WO2018156041A2

WO2018156041A2 - Propulsion system and vertical take-off and landing aircraft

Info

Publication number: WO2018156041A2
Application number: PCT/RO2018/050001
Authority: WO
Inventors: Liviu Grigorian Giurca
Original assignee: Liviu Grigorian Giurca
Priority date: 2017-02-22
Filing date: 2018-01-31
Publication date: 2018-08-30
Also published as: WO2018156041A3; RO132763A2; WO2018156041A4

Abstract

The present invention relates to a propulsion system and vertical take-off and landing ("VTOL") aircraft and especially to this having hybrid or electric drive, used to transport people or goods from one point to the other without the necessity of airport runways. A VTOL aircraft (100) uses a modular propulsion system (101) containing three multiple propellers (102, 103 and 104). The multiple propeller (102) is of fixed type and is included in a fuselage (105), at its front side, inside a cavity (106), located in the front of the aircraft (100). The cavity (106) contains an intake port (107), which communicate with upper surface of the aircraft (100) and an exhaust port (108), which communicate with lower surface of the aircraft (100). The exhaust port (108) is controlled by means some louvers (109), which are oriented vertically in takeoff and landing, directing the air jet in downward, and which are inclined during transition directing the air jet in the rear. During forward flight the cavity (106) is closed by a cover (110) on the upper surface and by the louvers (109) on the lower surface. The fuselage (105) is of the type of that used by the airliners having a shape which can be considered substantially cylindrical. On the fuselage (105) are fixed side by side two wings (111). The other two multiple propellers (103) and (104), of the rotating type, are mounted on the fuselage (105) behind the wings (111) and are acted by some actuators. The necessary electrical energy used to supply the multiple propellers (102, 103 and 104) can be delivered by a hybrid system which employs two turbo-generators (112), mounted on the wings (111).

Description

PROPULSION SYSTEM AND VERTICAL TAKE-OFF AND LANDING AIRCRAFT

Cross-Reference to Related Application

This application claims the benefit of Romanian Provisional Application A/00101/2017 filed February 22nd, 2017 and incorporated by reference in its entirety.

Technical Field

The present invention relates to a propulsion system and vertical take-off and landing ("VTOL") aircraft and especially to this having hybrid or electric drive, used to transport people or goods from one point to the other without the necessity of airport runways.

Background Art

The VTOL aircraft combines the advantages of helicopter, respectively the ability to flight vertically with the advantages of the conventional (fixed wings) aircraft, respectively the high speed in forward flight and the high efficiency of the travel. Even some solutions were proposed, a significant progress was not yet obtained.

An innovative solution was applied by Aurora Flight Sciences which proposed to use a number of ducted fans, acted electrically, located on the main wings and on the Canard wings (front wings). This solution has the drawback that the heavy wings are acted by a very complicate and heavy mechanism. The wings cannot be made foldable and the aircraft foot print is big. This limits the use of the aircraft in urban area and the parking area must to have a big surface. On the other hand the ducted fans are integrated in a squared front area which increase the drag and limits the maximum speed, having also increased energy consumption. This type of propulsion cannot be used by large and very large aircraft.

A similar solution which uses 4 or 6 propulsion units (US2016/0311522) was proposed by the German company Lilium GMBH, having same main disadvantages.

A solution having the vision to generalize the concept of distributed propulsion system is described in WO2015/092389. Unfortunately the inventor tries to generalize this concept without providing specific examples or embodiments which can be achieved in practice. As described in the application, this solution is not practicable because, for example, if the fixed wings have the entire surface filled with ducted fans, how the wings can be used in forward flight. The solution proposed by this concept is vague and undefined in practice. Many VTOL variants proposed in the last time are for fully electric aircraft. A disadvantage of these solutions is the limited range or autonomy due to reduced capacity of the batteries. The fixed charging stations disposed to certain distances seem to solve partially this issue (GB2529021). The major inconvenience consists in the high charging period when the aircraft remain unused.

Are also known the aircraft which use the ground effect as for example the Ekranoplan. This was desined to takeoff from the water and to fly at low altitude over the water. Even it is more efficient with around 40% due to the ground effect, it has the inconvenience that in rough sea condition cannot takeoff.

Consequently it is a necessity to carry out a very efficient propulsion system that can be easy acted and controlled, offering an extended range.

