacuation of injured persons.

  According to further features in preferred embodiments of the invention described below, another alternative vehicle arrangement is described, where the vehicle is relatively small and is not suitable for placing a cockpit in the middle of the vehicle. Since there is only enough space, the result is that the pilot's cockpit is placed on one side of the vehicle, creating one large single payload chamber in the remaining space between the two lift-generating propellers.

  According to further features in preferred embodiments of the invention described below, another alternative vehicle arrangement is described, in which the vehicle is steered to a suitable onboard computer or from the ground. Because of the use of unmanned missions by remote control, the pilot enclosure is not provided.

  Further features and advantages of the present invention will become apparent from the following description. Some of these describe unique features that can be applied in any single or multiple ducted fans and VTOL machines.

  As indicated above, the present invention is a novelty that can be used without changing or requiring minimal changes in various tasks and missions when converting from one mission to another. Provide construction vehicle.

  The basic structure of such a vehicle is shown in FIG. It includes a fuselage 11 having a vertical axis LA and a horizontal axis TA. The vehicle 10 further includes two lift-producing propellers 12a, 12b mounted along the longitudinal axis LA and on both sides of the transverse axis TA and at both ends of the fuselage 11. The lift producing propellers 12a, 12b are ducted fan propulsion units that extend vertically through the fuselage and rotate around the vertical axis to propel air downward thereby creating upward lift.

  The vehicle 10 further includes a pilot compartment 13 formed in the fuselage 11 between the propellers 12a, 12b that produces lift and is substantially aligned with the longitudinal axis LA and the transverse axis TA of the fuselage. The pilot compartment 13 is sized to accommodate one pilot or two (or more) pilots, for example as shown in FIG. 6a.

  The vehicle 10 illustrated in FIG. 1 further includes a pair of payload chambers 14a, 14b formed in the fuselage 11 that are laterally opposite the pilot compartment 13 and between the lift producing propellers 12a, 12b. The payload chambers 14a, 14b shown in FIG. 1 are substantially coplanar with the fuselage 11, which will be described in more detail below with respect to the drawings of FIGS. 6a-6c and FIGS. 8a-8d. Also, as described below with particular reference to the drawings of FIGS. 8a-8d, when manufactured as illustrated in FIG. 1 (and the figures shown below), and specifically corresponding to 14a and 14b of FIG. A wide range of tasks and missions can be accomplished with this vehicle when a payload chamber is in place.

  The vehicle 10 shown in FIG. 1 further includes a front landing gear 15a and a rear landing gear 15b attached to both ends of the fuselage 11 thereof. Although the landing gear of FIG. 1 is non-retractable, it can also be retractable as in the embodiments described below. Aerodynamically stable face plates may also be provided if desired, as indicated by vertical stabilizers 16a, 16b installed at both ends of the longitudinal axis LA and at the rear end of the fuselage 11.

  FIG. 2 illustrates another vehicle structure according to the present invention. The vehicle of FIG. 2 is uniformly labeled with reference numeral 20, but the fuselage 21 has a pair of lift generating propellers on either side of the horizontal axis of the fuselage. Thus, as shown in FIG. 2, the vehicle includes a pair of lift generating propellers 22a, 22b at the front end of the fuselage 21 and another pair of lift generating propellers 22c, 22d at the rear end of the fuselage. The lift producing propellers 22a-22d shown in FIG. 2 are also ducted fan propulsion units. However, instead of being formed on the fuselage 21, they are mounted on mounting structures 21a-21d projecting laterally of the fuselage.

  The vehicle 20 illustrated in FIG. 2 also includes a pilot compartment 23 formed in the fuselage 21 between the two pairs of lift generating propellers 22a, 22b and 22c, 22d, respectively. As in the case of the pilot compartment 13 of FIG. 1, the pilot compartment 23 of FIG. 2 is also substantially in line with the longitudinal axis LA and the transverse axis TA of the fuselage 21.

  The vehicle 20 illustrated in FIG. 2 further includes a pair of payload chambers 24a and 24b formed in the fuselage 21 between the two pairs of lift producing propellers 22a-22d in the lateral direction of the pilot compartment 23. However, in FIG. 2, the payload chamber is not formed integrally with the fuselage as in FIG. 1, but rather is attached to the fuselage so as to protrude on both lateral sides of the fuselage. Thus, the payload chamber 24a is substantially in line with the lift generating propellers 22a and 22c on the fuselage payload chamber 24a side, and the payload chamber 24b is substantially aligned with the lift generating propellers 22b and 22d on the fuselage payload chamber 24b side. In line.

  The vehicle 20 illustrated in FIG. 2 also includes a front landing gear 25a and a rear landing gear 25b, but includes only one vertical stabilizer 26 in line with the fuselage longitudinal axis at the rear end of the fuselage. However, the vehicle 20 illustrated in FIG. 2 may also include a pair of vertical stabilizers, as shown in FIGS. 16a and 16b, or without such an aerodynamic stabilizer faceplate. I know it can be configured.

  FIG. 3 also shows a vehicle 30 that includes a very simple fuselage 31 having a front mounting structure 31a for mounting a forward lift generating propeller 32a and a rear mounting structure 31b for mounting a rear lifting generated propeller 32b. Is illustrated. Both propellers are propellers that are not in the duct, ie open. The body 31 has a pilot compartment 33 formed at the center thereof, and includes two payload chambers 34a and 34b on both sides in the lateral direction of the pilot compartment.

  The vehicle 30 illustrated in FIG. 3 also includes a front landing gear 35a and a rear landing gear 35b, but does not include aerodynamic stabilization surfaces corresponding to the vertical stabilizers 16a, 16b of FIG. 1 for the sake of simplicity. .

  FIG. 4 illustrates a vehicle having a structure similar to that of FIG. 2 and having the same reference numeral 40, but using a mounting structure 41a-41d, the propeller 42a does not have a pair of ducts at the front end of the fuselage. , 42b and a propeller 42c, 42d not having a pair of ducts at the rear end thereof, respectively. The vehicle 40 further includes a pilot compartment 43 at the center of the fuselage, a pair of payload chambers 44a and 44b in the lateral direction of the pilot compartment, a front landing gear 45a, a rear landing gear 45b, and a rear end of the fuselage 41. A vertical stabilizer 46 that is aligned with the longitudinal axis.

  FIG. 5 illustrates a vehicle having a uniform reference numeral 50, which includes a fuselage 51 that attaches a pair of lift-generating propellers 52a, 52b to the front end and another pair of propellers 52c, 52d to the rear end. . Each pair of lift generating propellers 52a, 52b, and 52c, 52d is housed in an oval duct 52e and 52f shared at each end of the fuselage.

  The vehicle 50 shown in FIG. 5 further includes a pilot compartment 53 formed in the center of the fuselage, a pair of payload chambers 54a and 54b in the lateral direction of the pilot compartment 53, a front landing gear 55a, and a rear landing gear. 55b and vertical stabilizers 56a and 56b installed at the rear end of the body 51.

  Figures 6a, 6b and 6c are side, top and back views, respectively, of another vehicle manufactured in accordance with the present invention. The vehicle illustrated in FIGS. 6a-6c is uniformly designated as reference numeral 60 in the figure, but similarly includes a fuselage 61 that produces lift and attaches propellers 62a and 62b to the front and rear ends of the fuselage, respectively. The latter propeller is preferably a ducted unit as shown in FIG.

  The vehicle 60 further includes a pilot compartment 63 in the center of the fuselage 61, a pair of payload chambers 64a and 64b in the lateral direction of the fuselage and pilot compartment, a front landing gear 65a, a rear landing gear 65b, and in this case, the fuselage 61. And a horizontal stabilizer 66 extending beyond the rear end.

  The vehicle 60 illustrated in FIGS. 6 a-6 c further includes a pair of propulsion propellers 67 a and 67 b attached to the rear end of the fuselage 61 on both sides of the horizontal stabilizer 66. In particular, as shown in FIG. 6c, the rear end of the fuselage 61 is formed by a pair of pylons 61a and 61b for attaching two propulsion propellers 67a and 67b together with the horizontal stabilizer 66.

  The two propulsion propellers 67a, 67b are preferably variable pitch propellers so that the vehicle can achieve a higher horizontal speed. The horizontal stabilizer 66 is used to adjust the vehicle's pitching moment caused by the ducted fans 62a, 62b, thereby allowing the vehicle to remain level during high speed flight.

  Each of propulsion propellers 67a and 67b is driven by an engine built in each pylon 61a and 61b. The two engines are preferably turboshaft engines. In this way, each pylon is formed with air inlets 68a and 68b at the front end of each pylon and an air outlet (not shown) at the rear end of each pylon.

  FIG. 7 schematically illustrates a drive part inside the vehicle 60 for driving the propellers 67a, 67b, as well as the two ducted fans 62a, 62b. The drive system is uniformly designated by reference numeral 70 and includes two engines 71a and 71b, each included in one engine compartment within the two pylons 61a and 61b. Each engine 71a, 71b is connected by overrunning clutches 72a, 72b to the two ducted fans 62a, 62b on both sides of the fuselage, one connected to each propeller prop 67a, 67b and the other to the transmission. Connected to the gearboxes 73a and 73b. Thus, as schematically shown in FIG. 7, the latter transmission is connected to the rear gear box 75b for driving the rear ducted fan 62b and to the front gear box 75a for driving the front ducted fan 62b. Additional gear boxes 74a, 74b.

  FIG. 8 illustrates by drawing an example of an appearance that the vehicle 60 would employ.

  In the drawing of FIG. 8, those components of the vehicle that correspond to the above components of FIGS. 6a-6c are identified with the same reference numbers for ease of understanding. However, FIG. 8 illustrates a number of additional features provided for such vehicles.

  Therefore, as shown in FIG. 8, the front end of the fuselage 61 includes a stable visual field and FLIR (front monitoring infrared) device indicated by reference numeral 81, and a gun at the front end of each payload chamber indicated by reference numeral 82. I have. Each payload chamber also includes a cover 83 that can be deployed in an open position that provides a passage to the payload chamber and a closed position that covers the payload chamber with respect to the fuselage 61.

  In FIG. 8, the cover 83 of each payload chamber is rotatably attached to the fuselage 61 along an axis 84 parallel to the longitudinal axis of the fuselage at the bottom of each chamber. When the cover 83 is in a closed state, the cover 83 is flush with the outer surface of the body 61 and is flush with it. When the cover 83 rotates to the open position, the cover 83 serves as a support for supporting the payload or a part thereof in each payload chamber.

  The latter features are shown in more detail in FIGS. 8A-8D, which illustrate the various service possibilities of the vehicle that are particularly enabled by the two payload chamber rotatable covers 83. Thus, FIG. 8A illustrates the payload chamber used to attach and transport guns and ammunition 85a, FIG. 8B illustrates the use of the payload chamber for transport of personnel and army 85b, FIG. 8C illustrates the use of the payload chamber for transporting the load 85c, and FIG. 8D illustrates the use of the payload chamber for evacuation of the injured person 85d. Many other tasks or mission possibilities will be apparent.

  FIGS. 9a and 9b illustrate another vehicle, which is a side view and a top view, respectively, of a structure that is uniformly referenced 90 and slightly modified from the vehicle 60 described above. Accordingly, the vehicle 90 illustrated in FIGS. 9a and 9b also includes a fuselage 91, a pair of ducted fan-type lift generating propellers 92a and 92b on either side of the fuselage, a pilot compartment 93 in the middle of the fuselage, and a pilot compartment 93. A pair of payload chambers 94a and 94b is included in the lateral direction. The vehicle 90 further includes a front landing gear 95a, a rear landing gear 95b, a horizontal stabilizer 96, and a pair of propulsion propellers 97a and 97b at the rear end of the fuselage 91.

  FIG. 10 schematically illustrates the drive system in the vehicle 90. Therefore, as shown in FIG. 10, the vehicle 90 also has two engines 101a and 101b for driving the two ducted fans 92a and 92b and the two propellers 97a and 97b, respectively, as in the case of the vehicle 60. Including. However, in the vehicle 60, the two engines are located in separate engine compartments in the two pylons 61a, 61b, whereas in the vehicle 90 illustrated in FIGS. 9a and 9b, both engines are As shown schematically at reference numeral 100, it is built into a common engine compartment at the bottom of pilot compartment 93. Similarly, the two engines 101a and 101b (FIG. 10) are turboshaft engines as shown in FIG. For this purpose, the center portion of the body 91 is formed by a pair of air inlets 98a, 98b in front of the pilot compartment 93 and a pair of air outlets 99a, 99b in the rear of the pilot compartment.

  As shown in FIG. 10, the two engines 101a and 101b drive a pair of hydraulic pumps 103a and 103b by overrunning clutches 102a and 102b, which in turn drive two propulsion propellers 97a and 97b. The units 104a and 104b are driven. The two engines 101a and 101b are further coupled to a drive shaft 105 that drives the drive units 106a and 106b of the two ducted fans 92a and 92b, respectively.

  FIGS. 11a-11d illustrate another vehicle, where it is uniformly labeled 110 and is basically the same as the vehicle 60 described above with respect to FIGS. 6a-6c, 7, 8 and 8a-8d. It is the same structure. Accordingly, for ease of understanding, corresponding components are identified with the same reference numbers. However, the vehicle 110 described in FIGS. 11a-11d has two short wings, uniformly referenced 111a and 111b, each for enhancing the lift generated by the ducted fans 62a and 62b. Under the payload chambers 64a, 64b and rotatably mounted to the fuselage 61 in the stowed position shown in FIGS. 11a and 11b or in the extended deployed position shown in FIGS. 11c and 11d. Each of the short blades 111a, 111b is actuated by actuators 112a, 112b driven by hydraulic or electric motors (not shown). Thus, in low speed flight, the short wings 111a, 111b are swung to the stowed position as shown in FIGS. 11a and 11b, but in high speed flight, the short wings increase the lift generated by the ducted fans 61a, 61b. And pivoted to the extended or unfolded position as shown in FIGS. 11c and 11d. As a result, the ducted fan blades are in a low pitch state that produces only a portion of the total lift.

  The front and rear landing gears indicated by reference numbers 115a and 115b are also rotatable to a stowed position to allow high speed flight, as shown in FIGS. 11c and 11d. In such a case, the front end of the fuselage 61 is desirably enlarged to accommodate the landing gear when in the retracted state. The vehicle 110 illustrated in FIGS. 11a-11d similarly includes auxiliary wings as indicated by reference numerals 116a, 116b (FIG. 11d) for rotational control.

  FIG. 12 illustrates how a vehicle, such as the vehicle 60 illustrated in FIGS. 6a-6d, can be converted to a hovercraft for moving over the ground or water. Accordingly, the vehicle illustrated in FIG. 12 is uniformly labeled with reference numeral 120 and basically has the same structure as described above with respect to FIGS. 6a-6d, with corresponding components having the same reference numerals. Have been identified. However, in the vehicle 120 illustrated in FIG. 12, the landing gear wheels (reference numbers 65a, 65b, FIGS. 6a-6d) have been removed, folded, or otherwise stowed, instead skirts. 121 is disposed at the lower end of the body 61. Ducted fans 62a and 62b are operated at very low power such that the vehicle creates sufficient pressure to float on the ground or water, similar to a hovercraft. The variable pitch propulsion propellers 67a, 67b provide forward and backward motion as well as steering control by individually changing the pitch of each propeller as desired.

  Vehicles that compete for offense in accordance with the present invention can also be used for movement on the ground. Thus, the front and rear wheels of the landing gear can be driven by electric or hydraulic motors built into the vehicle.