Disclosure of the Invention

In one embodiment a vertical take-off and landing aircraft contains a modular propulsion system which comprises two multiple propeller groups one located at the front of the aircraft and the other located at the rear of the aircraft. The front multiple propeller group contains a multiple propeller of the simple type containing a number of adjacent ducted fans aligned with an axis which is perpendicular on the longitudinal median plane of the aircraft fuselage. The adjacent ducted fans are rigidly mounted with two cranks which can be rotated on two brackets connected with the fuselage, containing also the crank bearings. Each crank passes through its bracket and is rigidly connected at the external side with a multiple propeller of the type with thrust amplifier, mounted in console. The multiple propeller with thrust amplifier contains some adjacent ducted fans, grouped in any configuration, which are surrounded by an ring copying to a certain distance the profile of the ducted fan group. The simple multiple propeller and the two multiple propellers with thrust amplifier can be rotated together. When the simple multiple propeller is rotated in the position with ducted fan central axes in horizontal plane, it becomes included in a enclosure of the fuselage. In this position, a trot, having a cylindrical shape, can be operated to cover the air entry of the ducted fans of the simple multiple propeller. The front multiple propeller group can be rotated by at least an actuator according to the operation procedure of the aircraft. The rear multiple propeller group contains a multiple propeller with thrust amplifier, mounted in a central position. The multiple propeller with thrust amplifier contains a number of adjacent ducted fans aligned with an axis which is perpendicular on the longitudinal median plane of the aircraft fuselage. The adjacent ducted fans are all surrounded by a common ring ore each of them is surrounded by its own ring. The multiple propeller with thrust amplifier located in the central position is rigidly mounted with two cranks which can be rotated on two brackets connected with the fuselage, containing also the crank bearings. Inside the brackets are mounted some actuators used to rotate the multiple propeller. Each crank passes through its bracket and is rigidly connected at the external side with a multiple propeller of the type with thrust amplifier, mounted in console. The multiple propeller with thrust amplifier contains some adjacent ducted fans, which can be grouped in any configuration, which are surrounded by an ring which copies to a certain distance the profile of the ducted fan group. All the rear multiple propellers with thrust amplifier can be rotated together by the actuators according to the operation procedure. The fuselage of the aircraft has an aerodynamic shape, respectively an upper surface located in such manner as the multiple propellers with thrust amplifier will create a suction effect on the upper surface when the ducted fan axes are in horizontal plane, respectively during the forward flight, and this increases the lift of the aircraft. In forward flight the aircraft uses also the lift created by two main wings fixed side by side on the fuselage. Each main wing comprises a fixed wing which is rigidly fixed on the fuselage and a mobile wing which can be folded along the fuselage during takeoff and landing or can be extended during transition and forward flight. All the ducted fans are acted by electric motors. The energy necessary to supply the electric motors can be furnished by a battery pack and in this case the propulsion is pure electric or can be delivered by a hybrid unit which can have different configurations. The battery pack can contain electrical batteries, ultracapacitors or a combination of batteries with ultracapacitors.

In all the cases the aircraft can use a complementary modality to be supplied with electrical energy, respectively with a dynamic charging system by contact. The dynamic charging system by contact contains an electric energy collector mounted on the aircraft and a supply infrastructure deployed on the ground. The electric energy collector uses two telescopic arms rotatable mounted on two bearings fixed underneath the fuselage. The two telescopic arms are rigidified by two cross members, one which is in the front and the other in the rear. Inside of each arm is mounted a power supply cable making connection between a metallic contactor, having a curved shape, located at the end of the arm, and the electrical power supply system, located inside the fuselage, which make the distribution of the electrical energy to different electrical devices. Each power supply cable is designed to supply with one phase of the electrical current. The electric energy collector is acted by a telescopic actuator fixed with one of its ends inside a cavity of the fuselage and with the other end on the front cross member, respectively in the middle zone. The supply infrastructure contains mainly two metallic floors, having an undefined length, each being made from a metallic lattice. Each metallic floor is designed to supply with one phase of the electrical current, and is suspended over the ground by means some pillars. Between the two metallic floors are mounted some nonconducting rods. At one of the side each metallic floor can be prolonged with a concave structure, supported by a nonconducting rail, fixed also on the pillars. The concave structure is made like a network of nonconducting wires, located perpendicularly on the rail. In operation the electric energy collector is tilted with some angle and extended so that to allow the contact between each metallic connector and the corresponding metallic floors, achieving in-flight transmission of the electrical energy to the aircraft. This electrical energy is used partially to supply the electric motors of the ducted fans and partially to recharge the battery pack of the aircraft. To maintain a constant distance between infrastructure and aircraft, and simultaneously to maintain the aircraft on the same path as the infrastructure, the navigation system of the aircraft is of autonomous type and uses a sensor system and emitters located on both the infrastructure and the aircraft, connected with a global positioning system (GPS). A big number of aircraft can simultaneously use the infrastructure for the same direction of flight and the autonomous navigation system maintain a safe distance between two successive aircraft. When is detected a damage of the supply system or when the external conditions (fort side winds, gusty winds, etc.), respectively when the distance between the aircraft and the infrastructure cannot be maintained, the aircraft is forced to increase the altitude and moves away from the infrastructure using the internal resources of energy. In this case the electric energy collector is retracted in the initial position and the aircraft can be operated also by the pilot as an independent vehicle.

In another embodiment an aircraft with vertical take off and landing uses a modular propulsion system which contains five multiple propellers with thrust amplifier or augmenter. The aircraft uses a fuselage similar with that used by the current airliners, having an external shape which can be considered as substantially cylindrical. One of the multiple propellers is of fixed type and is included in a cavity, located in the front of the aircraft. The cavity contains an intake port, which communicate with upper surface of the aircraft and an exhaust port, which communicate with lower surface of the aircraft. The intake and the exhaust ports are closed during the horizontal flight by two covers, one in the upper position and the other in the lower position. Other two multiple propellers of the rotating type are mounted in the front of the wings. The last tow multiple propellers are also of the rotating type and are mounted on tow struts fixed on the fuselage at the rear side of the aircraft.

In a third embodiment an aircraft with vertical take off and landing uses a modular propulsion system which contains three multiple propellers with thrust amplifier. One of the multiple propellers is of fixed type and is included in a cavity, located in the front of the aircraft. The cavity contains an intake port, which communicate with upper surface of the aircraft and an exhaust port, which communicate with lower surface of the aircraft. The exhaust port is controlled by means some louvers, which are oriented vertically in takeoff and landing, directing the air jet in the direction of down, and which are inclined during transition' directing the air jet in the rear. During forward flight the cavity is closed by a cover on the upper surface and by the louvers on the lower surface. In another embodiment derived from the previous, an aircraft uses a fuselage which has an enlargement around the fixed multiple propellers, to solve the storage capacity of the aircraft.

In a fifth embodiment an aircraft with vertical take off and landing of the flying wing type uses a modular propulsion system which contains two multiple propellers with thrust amplifier one in the front of the aircraft and the other in the rear of the aircraft. The aircraft uses a central fuselage and some fixing wings which are the prolongation of the fuselage. The front multiple propeller is of the fixed type and is included in a cavity, located in the front of the aircraft. The longitudinal axis of the front multiple propeller is included in the longitudinal median plane of the aircraft. The cavity contains an intake port, which communicate with upper surface of the aircraft and an exhaust port, which communicate with lower surface of the aircraft. The exhaust port is controlled by means some louvers, which are oriented vertically in takeoff and landing, directing the air jet in the direction of down, and which are inclined during transition' directing the air jet in the rear. During forward flight the cavity is closed by a cover on the upper surface and by the louvers on the lower surface. The rear multiple propeller is of the rotating type and is mounted so that its longitudinal axis to be perpendicular on the longitudinal median plane of the aircraft. The rear multiple propeller is rigidly mounted with two cranks which can be rotated on two brackets connected with the fuselage, containing also the crank bearings. Inside the brackets are mounted some actuators used to rotate the multiple propeller. The rear multiple propeller can be rotated as a function of the flight phase. The fuselage has an aerodynamic shape, respectively an upper surface located in so manner that when the rear multiple propeller has the ducted fans with there axis in horizontal position, it is produced a fort suction effect, respectively an important depression on the upper surface, which generates an increased lift.

In sixth embodiment an aircraft with vertical take off and landing of the flying wing type uses a modular propulsion system which contains three multiple propellers with thrust amplifier, two in the front of the fixed type and a third in the rear of the rotating type. The two front multiple propellers are located symmetrically reported to the longitudinal median plane of the aircraft.