  FIG. 13 illustrates how such a vehicle can be used as an ATV (All Terrain Vehicle). The vehicle shown in FIG. 13 is uniformly denoted by reference numeral 130 in the figure, but basically has the same structure as the vehicle 60 shown in FIGS. Are identified by the same reference numbers for ease of reference. However, in the vehicle 130 illustrated in FIG. 13, the two rear wheels of the vehicle are two (or four) large wheels to bring the total number of wheels per vehicle to four (or six). Replaced. Thus, as shown in FIG. 13, the front wheels of the front landing gear (eg, reference numeral 65a in FIG. 6c) remain, but the rear wheels are two large so that the vehicle can travel all terrain. Replaced by wheels 135a (or an additional pair of wheels, not shown).

  When the vehicle is used as an ATV as shown in FIG. 13, the front wheels 65a or the rear wheels provide steering while the propellers 67a, 67b and the main lift fans 62a, 62b are disconnected, If desired, power can be increased for takeoff. The same applies to the hovercraft type illustrated in FIG.

  Thus, when such a present invention transforms a vehicle from one job or mission to another, a number of other jobs and missions, as well as a wide range of VTOL functions, with minimal changes. It can be seen that it provides a practical vehicle with a relatively simple structure that can be implemented.

  FIGS. 14a-14e are drawings of another option, vehicle arrangement, where the vehicle is relatively small and has a pilot cockpit arranged on one side of the vehicle. The possibility of a payload chamber with various options is shown.

  FIG. 14a shows a basic type of vehicle without a special payload attached. The overall design of the vehicle and the arrangement of the components is the “larger” as shown in FIG. 8 except for the pilot cockpit occupying one space of the payload chamber configured in the arrangement shown in FIG. “Similar to those of vehicles. The cockpit arrangement of FIG. 14a opens up the space occupied by the cockpit in the arrangement of FIG. 8 for use as another payload area by increasing the total volume of the payload opposite the cockpit as much as possible. It can be seen that the mechanical arrangement of the vehicle engine, drive shaft, and gearbox of FIG. 14 is the same as described with respect to FIG.

  FIG. 14b illustrates how the basic vehicle of FIG. 14b is used to evacuate the patient. A single payload chamber, depending on the situation, includes a cover and side doors that include transparent portions to protect the occupant and allow light to enter. The patient is placed approximately perpendicular to the longitudinal axis of the vehicle, and the patient's feet do not interfere with the pilot's seat and can move slightly into the vehicle regardless of the small size of the vehicle. Lying on a stretcher tilted at an angle. A place for medical caregivers is provided near the outside of the vehicle.

  FIG. 14c shows the vehicle of FIG. 14b with the cover and side doors closed for flight.

  FIG. 14d illustrates how the basic vehicle of FIG. 14a is used to perform various practical operations such as transmission line management. In the example shown in FIG. 14d, a seat is provided for an operator facing outwards with a transmission line. For illustration purposes, an operator is shown using a tool to attach a plastic ball to the cable. Half of the undisposed sphere and additional equipment may be placed in the space behind the operator. Similar applications would include bridge inspection and maintenance, antenna repair, window cleaning, and other utility equipment for other types of applications. One very important mission in which the practical form of FIG. 14d can be implemented is that, while the vehicle is floating within reach, the worker helps the survivor climb up the platform, thereby increasing the height of the building. Is to rescue the survivors from.

  FIG. 14e illustrates how the basic vehicle of FIG. 14a uses to carry humans in a comfortable enclosed cabin, for example, for commuting, observation, police enforcement, or other purposes. Is illustrated.

  FIG. 15 is a drawing of a vehicle typically constructed according to the arrangement of FIG. 14, but with a flexible skirt at the bottom to change the vehicle into a hovercraft for ground or water movement. ing. The vehicle shown in FIG. 15 is similar to the application of FIG. 14E, but the skirt can be placed in any of the applications shown in FIG.

  FIGS. 14 and 15 show a vehicle with a cockpit on the left and a payload chamber on the right, but it will be appreciated that other arrangements are possible with a cockpit on the right and a payload chamber on the left. All descriptions provided by FIGS. 14 and 15 also apply to such other alternative arrangements.

  FIG. 16 shows four top views of the vehicle of FIGS. 14a-14e with several payload arrangements.

  FIG. 16a is a basic vehicle with a vacant platform on the right side of the vehicle. FIG. 16b shows the arrangement of the right compartment when shaped as a rescue module. FIG. 16c shows the conversion of the right compartment to carry up to two observers or passengers. FIG. 16d has two functional cockpits that are mainly needed for pilot guidance purposes. It should be emphasized that similar arrangements can be made, if desired, with a pilot compartment on the right side of the vehicle and a payload of various missions on the left side.

  FIG. 17 is a perspective front view of the vehicle of FIG. 16a showing details of various additional features and internal arrangements of the vehicle. The vehicle's outer shell is indicated by reference numeral 1701. The front ducted fan 1703 has one row of inlet blades and one row of outlet blades, and both are used to roll the vehicle and translate from side to side in the horizontal direction. As an example, Detail A shows the first five vanes closest to the right side of the vehicle. These blades indicate that they are mounted at angles A5 to A1, and the blades 5 are mounted substantially vertically, increasing sequentially to a 15 degree slope shown at angle A1 in the figure. The stepwise deflection of the first row of vanes aligns the chord line with the local stream line of the incident flow. This prevents the full movement of the blade in both directions of deflection near the basic mounting angle of the blade. In particular, a similar antisymmetric arrangement of vanes is used on the opposite side of the illustrated duct (left side of the vehicle). Similarly, the vanes attached to the inlet of the rear duct are also tilted as required to direct the vanes to the local inflow angle at each lateral position along the duct, in which case the angle is each vane It is desirable to average over the full width of This unique arrangement of vanes may vary in angle depending on the results of the aerodynamic action of the incident flow and engineering limitations. This arrangement can also be used with any row of inlet or outlet vanes located on any single or multiple ducted fan machines.

  The vehicle right engine 1708 is shown mounted within the enclosure 1702 below the air inlet 1709. It is connected to a 90 degree gearbox 1710, which is connected to a lower 90 degree gearbox 1720 through a shaft (not shown). From there, power is transmitted through a horizontal shaft to a main gearbox 1721 that produces lift and also supports a rotor 1716. A similar arrangement may be used for the left engine (not shown). The pilot compartment (cockpit) 1706 has a transparent top (canopy) to which an external panel 1713 is attached so that the pilot 1711 can enter and exit the cockpit. Pilot seat 1712 may be conventional or a rocket-type deployment escape seat that allows the pilot to quickly escape from the cockpit through the canopy as needed. Pilot pilot 1714 is connected to the vehicle flight control system. The vehicle's right landing gear wheel 1719 is shown as being placed on the ground, and the left landing gear wheel 1715 is retracted into the fuselage as needed to reduce drag at high speeds. Indicates the case. The two propulsion fans 1704, 1705 of the vehicle are shown to be attached to the rear by wing / stabilizer plates 1707, generally above and between the fans.