In a seventh embodiment an aircraft with vertical take off and landing of the flying wing type uses a modular propulsion system which contains two multiple propellers with thrust amplifier one in the front of the aircraft and the other in the rear of the aircraft. The front multiple propeller comprises two rows of ducted fans, having a shape which can be considered substantially triangular or trapezoidal. The longitudinal median plane of the aircraft divides the front multiple propeller in two symmetrical portions. In the eighth embodiment an aircraft with vertical take off and landing uses a modular propulsion system which contains a fixed multiple propeller, located in the front of a fuselage, considered as having flattened shape. The longitudinal axis of the fixed multiple propeller is included in the longitudinal median plane of the fuselage. During forward flight the cavity of the fixed multiple propeller is closed by a cover on the upper surface and by the louvers on the lower surface. The modular propulsion system also contains at the rear side of the aircraft two multiple propellers of the rotating type, mounted symmetrically on a rear bracket fixed in console on the fuselage. The two rotating multiple propellers, having the longitudinal axes perpendicularly located on the longitudinal median plane of the fuselage, are acted together by an actuator contained in the rear bracket as function of the flight phases. The rear multiple propeller can be rotated as a function of the flight phase. The fuselage has an aerodynamic shape, respectively an upper surface located in so manner that when the rear multiple propeller has the ducted fans with there axis in horizontal position, it is produced a fort suction effect, respectively an important depression on the upper surface, which generates an increased lift. To achieve the lift during forward flight, the aircraft uses some main wings, fixed in the middle zone of the fuselage, side by side. Each main wing comprises a fixed wing, rigidly fixed on the fuselage, and a mobile wing which can be folded in vertical position during vertical takeoff and landing or can be extended during transition and forward flight.

In a ninth embodiment an aircraft with vertical take off and landing having a flattened fuselage uses a modular propulsion system which contains four multiple propellers with thrust amplifier, two in the front of fixed type and two in the rear of the rotating type, as in the previous example. The two front multiple propellers are symmetrically located reported to the longitudinal medium plane of the aircraft.

In a tenth embodiment an aircraft with vertical take off and landing having a flattened fuselage uses a modular propulsion system which contains three multiple propellers with thrust amplifier, one in the front of fixed type and two in the rear of the rotating type, as in the previous example. The front multiple propeller contains at least two rows of ducted fans having a shape substantially triangular or trapezoidal. The longitudinal medium plane of the aircraft divides the front multiple propeller in two symmetrical portions.

A multiple propeller with thrust amplifier contains in a first embodiment a number of ducted fans, each having a rotor acted by an electric motor, fixed in a duct, which has a wall with an aerodynamic shape. Several ducted fans arranged in line are fixed between them by means some connected bridges, forming together a ducted block. Each ducted fan is surrounded at some distance by an external duct, having also some walls with aerodynamic shape. The external ducts are merging forming together a surrounding ring which is rigidly fixed with the duct block by means some ribs. The surrounding ring is offset axially from the ducted block so that to obtain a Venturi effect, respectively a depression, when the ducted fans are operated. At its lower side, each ducted fan has a deflector containing a numbers of lamellas, bent through the interior side, having preferably a triangular shape and inclined so that to obtain a swirl jet of the air with certain rotation speed. Another number of lamellas, intercalated with that first mentioned, are bent through the exterior side, having preferably a triangular shape and are inclined to obtain a swirl jet of the additional air passing between each ducted fan and the surrounding ring The suction effect has an important intensification due to the increased mixture area of the interior and exterior air streams. The deflectors of two neighbor ducted fans are built so that the neighbor air streams have contrary rotation motions.

In a second embodiment a multiple propeller with thrust amplifier contains a deflector in form of twisted lobs which produce the air swirl which lives the ducted fans.

In a third embodiment a multiple propeller with thrust amplifier contains a number of parallel rows of ducted fans.

The invention presents the following advantages:

- The multiple propeller with thrust amplifier are separated from the wings and their mechanism is simple, reliable, has less weight and consumes low energy to be acted;

- Because of foldable wings the foot-print is reduced and the aircraft is well adapted for urban utilization;

The multiple propeller with thrust amplifier has a reduced energy consumption in takeoff and landing and this reduces the maximum power requirement;

The aircraft uses the wings in emergency cases to glide and to land as a normal airplane on a airport runway;

- The weight of the aircraft is reduced due to reduced weight of the actuation system which act the multiple propeller;

- The aerial transport system with high speed which uses the dynamic charging in motion of the aircraft from the infrastructure is cheap reported to other transport system because the infrastructure is cheap;

- Because of the dynamic charging in motion the autonomy (range) of the aircraft can be very much extended, even when a pure electric power unit is used;

- The propulsion efficiency of the aircraft when is used the dynamic charging in motion is increased and can reach 60%; Because of natural buoyancy of the fuselage the aircraft can takeoff and land inclusively from the water.

Brief description of the drawings

-Fig. 1, an isometric view of a vertical take-off and landing aircraft of the type with two multiple propellers in the stage of takeoff ;

-Fig. 2, an isometric view of the aircraft from the figure 1 in the stage of transition;

-Fig. 3, an isometric view of the aircraft from the figure 1 in the stage of forward flight; -Fig. 4, an isometric view of a vertical take-off and landing aircraft of the type with two multiple propellers with electric energy collector;

-Fig. 5, an isometric view of the aircraft from the figure 4 with the electric energy collector in extended position;

-Fig. 6, an isometric view of the aircraft from the figure 4 during energy supply from infrastructure;

-Fig. 7, an isometric view of a vertical take-off and landing aircraft of the type with five multiple propellers in the stage of takeoff;

-Fig. 8, an isometric view of the aircraft from the figure 7 with the multiple propellers in the stage of transition;

-Fig. 9, an isometric view of the aircraft from the figure 7 with the multiple propellers in the stage of forward flight;

-Fig. 10, an isometric view of a vertical take-off and landing aircraft of the type with three multiple propellers in the stage of takeoff;

-Fig. 11, a partial cross section through the aircraft from the figure 10 with the multiple propellers in the stage of takeoff;

-Fig. 12, a partial cross section through the aircraft from the figure 10 with the multiple propellers in the stage of transition;

-Fig. 13, a partial cross section through the aircraft from the figure 10 with the multiple propellers in the stage of forward flight;

-Fig. 14, an isometric view of a vertical take-off and landing aircraft of the type with three multiple propellers and modified fuselage;

-Fig. 15, an isometric view of a vertical take-off and landing aircraft of the flying wing type with two multiple propellers in the takeoff position, the front multiple propeller having a single row of ducted fans;

-Fig. 16, a cross section through the aircraft from the figure 15 with the multiple propellers in the stage of takeoff; -Fig. 17, a cross section through the aircraft from the figure 15 with the multiple propellers in the stage of transition;

-Fig. 18, an isometric view of an aircraft from the figure 15 with the multiple propellers in the stage of forward flight;

-Fig. 19, an isometric view of a vertical take-off and landing aircraft of the flying wing type with three multiple propellers;

-Fig. 20, an isometric view of a vertical take-off and landing aircraft of the flying wing type with two multiple propellers in the takeoff position, the front multiple propeller having multiple rows of ducted fans;

-Fig. 21, an isometric view of a vertical take-off and landing aircraft, having a flattened fuselage, with two multiple propellers, the front multiple propeller having a single row of ducted fans;

- Fig. 22, an isometric view of a vertical take-off and landing aircraft, having a flattened fuselage, with four multiple propellers;

- Fig. 23, an isometric view of a vertical take-off and landing aircraft, having a flattened fuselage, with three multiple propellers, the front multiple propeller having multiple rows of ducted fans;

- Fig. 24, an isometric view of a multiple propeller with thrust amplifier having a deflector with lamellas;

- Fig. 25, an isometric view of an ducted fan for the multiple propeller from the figure 24;

- Fig. 26, a view from the rear of the multiple propeller from the figure 24;

- Fig. 27, an isometric view of an ducted fan having a deflector with twisted lobs;

- Fig. 28, a view from the rear of a multiple propeller with thrust amplifier, having ducted fans as in the figure 27;

-Fig. 29, a view from the rear of a multiple propeller with thrust amplifier having parallel rows of ducted fans.