  FIG. 18 is a longitudinal cross-sectional view of FIG. 16b showing a detailed view of various additional features and internal arrangements of the vehicle. An outer shell 1801 covers the entire vehicle and connects to the engine enclosure 1825. A front duct 1802 and a rear duct 1803 are mounted inside the shell, and a front main lift generating propeller 1814 and a rear main lift generating propeller 1813 are mounted therein. The ducts and propellers are tilted forward with respect to the vertical plane (other values are possible, but generally between 5 and 10 degrees) so that they can capture incident airflow during high-speed flight and beside the vehicle. Desirably, it is placed stationary within the vehicle so as to rotate along an axis. The front duct 1802 has several rows of vertical blades 1809 at the suction port and several rows of vertical blades 1810 at the discharge port. These vanes are mainly used to control vehicle roll as well as lateral translation. Similar vertically arranged vane sets 1811 and 1812 are attached to the inlet and outlet of the rear duct 1803, respectively. Optionally, additional laterally attached vanes, shown as reference numerals 1805 and 1804, are attached to the outlets of the front and rear ducts, respectively. These vanes are movable and are used to deflect the air exiting the duct as shown schematically at reference numeral 1815 for various flight configurations of the vehicle. FIG. 18 is a cross section through the center of the vehicle, generally facing right, although the pilot compartment and left engine and propulsion fan installations are left intact for reference. A lower portion 1808 of the vehicle's central body serves as the main fuel tank. The outer shape of the body from the front to the rear side is molded in a mold according to the external needs of both ducts 1802 and 1803. The lower portion of the central fuselage has a cutout 1806 to condition the entire airflow around the vehicle during high speed flight and to relax the flow discharged from the front duct 1802. The upper portion 1807 of the central fuselage 1808 is appropriately curved to accelerate the air entering the rear duct 1803, thereby creating a low pressure portion at the top of the fuselage, creating the main lift and producing some lift for the propellers 1813 and 1814. Reduce. This central fuselage upper part 1807 may also facilitate the installation of parachutes and parafoils that are used in emergency situations, such as returning safely to the ground or even continuing forward flight with propulsion fan propulsion. it can. The pilot 1818 is shown seated in a pilot seat 1831 which may be conventional or a rocket-type deployment escape seat that allows the pilot to quickly escape from the cockpit through the canopy as needed. Pilot pilot 1819 is connected to the vehicle flight control system. Also shown in FIG. 18 is one of two engines used in a vehicle that is attached to the interior of the outer shell 1825 and below the air inlet 1824 and shown as reference numeral 1826. The 90 degree gear box 1823 transmits the rotational power from the engine 1826 to the lower gear box through the shaft. This lower gearbox (gearbox, shaft not shown) is then connected to a main rear lift propeller gearbox 1822 that also supports a propeller 1813. An interconnected shaft machine (not shown) distributes power to the front gearbox 1823 which also supports the front main lift propeller. FIG. 18 is a cross-sectional view through one of the propulsion fans 1827 and the upper portion of the propulsion fan and a safety plate 1828 attached therebetween. Also notice that the curved line 1830 cuts into the smooth contour of the engine enclosure 1825 and forms a deep cut front boundary with respect to the enclosure 1825. The cutout is used to direct outside air to the propulsion fan. The general shape of the curve line 1830 is also shown in any of the top views of FIG. The forward end of the forward duct 1802 has an optional forward facing circumferential slot 1829 that generally passes through the forward quarter portion of the duct 1802. The slot faces the inflow in the region of flow that is high pressure (near stagnation). The air entering the slot is accelerated due to the generally shrinking outer profile and passes through the second inner slot 1830 at a faster air velocity than the flow inside the duct, and generally the inner wall of the duct 1802. And sent tangentially. The resulting low pressure part caused by this fast air flow from the slot to the duct affects the air flowing on the outer (upper) edge of the duct at the top, giving the latter flow affixed to the inner surface of the duct, and at high speed Preventing the separation of the flow. The second role by slots 1829 and 1830 is to direct a portion of the air flowing through duct 1802 through the added opening, thereby reducing the amount of air flowing over the edge of the duct, thereby also in high speed flight. Reduce the overall pitching moment generated by the front duct (which has an adverse effect on the vehicle). In particular, the slot 1829 also has any one or more doors that facilitate opening of the bypass airflow only when the flight speed increases. When used, such door or doors may be actuated externally by actuators or mechanical devices, or alternatively, spring-loaded doors or doors as required. The pressure distribution and the difference between the inside and the outside of the duct may be used to automatically operate. Landing gear wheels 1821 and 1820 are shown in the extended position of the landing gear. Optionally (not shown), all four landing gears are housed in fuselage shell 1801 to reduce drag in high speed flight.

  FIG. 19 is a drawing of an unmanned application of a vehicle. The figure reveals the outer shell of the vehicle without the pilot enclosure. Also visible is a front duct 1909 with several rows of longitudinally attached inlet vanes. The right engine enclosure 1903 is generally shown with an inlet 1904 located near the top and front of the engine enclosure 1903. A similar arrangement can be seen in the left engine enclosure 1902 and the left engine inlet port 1905. Two propulsion fans 1906 and 1907 are shown with a stabilizer 1908 straddling them. A skid landing gear fixed to the vehicle is indicated by reference numeral 1910 and a typical drawing arrangement of the observation system is indicated by reference numeral 1911.

  FIG. 20 is a further depiction of one optional unmanned vehicle having an engine arrangement slightly different from FIG. Here, in a manner similar to FIG. 19, the fuselage outer shell 2001 has no pilot compartment as well. However, the vehicle engine is mounted inside the fuselage at the location indicated schematically as reference numeral 2006. The air inlet 2005 supplies air to the engine. The two propulsion fans 2006 and 2007 are also used as the safety plate 2008. The front duct 2002 and the rear duct 2003 have blades attached in the vertical direction. A typical drawing arrangement of the observation system is indicated by reference numeral 2009. A vehicle-fixed skid type landing gear is indicated by reference numeral 2010.

  FIG. 21 is a top view of the vehicle of FIG. 16b with extendable wings for high speed flight. The right wing is referenced 2101 in the extended position and referenced 2102 when folded to the bottom of the fuselage. Actuator 2103 is used to extend and retract the wing as desired. The left wing is similar as apparent in the figure.

  Figures 22a and 22b are side and top views, respectively, arranged vertically and all connected to a common chassis for the purpose of carrying more payload than can be carried by two lifted ducted fans. 1 illustrates a VTOL machine employing a plurality of lift generating fans. The chassis denoted by reference numeral 2001 contains a number of ducted fans 2002 that generate lift. The fan is tilted somewhat forward as shown in FIG. 22a to achieve high speed flight. Two elongated cabins 2003 and 2004 are preferably located on either side of the ducted fan to accommodate passengers or other loads. Pilot 2005 sits in cockpit 2006 at one front end of the cabin, such as left cabin 2004. The two engines 2012 are arranged at the rear part of the cabin and have an air inlet 2013. Two variable pitch propulsion fans 2014 built into the shroud are attached to the rear of the cabin. Stabilizer plate 2015 is mounted between the propulsion fans that facilitate the downward adjustment moment in forward flight. The multiple suction port / rolling / rolling / side force control vane 2007 is preferably supplemented by a similar vane 2008 at the duct outlet and installed vertically in all ducts. Also, laterally mounted guide vanes 2009 are mounted to reduce friction loss and flow separation of the outflow from the duct. The side openings 2016 are arbitrarily arranged so that the outside air can be mixed with the inflow from the upper part, and the cabin has a control effect of the blades arranged at the suction ports of these ducted fans together with the thrust enhancement of the ducted fans. Decrease. A variable pitch fan (rotor) 2010 is mounted in each duct. Half of the fans (or as close to half as possible with an odd number of lifted ducted fans in the case of a vehicle similar to that shown in FIG. 22) rotate in the opposite direction to the other half fans. Is preferred. The plurality of landing gears 2001 support the vehicle on the ground and help to reduce the landing impact. Some wheels employed in the landing gear can be motorized or forward ground motion can be achieved through the use of variable pitch propulsion fans.

  FIG. 23 shows an optional arrangement of power distribution systems for transferring power from each of the rear mounted engines to the two lift fans and the two propulsion fans as found in the vehicle shown in FIGS. . As can be seen, the two engines 2303 are preferably used to drive the two main lift rotors and the two propulsion fans through a series of shafts and gearboxes. The power take-off (PTO) of each engine is connected through a short shaft 2315 to the right and left rear transmissions labeled 2302 and 2301, respectively. From these transmissions, power is distributed to the rear rotor gearbox 2307 through the two horizontally mounted shafts 2306, along with the rear propulsion support rod through the diagonally oriented shaft 2304. The two main lift rotors are connected to their respective gear boxes through support bar flanges 2308. The shaft interconnecting both main lift rotors is divided into two parts labeled 2309 and 2312 and connected by a central gearbox 2310 through a flexible joint. This central gearbox moves the center of rotation mainly in parallel and connects both shafts 2309 and 2312 without affecting the direction of rotation (ie employs an odd number of plane gears mounted along its length) ). At least one of the intermediate gears of the central gearbox 2310 has a shaft that is referenced 2311 and is open to the outside, enabling power for accessories on either side of the gearbox 2310 face. As a result, the rotation is in the opposite direction (the rotor is not shown). The rotor preferably rotates in the opposite direction to eliminate torque imbalance in the vehicle.