Best Mode for Carrying Out the Invention

In a first embodiment a vertical take-off and landing aircraft 1 contains a modular propulsion system 2 which comprises two multiple propeller groups 3, respectively 4, mounted at the aircraft 1 extremities of a fuselage 5, one group 3, at the front of the aircraft and the other group 4, located at the rear, as in the figures 1, 2 and 3. The front group 3 contains a multiple propeller 6 of the simple type containing and a number of adjacent ducted fans 7 aligned with an axis which is perpendicular on the longitudinal median plane of the fuselage 5. The adjacent ducted fans 7 are rigidly mounted with two cranks 8 which can be rotated on two brackets 9 connected with the fuselage 5, containing also the crank bearings 8. Each crank 8 passes through its bracket 9 and is rigidly connected at the external side with an multiple propeller 10 of the type with thrust amplifier, mounted in console. The multiple propeller 10 with thrust amplifier contains some adjacent ducted fans 11, grouped in any configuration, which are surrounded by a ring 12 copying to a certain distance the profile of the ducted fan 11. The simple multiple propeller 6 and the two multiple propellers 10 with thrust amplifier can be rotated together. When the simple multiple propeller 6 is rotated in the position with ducted fan central axes in horizontal plane, it becomes included in a enclosure 13 of the fuselage 5. In this position a trot 14 (figure 3), having a cylindrical shape, can be operated to cover the air entry of the ducted fans 7 of the simple multiple propeller 6. The front multiple propeller group 3 can be rotated by at least an actuator (not shown) according to the operation procedure of the aircraft 1. The rear multiple propeller group 4 contains a multiple propeller 15, with thrust amplifier, mounted in a central position. The multiple propeller 15 with thrust amplifier contains a number of adjacent ducted fans 16 aligned with an axis which is perpendicular on the longitudinal median plane of the aircraft fuselage 5. The ducted fans 16 are all surrounded by a common ring 17 or each of them is surrounded by its own ring. The multiple propeller 15 with thrust amplifier located in the central position is rigidly mounted with two cranks 18 which can be rotated on two brackets 19 connected with the fuselage 5, containing also the crank bearings. Inside the brackets 19 are mounted some actuators (not shown) used to rotate the multiple propeller 15. Each crank 18 passes through its bracket 19 and is rigidly connected at the external side with a multiple propeller 20 of the type with thrust amplifier, mounted in console. The multiple propeller 20 with thrust amplifier contains some adjacent ducted fans 21, which can be grouped in any configuration, which are surrounded by a ring 22 which copies to a certain distance the profile of the ducted fan 21. All the rear multiple propellers 15, respectively 20, which forms the group 4 can be rotated together by the actuators according to the operation procedure. The fuselage 5 of the aircraft 1 has an aerodynamic shape, respectively an upper surface 23 located in such manner as the multiple propeller 15 with thrust amplifier will create a suction effect on the upper surface 23 when the ducted fan axes are in horizontal plane, respectively during the forward flight, and this increases the lift of the aircraft 1. In forward flight the aircraft 1 uses also the lift created by two main wings 24 fixed side by side on the fuselage 5. Each main wing 24 comprises a fixed wing 25 which is rigidly fixed on the fuselage 5, and a mobile wing 26, which can be folded along the fuselage 5 during takeoff and landing or can be extended during transition and forward flight. The two multiple propellers 10 with thrust amplifier are located so that in the forward flight directs the pressured air under the wings 24. The two multiple propellers 20 with thrust amplifier are located so that in the forward flight aspirate the air existent above the wings 24. All the ducted fans 7, 11, 16 and 24 are acted by electric motors. The energy necessary to supply the electric motors can be furnished by a battery pack and in this case the propulsion is pure electric or can be delivered by a hybrid unit which can have different configurations, containing mainly at least a power unit and a battery pack. The battery pack can contain electrical batteries, ultracapacitors or a combination of batteries with ultracapacitors. In operation, during takeoff and landing from a limited space, the mobile wings 26 are folded through the rear of the aircraft 1, and the foot-print of the aircraft 1 has a minimum extension (figure 1). Concomitantly the front group 3 and the rear group 4 generate air streams directed in vertically in down. When the aircraft 1 has a certain altitude, the mobile wings 26 are extended to obtain the maximum lift in forward flight. During transition from the vertical lift to forward flight the group 3 and 4 are acted in an inclined position and this generate a horizontal speed to the aircraft 1 (figure 2). As much as the horizontal speed of the aircraft 1 increase, due to horizontal component of the thrust force, the lift is taken over by the wings 24. At the end of the transition stage, the operation of the ducted fans 7 is stopped and the ducted fans 7 gradually enter inside the enclosure 13. When the speed of the aircraft 1 increases sufficiently, the group 3 and 4, are rotated in the position when the air flows are directed horizontally, the lift is taken over totally by the wings 24 (figure 3). In this position the trot 14 is closed, the ducted fan 7 are out of operation and the aerodynamic shape of the aircraft 1 is improved concomitantly with the drug reduction. Due to the position of the multiple propellers 10, respectively 20, the wings 24 operate as blowing wings which increase the lift of the aircraft 1. The control of the aircraft 1 is achieved by positioning of the group 3 and 4 as well as controlling the rotation speed of different ducted fans in different area of the aircraft 1. When some control parts are damaged, the aircraft 1 can land like a normal airplane on an airport runway, using some wheels (not shown).

An aircraft 40, having a similar construction as this exposed in the previous embodiment, can use a complementary modality to be supplied with electrical energy, being included in a transport system 41 with dynamic charging by contact, as in the figures 4, 5 an 6. The system 41, with dynamic charging by contact, contains an electric energy collector 42 mounted on the aircraft 40, on its lower side, and an infrastructure 43, deployed on the ground. The electric energy collector 42 uses two telescopic arms 44 rotatable mounted on two bearings 45 fixed underneath the fuselage 5. The two telescopic arms 44 are rigidified by a front cross member 46, and a rear cross member 47, used for reinforcement. Inside of each telescopic arm 44 is mounted a power supply cable (not shown), of not conducting type, making connection between a metallic contactor 48, having a curved shape, located at the end of the telescopic arm 44, and the electrical power supply system (not shown), located inside the fuselage 5, which make the distribution of the electrical energy to different electrical devices. Each power supply cable is designed to supply with one phase of the electrical current. The electric energy collector 42 is acted by a telescopic actuator 49 fixed with one of its ends inside a cavity 50 of the fuselage 5 and with the other end on the front cross member 46, respectively in the middle zone. The supply infrastructure 43 contains mainly two metallic floors 51, having an undefined length, each being made from a metallic lattice 52. Each metallic floor 51 is designed to supply with one phase of the electrical current, and is suspended over the ground by means some pillars 53. Between the two metallic floors 51 are mounted some nonconducting rods 54, serving to reinforce the structure. At one of the side, each metallic floor 51 can be prolonged with a concave structure 55, supported by a nonconducting rail 56, fixed also on the pillars 53. The concave structure 55 is made like a network of nonconducting wires, located perpendicularly on the rail 56. The rail 56 can be extended with some panels 58 across the length of the infrastructure 43. The panel 58, which can be made from graphen or other light materials, are mounted inclined through exterior to evacuate the water from rain or the snow. The panels 58 can contain some halls to evacuate the water and the snow, or can be achieved as a lattice. In operation the electric energy collector 42 is tilted with some angle and extended so that to allow the contact between each metallic connector 48 and the corresponding metallic floors 51, achieving in-flight transmission of the electrical energy to the aircraft 40. This electrical energy is used partially to supply the electric motors of the ducted fans and partially to recharge the battery pack of the aircraft 40. To maintain a constant distance between the infrastructure 43 and the aircraft 40, and simultaneously to maintain the aircraft 40 on the same path as the infrastructure 43, the navigation system of the aircraft 40 is of autonomous type and uses a sensor system and emitters located on both the infrastructure 43, the aircraft 40 being connected with a global positioning system (GPS). If between the aircraft 40 and the panels 50 there is a distance among 3 and 12 m, the aircraft 40 operates with ground effect, improving the energetic efficiency of the propulsion. A big number of aircraft 40 can simultaneously use the infrastructure 43 for the same direction of flight and the autonomous navigation system maintain a safe distance between two successive aircraft 40. When is detected a damage of the supply system or when the external conditions (fort side winds, gusty winds, etc.) are heavy, respectively when the distance between the aircraft 40 and the infrastructure 43 cannot be maintained, the aircraft 40 is forced to increase the altitude and moves away from the infrastructure 43. In this case the electric energy collector 42 is retracted in the initial position and the aircraft 40 can be operated also by the pilot as an independent vehicle. If the aircraft 40 has a pure electric propulsion, its propulsion system is of dual type because can use also the energy furnished from the infrastructure 43. If the aircraft 40 has a hybrid propulsion, its propulsion system is of triple type because can flight using the energy produced by the power unit, by the infrastructure 43 or by the battery pack. An aircraft 40 with hybrid propulsion system which use also the infrastructure 43, can has a reduced size battery pack (electric batteries or ultracapacitors), which ensures the independent operation of the aircraft 40 for several minutes in emergency cases when the hybrid system is damaged. This simplifies the construction and reduces the cost of the aircraft 40 with hybrid propulsion system, without to affect the redundancy. If the infrastructure 43 covers a vast territory it can be used to achieve an efficient transport on this territory. Near the cities the aircraft 40 leaves the infrastructure 43 and lands in the destination area. If the infrastructure 43 is fragmented, it can be used to charge in motion the aircraft 40 with electric energy without to be stopped when it finishes its energy. The infrastructure 43 can be doubled with a parallel structure used for the other direction of travel. The two parallel infrastructures 43 form together an aerial freeway. The infrastructure 43 can be also used by other types of electric/hybrid aircraft without VTOL capability, but with a lower safety margin, if they have mounted an electric energy collector 42.

In another embodiment an aircraft 70 with vertical take off and landing uses a modular propulsion system 83 which contains five multiple propellers 71, 72, 73, 74 and 75 with thrust amplifier or augmenter, as in the figure 7, 8 and 9. The aircraft uses a fuselage 76 similar with that used by the current airliners, having an external shape which can be considered as substantially cylindrical. One the multiple propellers 71 is of fixed type and is included in the fuselage 76, located in the front side, inside a cavity 77, which communicates with the upper surface of the aircraft 70 by means an intake port 78 and which communicate with the lower surface of the aircraft 70 by means an exhaust port 79. The intake and the exhaust ports 78 and 79 are closed during the forward flight by two covers 80, one in the upper position and the other in the lower position. Other two multiple propellers 72 and

73 of the rotating type are mounted in the front of wings 81. The last two multiple propellers 74 and