  FIG. 24 shows power to two lift fans and two propulsion fans as seen in the typical vehicle of FIGS. 9 and 20 from a centrally mounted engine or from two engines forming a twin pack. 1 shows one optional arrangement of a power distribution system for transmission. As can be seen, the engine designated by reference numeral 2401 is used to drive two main lift rotors and two propulsion fans through a series of shafts and gearboxes. The engine power take-off (PTO) labeled 2408 is connected to the central transmission 2402 through a short shaft. The same shaft extension labeled 2409 transmits power directly to the front lift fan gearbox labeled 2410. From the central transmission 2402, power is directed to the rear lift fan gearbox through a shaft labeled 2406 and to a gearbox having two angles such as reference 2404 through two horizontally mounted shafts 2403. Distributed to both. From the angled gearbox, the two diagonal shafts 2405 transmit power to the rear propulsion support bar gearbox 2405. The central transmission 2402 also has an additional shaft that is open for effective power to the accessories (the rotor is not shown). It is desirable for the rotor to rotate in the opposite direction to eliminate torque imbalance in the vehicle.

  FIG. 25a shows a conceptual cross-sectional view and design details of one optional single duct drone. The vehicle has a power generator labeled 2502, which is based on turboshaft technology as shown schematically in FIG. 25a, although other thrust means are possible. A cylindrical duct with reference number 2501 surrounds a rotor (lifting fan) with reference number 2504. Duct 2501 may also serve to incorporate mission fuel along with flight control and communication devices. A fuel storage tank having a pump is provided with 2505. The gearbox labeled with reference number 2503 is used to reduce the rotational speed of the engine shaft to match that required for fan 2504. Two layers of vanes (2506 and 2508) are used for vehicle roll, pitch, yaw, and lateral and longitudinal translation control. The blade layers are preferably arranged in multiple planes, as described with respect to FIG. 25c. The payload, typically consisting of a video camera, is housed in a transparent spherical compartment labeled reference numeral 2512.

  FIG. 25b shows the placement of one optional lift fan, where the two rotors 2510 and 2511 are oriented in opposite directions to eliminate the torque effect that one fan, such as reference numeral 2504, would have on the vehicle. Rotate to. A somewhat larger gearbox labeled reference number 2509 is used to rotate the two rotors in opposite directions through concentric shafts.

  FIG. 25c is a view generally indicated by arrow A in FIG. 25a, but also showing a different arrangement of the vanes at the duct inlet, which is typical for the bottom (outlet) layer vanes 2508. FIG. While the FIG. 25c arrangement shows many possibilities, many additional arrangements are possible. A common principle in the in-plane blade arrangement of FIG. 25b, labeled with reference numerals 2513-2519, is that one half blade is typically one angle (typically 90 degrees with respect to the other half). , Other angles are also possible), so that the suction vane that is labeled 2506 in FIG. 25a or the outlet vane that is labeled 2508 in FIG. Create any combination of force components that produce a single equivalent force in any direction and magnitude in the plane. Various blade structures are possible, such as the square pattern of FIG. 2516, the cross pattern of FIG. 2517, and the fabric pattern of FIG.

  FIG. 26 is a drawing of a ram air “paraglider” based on the emergency rescue system. For other purposes, such as for emergencies or for long distances, a ducted fan machine (manned or unmanned) with reference number 2601 need not rely on a lift fan (2606) to generate lift. Instead, it produces a lift-generating ram air “paraglider”, shown graphically and labeled with reference numeral 2605. If desired, the “paraglider” is steered by using a steering cable that is schematically shown and labeled with reference numeral 2607. When the vehicle propulsion fan labeled with reference numeral 2602 is operating, the vehicle can reach the destination in level flight. Upon reaching that destination, the vehicle releases a “paraglider” (2605) and can continue to fly using its lift fan (2606), or “paraglider” (2605) still connected to the vehicle. ) To choose to land. Alternatively, if the propulsion fan (2602) does not produce enough thrust, the "paraglider" (2605) desirably glides down the vehicle for landing, well beyond the spherical "standard" parachute It is desirable to increase the glide ratio.

  FIG. 27 shows additional air to the lift ducts and aerodynamic surfaces shielded by the nacelle, compared to the typical example of a vehicle rear lift fan described in FIGS. 1, 5, 6, 8, 9 and 11-22. Figure 2 illustrates an optional method of replenishment. In FIG. 27, the lift producing ducted fan labeled with reference numeral 2703 is preferably partially shielded from the surrounding air by the nacelle 2702. The air outlets labeled 2704 and 2705 are tops that allow external air to enter (2707) through the channel (2706) from the side and create a relatively undisturbed flow condition for the ducted fan (2703). Allows to combine with inflow from (2708). By arranging the openings 2704 and 2705, the blade control effect is minimized along with the nacelle impact on the ducted fan propulsion augmentation. Desirably, the exit portions of the opening 2704 and 2705 coincide with the duct upper edge of the ducted fan 2703 and are substantially in line.

  Figures 28a-28e are more detailed schematic top views of the medical caregiver station in the vehicle rescue cabin described in Figures 14b, 14c and 16b. FIG. 28a schematically shows how the cabin is designed for a vehicle. FIG. 28b illustrates a medical caregiver labeled 2802 having his or her arm on the table 2801 facing forward. FIG. 28c shows the medical caregiver in an intermediate position on the chair, on a stretcher or stretcher that the medical caregiver can move freely along the rails of the table 2801 and can be fixed in any intermediate position. It is easy to reach the lying chest and abdomen of the patient with reference number 2803. FIG. 28d shows that the medical caregiver is in the extreme rotational position (2805) and the patient stretcher has moved to the extreme “internal cabin” position, which allows the medical caregiver to When treatment is required to secure the airway, the hand can be reached from behind to the patient's head. FIG. 28 e is a schematic view of a swivel chair 2806 that can be used by a medical caregiver 2802. FIG. 28e also schematically illustrates a patient stretcher 2807 that can be moved along a guide rail 2801 guided by four wheels or rollers 2814, although a different number of wheels and rollers can be used. When the caregiver is facing forward as in reference numeral 2802 in FIG. 28b, and for example when the patient is not on board, the chair 2806 of FIG. Rotate to the position. When a patient is placed on a stretcher, it is usually placed as shown graphically in FIG. 28a and as shown schematically as reference number 2808 in FIG. 28e. In this position, the caregiver 2802 rotates on the chair 2806 to the intermediate position 2813 and approaches the patient's chest and abdomen. The position of this chair corresponds to the position of the caregiver shown graphically in FIG. When the caregiver needs to approach the head of the patient 2803 from behind, the stretcher 2807 moves along the track 2810, while the caregiver shown in FIG. 28c as reference number 2805 is shown in FIG. The chair 2806 is rotated to the leftmost position as schematically shown in FIG.

  FIG. 29 is a side view illustrating various optional additions to the cockpit portion of the vehicle described in FIGS. The pilot labeled with reference number 2901 is shown with any room for crew members or passengers 2902 behind the pilot. Also shown on the medical caregiver 2903 and the cabin desk 2905 are the patients lying at the terminal “internal cabin” position 2904. The cockpit floor labeled with reference numeral 2906 may be sealed to separate the pilot compartment from the cabin.

  FIGS. 30a-d show a vehicle that is generally similar to that shown in FIG. 18, but choices for various components including a geometric cabin arrangement capable of transporting five passengers or combatants. A possible internal arrangement is shown. FIG. 30 a is a top view schematically showing the position of each occupant. FIG. 30b is a longitudinal cross-sectional view showing the arrangement of devices and passengers in the vehicle, and FIGS. 30c and 30d are partial cross-sections of the vehicle. A typical passenger or combatant 3002 is shown in FIG. 30c. Cabin ceiling 3001 is raised above that of FIG. 18 to accommodate passengers or combatants in the center of the vehicle. A single main transmission unit (3004) is shown as a power transmission scheme separate from that of FIG. Power is transmitted from the engine 3003 to the main transmission unit 3004. One angled shaft 3005 transmits power to the rear propulsion fan 3009 and a second generally horizontal shaft 3006 transmits power to the rear lift rotor gearbox 3010. The shaft 3006 is housed in an airfoil housing 3008 that also mechanically supports the rear lift rotor gearbox 3010. A central fuselage secondary transmission 3007 is connected to each of the main lift rotor gearboxes 3010, 3011 and also incorporates accessory equipment for auxiliary equipment.

  FIG. 31 is a top view of a vehicle that is generally similar to that shown in FIGS. 30a-d, but with the fuselage lengthened to accommodate nine passengers or combatants.

  FIGS. 32a-g illustrate how external airflow enters the front side 3201 of the front ducted fan of the vehicle described in FIGS. 1-21 and 30-31 during forward flight. One arrangement that would be used to obtain such airflow penetration is shown in FIG. 32b and uniformly shown at the front end of FIG. 32a. A row of generally vertical open slots 3204 to allow air flow is shown with the rest of the duct structure including upper rim 3202 and lower ring 3205. The airfoil type vertical support 3203 serves to stabilize the structure and protect the fan inside the duct. Slot 3204 is always open. A second arrangement for obtaining such airflow ingress is shown in FIG. 32c, where the entire front wall of the front duct is two generally rectangular openings 3206 with one optional central support 3207. To get cut. One additional option is the development of the method of FIG. 32b, shown in FIGS. 32d and 32e, where an externally actuated rotary valve 3208 is mounted inside each slot 3204. When the vehicle is floating in the air, the slot is closed by a valve as shown in FIG. 32e. When the vehicle is flying forward and air flow into the duct is desired, the externally actuated valve 3208 rotates to the “open” position shown in FIG. 32d, and the airflow 3209 freely passes through the slot. Flowing. Another option for the concept of FIGS. 32d-e is shown in FIGS. 32f-g, where multiple vertical supports can be rotated around multiple vertical axes 3210, with a hinge that takes the position shown in FIG. 32g. Each of the support portions 3203 is attached to the upper edge 3202 and the lower ring 2305. At that time, the multi-slot 3204 is closed to the external airflow.

  Figures 33a-e illustrate another way in which the internal airflow can exit through the wall of the rear ducted fan of the vehicle described in Figures 1-21 and 30-31 during forward flight. One arrangement for obtaining such airflow outflow is shown in FIG. 33b and is generally shown at the rear end of the vehicle also shown in FIG. 33a. A row of general vertical open slots 3304 that allow air outflow is shown along with the rest of the duct structure including upper rim 3302 and lower ring 3305. The airfoil type vertical support 3303 stabilizes the structure and serves to protect the fan inside the duct. The slot 3304 is preferably always open. A second possible option for obtaining such airflow outflow is shown in FIG. 33c, where the entire rear wall of the rear duct is two generally rectangular openings with one optional central support 3307. Cut to obtain 3306. An additional option is the development of the method of FIG. 33b, shown in FIGS. 33d and 33e, where an externally actuated rotary valve 3308 is mounted inside each slot 3304. When the vehicle is floating in the air, the slot is closed by a valve as shown in FIG. 33e. When the vehicle is flying forward and air outflow is desired through the duct wall, the externally actuated valve 3308 rotates to the “open” position, as shown in FIG. Flow freely through. Another option for the concept of FIGS. 33d-e is shown in FIGS. 33f-g, in which multiple vertical supports can be rotated about multiple vertical axes 3210, and by a hinge taking the position shown in FIG. 33g. Each of the support portions 3203 is attached to the upper edge 3202 and the lower ring 3205. At that time, the multi-slot 3204 is closed to the external airflow.

  Figures 34a-c illustrate another alternative means of directing the internal airflow to exit with a backward-facing velocity component for the purpose of minimizing vehicle moment resistance in forward flight. As shown, the lower front portion 3401 of the front duct curves backward at an increasing angle along the circular front duct wall, reaching a maximum angle at the center. The curvature changes from the vertical plane over the entire circumference of the duct. For example, when floating in the air, the curvature is inclined 30 to 45 degrees rearward from the vertical plane at the center and gradually decreases toward the side of the duct. Similarly, the lower front central fuselage 3402, the lower rear portion 3403 of the central fuselage, and the lower rear portion 3404 of the rear duct are curved backwards to better align and direct the flow out of the duct during forward flight. The By geometrically changing the outlet of the duct as described above, it is fixed as shown in FIG. 34a (ie built into the shape of a duct), and as an alternative, as shown in FIG. 34b. The variable outer shape is like the flexible lower part of the duct. Various ways of obtaining an external change to the lower duct part are possible. One option illustrated in FIG. 34b shows the upper fixed portion 3405 of the duct with a flexible or segmented lower portion 3406 attached. An external sleeve 3408 of a flexible “push-pull” cable 3407 is connected to the bottom of the flexible or segmented lower portion 3406 so that it is attached to one actuator 3409 or, alternatively, inside the fuselage as an option. Two actuators, shown schematically as 3409 and 3410, pull the cable 3407, thereby affecting the duct profile as required. The lower back portion 3404 of the central fuselage is moved rearward in a manner similar to the lower front portion 3401 of the front duct as described, but moving the lower portion of the rear duct rearward is the case of FIG. 34b. Thus, the difference is that it involves pushing a flexible “push-pull” cable rather than pulling by one or more actuators from within the fuselage.

  FIGS. 35a-c show that for the purpose of minimizing the vehicle's moment resistance during forward flight, external airflow can enter the walls of the vehicle's front duct described in FIGS. 1-21 and 30-31; And further selection means for allowing the internal airflow to flow through the wall of the rear ducted fan is illustrated. As shown in FIG. 35 a, the front portion of the front duct has an upper portion 3501, an inflow air opening 3502, and a lower ring 3506. Similarly, the rear of the rear duct has an upper portion 3504, an inflow air opening 3505 and a lower ring 3506. Optional central supports 3509, 3510 are disposed in the front and rear ducts, respectively, to support the lower rings 3503 and 3506. Figures 35b and 35c show enlarged cross-sectional views leading to the front duct with one option, a flow blocker 3507. The flow blocker 3507 is preferably a rigid and curved barrier that slides up into the upper edge during forward flight and slides down to block the flow when suspended in the air.

  FIG. 35c shows that the ring 3506 or other similar means engages the lower ring to prevent external airflow while the vehicle is flying at low speed or floating in the air, and the straight cylinder of the duct down to the duct outlet. Shows how the flow blocker 3507 is mechanically lowered by an actuator or other means not shown to retain shape. A similar arrangement can be applied to the rear end of the rear duct. It will be appreciated that there may be one flow blocker 3507 for each duct, or it may be divided into two parts, such as when choosing the option of adding vertical supports 3509 and 3510.

  While the invention has been described in terms of several preferred embodiments, it will be appreciated that these are for purposes of illustration only and numerous other variations, modifications and applications of the invention are apparent.

  The following figures and the above description, including what is presently considered as one preferred embodiment, are provided primarily for the purpose of assisting in understanding the conceptual aspects of the present invention and the various possible embodiments thereof. Should be understood. For clarity and brevity, no more detail is provided than is necessary to enable one of ordinary skill in the art to understand and practice the described invention using conventional techniques and designs. It is further to be understood that the described embodiments are for illustrative purposes only and that the invention can be practiced in other forms and applications than described herein.

1 illustrates one form of a VTOL machine made in accordance with the present invention with two ducted fans. Figure 4 illustrates one alternative structure with four ducted fans. Fig. 2 illustrates a structure similar to Fig. 1 with an open propeller, i.e. a fan without a duct. Fig. 3 illustrates a similar structure to Fig. 2 with an open propeller. 1 illustrates a structure similar to that of FIG. 1 but including two propellers instead of a single propeller, mounted side by side within a single elliptical duct at each end of the vehicle. . FIG. 6 is a side view illustrating another VTOL machine made in accordance with the present invention, including a propulsion propeller in addition to a lift producing propeller. FIG. 6 is a top view illustrating another VTOL machine manufactured in accordance with the present invention, including a propulsion propeller in addition to a lift producing propeller. FIG. 4 is a rear view illustrating another VTOL machine made in accordance with the present invention, including a propulsion propeller in addition to a lift producing propeller. 6 is a diagram illustrating a drive system in the vehicle of FIGS. Figure 8 is a drawing of a vehicle manufactured according to Figures 6a-6c and 7; FIG. 9 illustrates examples of various tasks and missions that can be accomplished by the vehicle of FIG. FIG. 9 illustrates examples of various tasks and missions that can be accomplished by the vehicle of FIG. FIG. 9 illustrates examples of various tasks and missions that can be accomplished by the vehicle of FIG. FIG. 9 illustrates examples of various tasks and missions that can be accomplished by the vehicle of FIG. FIG. 6 is a side view illustrating another VTOL machine manufactured in accordance with the present invention. FIG. 6 is a top view illustrating another VTOL machine manufactured in accordance with the present invention. 10 is a diagram illustrating a drive system in the vehicle of FIGS. 9a and 9b. FIG. 11 is a side view illustrating a VTOL machine manufactured in accordance with any one of FIGS. 6a through 10 with a deployable short wing, in which the wing is shown in its retracted storage position. FIG. 11 is a top view illustrating a VTOL machine manufactured in accordance with any one of FIGS. 6a to 10 with a deployable short wing, in which the wing is shown in its retracted storage position. FIG. 11a is a view corresponding to FIG. 11a showing the short wing in its deployed and extended position. FIG. 11b corresponds to FIG. 11b, showing the short wing in its deployed and extended position. FIG. 11 is a perspective rear view of a vehicle manufactured in accordance with any one of FIGS. 6a to 10 with a lower skirt for changing the vehicle to a hovercraft for movement on the ground or water. FIG. 11 is a perspective rear view of a vehicle manufactured according to any one of FIGS. 6a to 10 but with large wheels for changing to an ATV (All Terrain Vehicle) driving vehicle. One alternative vehicle layout drawing, where the vehicle is relatively small and has a pilot cockpit positioned on one side of the vehicle. This shows one of the possibilities of various variations of the payload. One alternative vehicle layout drawing, where the vehicle is relatively small and has a pilot cockpit positioned on one side of the vehicle. This shows one of the possibilities of various variations of the payload. One alternative vehicle layout drawing, where the vehicle is relatively small and has a pilot cockpit positioned on one side of the vehicle. This shows one of the possibilities of various variations of the payload. One alternative vehicle layout drawing, where the vehicle is relatively small and has a pilot cockpit positioned on one side of the vehicle. This shows one of the possibilities of various variations of the payload. One alternative vehicle layout drawing, where the vehicle is relatively small and has a pilot cockpit positioned on one side of the vehicle. This shows one of the possibilities of various variations of the payload. 14A-14E is a drawing of a vehicle typically manufactured according to the arrangement of FIGS. 14A-14E, but with a lower skirt for changing the vehicle into a hovercraft for movement on the ground or water. FIG. 14B illustrates a top view of a vehicle having the payload arrangement of FIG. 14A. FIG. 14B shows a top view of a vehicle having the payload arrangement of FIG. 14B. FIG. 14C shows a top view of a vehicle having the payload arrangement of FIG. 14C. 14E shows a top view of a vehicle having the payload arrangement of FIG. 14E. FIG. 16b is a perspective front view of the vehicle of FIG. 16a showing various additional features and internal arrangement details of the vehicle. FIG. 16b is a longitudinal cross-sectional view of the vehicle of FIG. 16b showing various additional features and internal arrangement details of the vehicle. FIG. 19 is a drawing of an application to an unmanned aerial vehicle that is similar in design to the vehicles of FIGS. 16-18 but has no pilot compartment. FIG. 20 is a further drawing of one option drone with an engine arrangement slightly different from that of FIG. 19. FIG. 16b is a top view of the vehicle of FIG. 16b with wings that can be extended for high speed flight. FIG. 6 is a side view of a VTOL machine having multiple lift fans with increased payload capacity. FIG. 6 is a top view of a VTOL machine having a plurality of lift fans with increased payload capacity. It is a conceptual diagram of the power transmission device system used for the vehicle of FIGS. It is a conceptual diagram of the power transmission system used for the vehicle of FIG. 1 shows a conceptual cross-sectional view and design details of one option, a single duct drone. 1 shows a conceptual cross-sectional view and design details of one option, a single duct drone. 1 shows a conceptual cross-sectional view and design details of one option, a single duct drone. FIG. 3 is a drawing of a ram air “paraglider” based on an emergency rescue system. Fig. 4 illustrates an optional method for supplying additional air to a lift duct shielded from that direction by a nacelle. FIG. 14 is a more detailed schematic top view of the medical caregiver station in the vehicle rescue cabin described in FIGS. 14B, 14C, and 16B. FIG. 14 is a more detailed schematic top view of the medical caregiver station in the vehicle rescue cabin described in FIGS. 14B, 14C, and 16B. FIG. 14 is a more detailed schematic top view of the medical caregiver station in the vehicle rescue cabin described in FIGS. 14B, 14C, and 16B. FIG. 14 is a more detailed schematic top view of the medical caregiver station in the vehicle rescue cabin described in FIGS. 14B, 14C, and 16B. FIG. 14 is a more detailed schematic top view of the medical caregiver station in the vehicle rescue cabin described in FIGS. 14B, 14C, and 16B. Some optional additions to the cockpit portion of the vehicle described in FIGS. 14-18 are illustrated in side views. Generally similar to the vehicle shown in FIG. 18, but with other internal arrangements for various components, including a cabin arrangement geometry that allows for the transport of five passengers or combatants Indicates a vehicle. Generally similar to the vehicle shown in FIG. 18, but with other internal arrangements for various components, including a cabin arrangement geometry that allows for the transport of five passengers or combatants Indicates a vehicle. Generally similar to the vehicle shown in FIG. 18, but with other internal arrangements for various components, including a cabin arrangement geometry that allows for the transport of five passengers or combatants Indicates a vehicle. Generally similar to the vehicle shown in FIG. 18, but with other internal arrangements for various components, including a cabin arrangement geometry that allows for the transport of five passengers or combatants Indicates a vehicle. 30a shows a top view of a vehicle that is generally similar to the vehicle shown in FIGS. 30a-30d, but the fuselage has been stretched for nine passengers or combatants. FIG. 2 illustrates a method by which external airflow can penetrate the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the vehicle's moment resistance during forward flight. . FIG. 2 illustrates a method by which external airflow can penetrate the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the vehicle's moment resistance during forward flight. . FIG. 2 illustrates a method by which external airflow can penetrate the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the vehicle's moment resistance during forward flight. . FIG. 2 illustrates a method by which external airflow can penetrate the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the vehicle's moment resistance during forward flight. . FIG. 2 illustrates a method by which external airflow can penetrate the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the vehicle's moment resistance during forward flight. . Illustrates how internal airflow can flow through the rear ducted fan wall described in FIGS. 1-21 and 30-31 during forward flight for the purpose of minimizing the vehicle's moment resistance. To do. Illustrates how internal airflow can flow through the rear ducted fan wall described in FIGS. 1-21 and 30-31 during forward flight for the purpose of minimizing the vehicle's moment resistance. To do. Illustrates how internal airflow can flow through the rear ducted fan wall described in FIGS. 1-21 and 30-31 during forward flight for the purpose of minimizing the vehicle's moment resistance. To do. Illustrates how internal airflow can flow through the rear ducted fan wall described in FIGS. 1-21 and 30-31 during forward flight for the purpose of minimizing the vehicle's moment resistance. To do. Illustrates how internal airflow can flow through the rear ducted fan wall described in FIGS. 1-21 and 30-31 during forward flight for the purpose of minimizing the vehicle's moment resistance. To do. Figure 6 illustrates a method of directing an internal airflow with a velocity component in the rear direction for the purpose of minimizing the vehicle's moment resistance during forward flight. During forward flight, external airflow can enter through the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the moment resistance of the vehicle, and the rear ducted fan Fig. 4 illustrates an additional optional way in which the internal airflow can flow through the wall. During forward flight, external airflow can enter through the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the moment resistance of the vehicle, and the rear ducted fan Fig. 4 illustrates an additional optional way in which the internal airflow can flow through the wall. During forward flight, external airflow can enter through the front ducted fan wall of the vehicle described in FIGS. 1-21 and FIGS. 30-31 for the purpose of minimizing the moment resistance of the vehicle, and the rear ducted fan Fig. 4 illustrates an additional optional way in which the internal airflow can flow through the wall.

Claims (26)

Ducts,
A propeller that is rotatably mounted inside the duct and pushes the surrounding fluid from the inlet at the upper end of the duct through the outlet at the lower end of the duct;
A plurality of blades rotatably mounted across the suction port and the discharge port, and spaced apart in parallel, the blades acting against lift generated by the propeller A ducted fan blade structure that selectively rotates about an axis to produce a desired horizontal force component,
Each of the plurality of blades is at a different angle along the chord line, and a ducted fan blade structure that matches a vector of incident flow by the blades.   2. The structure of claim 1, wherein each of the blades is installed at a plurality of different angles along the length of the blade with respect to the chord line, and a plurality of corresponding points along the length of the blade. A structure that matches the vector of the incident flow in each of. A fuselage having a vertical axis and a horizontal axis;
A vehicle comprising at least two lift generating propellers built in two hollow ducts and statically disposed in the fuselage along the longitudinal axis;
One of the propeller group and the duct group is a vehicle inclined forward with respect to a vertical plane of the vehicle and along the horizontal axis of the vehicle.   4. The vehicle according to claim 3, wherein the inclination is not less than 5 degrees and not more than 10 degrees. A fuselage having a vertical axis and a horizontal axis;
A vehicle comprising at least two lift generating propellers built in two hollow ducts and disposed in the fuselage along the longitudinal axis;
The front end of one of the ducts is a forwardly facing circumferential slot that has at least one slot that runs substantially across the front of the duct and serves to send outside air through the slot into the duct. One vehicle. A first engine connected to the first transmission,
A first propeller connected to and driven by the first transmission;
A second engine connected to the second transmission,
A second propulsion propeller connected to and driven by the second transmission;
A vehicle drive device comprising: a first gearbox acting to drive a lift propeller;
The gearbox is a vehicle drive unit that is interposed between the transmission devices and is separately connected to the propeller by separate shafts.   7. The vehicle drive apparatus according to claim 6, further comprising a second gear box that operates to drive the second lift propeller, wherein the first gear box operates to drive the second gear box. Vehicle drive device. At least one lift generating propeller built into the hollow duct;
A plurality of first blades that are rotatably attached to one of the suction port and the discharge port of the duct so as to cross substantially along the longitudinal axis of the duct, and are spaced apart in parallel by the propeller. A first vane that selectively rotates about an axis to produce a desired force component for lift created along the horizontal axis;
A plurality of second blades that are rotatably attached to one of the suction port and the discharge port so as to traverse substantially along the horizontal axis of the duct, and are spaced apart in parallel by the propeller. A ducted fan blade structure comprising: a second blade that selectively rotates about an axis so as to produce a desired force component for lift created along the shaft. At least one lift generating propeller built into the hollow duct;
A plurality of first spaced apart and parallelly attached to either one of the inlet and the outlet of the duct so as to be rotated in a first direction so as to cross about 45 degrees from the longitudinal axis of the duct. A first vane that selectively rotates about an axis so as to produce a desired force component for lift generated by the propeller in a second direction offset from the longitudinal axis by about 45 degrees; ,
A plurality of first and second parallel ports spaced apart in parallel are attached to one of the suction port and the discharge port so as to be crossed by about 45 degrees from the longitudinal axis of the duct in the second direction. A second vane that selectively rotates about an axis so as to produce a desired force component for a lift created by the propeller in the first direction offset about 45 degrees from the longitudinal axis. Feathers,
A plurality of first and second parallel ports spaced apart in parallel are attached to one of the suction port and the discharge port so as to cross about 45 degrees from the longitudinal axis of the duct in the first direction. A third blade that selectively rotates about an axis so as to produce a desired force component for a lift created by the propeller in the second direction offset from the longitudinal axis by about 45 degrees in the second direction. And a ducted fan blade structure. At least one lift generating propeller built into the hollow duct;
A plurality of first blades and second blades, which are rotatably attached to either one of the suction port and the discharge port of the duct so as to cross substantially along the longitudinal axis of the duct, First and second blades that selectively rotate about an axis so as to produce a desired force component for the lift created along the transverse axis of the duct by the propeller;
A plurality of third blades and fourth blades, which are rotatably attached to either one of the suction port and the discharge port of the duct so as to cross substantially along the horizontal axis, and are spaced apart in parallel. A ducted fan blade structure comprising third and fourth blades that selectively rotate about an axis so as to produce a desired force component for the lift created along the longitudinal axis.   The ducted fan blade structure according to claim 10, wherein the plurality of blades collectively form a cross pattern.   11. The ducted fan blade structure according to claim 10, wherein the plurality of blades collectively form a square pattern.   The ducted fan blade structure according to claim 10, wherein the plurality of blades collectively form a fabric pattern. A fuselage having a vertical axis and a horizontal axis;
At least one lift generating propeller disposed along the longitudinal axis within the duct in the fuselage;
At least one propeller disposed at the rear end of the fuselage;
A vehicle comprising: extended wings extending above the vehicle in flight and expanded to be connected to the vehicle.   15. The vehicle of claim 14, wherein the lift generating propeller is deactivated when the wing is deployed, and the wing provides lift to the vehicle when propulsion is provided by the propulsion propeller. vehicle. A fuselage having a vertical axis and a horizontal axis;
At least one lift generating propeller disposed along the longitudinal axis within a duct within the fuselage, wherein air flow to the duct is at least partially blocked by either the nacelle or a portion of the fuselage; A lift generating propeller,
At least one airflow tube in which air flows into the partially blocked duct, wherein an outlet of the tube is in contact with and substantially aligned with an upper edge of the duct; Vehicles to be provided. A fuselage having a vertical axis and a horizontal axis;
At least one lift generating propeller disposed along the longitudinal axis within the duct in the fuselage;
A stretcher attached to slide into the body;
A vehicle comprising: a swivel chair that can rotate and approach the stretcher. A ducted fan comprising at least one lift generating propeller disposed inside a hollow duct,
A ducted fan in which at least one opening for flowing air is formed on one side of the duct between the inside of the duct and the outside of the duct, substantially along the longitudinal axis of the duct.   19. The ducted fan according to claim 18, further comprising a plurality of support portions disposed in the opening.   19. The ducted fan according to claim 18, further comprising a plurality of airfoil type vertical support portions disposed in the opening.   20. The ducted fan according to claim 19, further comprising a plurality of externally driven rotary valves, each valve being disposed between two of the support portions, and air flow around the support portions and into the duct. Ducted fan that is selectively rotatable to block and allow.   19. The ducted fan according to claim 18, wherein each of the support portions contacts an adjacent support portion of the support portion to block an air flow around the support portion and into the duct, and the adjacent support portion. A ducted fan that is selectively rotatable so as to allow air flow around the support and into the duct by separating from the support.   19. The ducted fan according to claim 18, wherein each of the support portions substantially contacts an adjacent support portion of the support portion to block an air flow around the support portion and into the duct, and the adjacent support portion. A ducted fan that is selectively rotatable so as to be separated from the portion and allow air flow around the support and into the duct.   19. The ducted fan according to claim 18, wherein at least a part of the lower end of the duct is bent backward at an angle that gradually increases along the duct wall from a first angle and reaches a maximum angle at a central portion of the duct wall. Ducted fan.   25. A ducted fan according to claim 24, wherein the curvature of the lower end is selectively variable.   19. The ducted fan of claim 18, further comprising a selectively slidable flow blocker that blocks and allows the air flow.

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