75 are also of the rotating type and are mounted on two struts 82 fixed on the fuselage 76 at the rear side. The struts 82 are distanced from the fuselage 76 so that the air flows generated by the multiple propellers 72 and 74 do not interfere with the air flows generated by the multiple propellers 74 and 75. The necessary electrical energy used to supply the multiple propellers 71, 72, 73, 74 and 75 can be delivered by a hybrid system which employs two turbo-generators 84, mounted on the fuselage

76 at its rear side. In operation, during takeoff and landing, all the five multiple propellers 71, 72, 73,

74 and 75 generate air flows directed downward, respectively in vertical direction. During transition from the vertical flight to the forward flight the multiple propellers 72, 73, 74 and 75 are acted in inclined position and this induces a horizontal speed to the aircraft 70 (figure 8). As much as the horizontal speed of the aircraft 70 increase, due to horizontal component of the thrust force developed by the multiple propellers 72, 73, 74 and 75, the lift is taken over partially by the wings 81. At the end of the transition stage, the operation of the multiple propeller 71 is stopped and the cavity 77 is sealed by closing the covers 80, which improves the aerodynamics of the aircraft 70 in the forward flight. When the speed of the aircraft 70 increases sufficiently, the multiple propellers 72, 73, 74 and 75 are rotated in the position when the air flows are directed horizontally and the lift is taken over totally by the wings 81 (figure 9). When some control parts are damaged, the aircraft 70 can glide using the wings 81 and can land like a normal airplane on an airport runway, using some wheels (not shown).

In a third embodiment an aircraft 100 with vertical take off and landing uses a modular propulsion system 101 containing three multiple propellers 102, 103 and 104 with thrust amplifier as in the figure 10,11, 12 and 13. The multiple propeller 102 is of fixed type and is included in a fuselage 105, at its front side, inside a cavity 106, located in the front of the aircraft 100. The cavity 106 contains an intake port 107, which communicate with upper surface of the aircraft 100 and an exhaust port 108, which communicate with lower surface of the aircraft 100. The exhaust port 108 is controlled by means some louvers 109, which are oriented vertically in takeoff and landing, directing the air flow in downward, and which are inclined during transition directing the air jet in the rear. During forward flight the cavity 106 is closed by a cover 110 (figure 13) on the upper surface and by the louvers 109 on the lower surface. The fuselage 105 is of the type of that used by the airliners having a shape which can be considered substantially cylindrical. On the fuselage 105 are fixed side by side two wings 111. The other two multiple propellers 103 and 104, of the rotating type, are mounted on the fuselage 105 behind the wings 111 and are acted by some actuators (not show). The necessary electrical energy used to supply the multiple propellers 102, 103 and 104 can be delivered by a hybrid system which employs two turbo-generators 112, mounted on the wings 111. In operation, during takeoff and landing, all the three multiple propellers 102, 103 and 104 generate air flows directed downward, respectively in vertical direction. During transition from the vertical flight to the forward flight the multiple propellers 103 and 104 are acted in inclined position and this induces a horizontal speed to the aircraft 100 (figure 12). As much as the horizontal speed of the aircraft 100 increase, due to horizontal component of the thrust force developed by the multiple propellers 102, 103 and 104, the lift is taken over partially by the wings 111 At the end of the transition stage, the operation of the multiple propeller 102 is stopped and the cavity 106 is sealed by closing the cover 110 and the louvers 109, which improves the aerodynamics of the aircraft 100 in the forward flight. When the speed of the aircraft 100 increases sufficiently, the multiple propellers 102 and 103 are rotated in the position when the air flows are directed horizontally and the lift is taken over totally by the wings 111 (figure 13).

In a fourth embodiment derived from the previous, an aircraft 130 uses a fuselage 131 which has an enlargement 132 around the fixed multiple propellers 102, to solve the storage capacity of the aircraft 130, as in the figure 14. In operation, during takeoff and landing, all the three multiple propellers 102, 103 and 104 generate air flows directed downward, respectively in vertical direction. During transition from the vertical flight to the forward flight the multiple propellers 103 and 104 are acted in inclined position and this induces a horizontal speed to the aircraft 100. As much as the horizontal speed of the aircraft 100 increase, due to horizontal component of the thrust force developed by the multiple propellers 102, 103 and 104, the lift is taken over partially by the wings 111. At the end of the transition stage, the operation of the multiple propeller 102 is stopped and the cavity 106 is sealed by closing the cover 110 and the louvers 109, which improves the aerodynamics of the aircraft 100 in the forward flight. When the speed of the aircraft 100 increases sufficiently, the multiple propellers 102 and 103 are rotated in the position when the air flows are directed horizontally and the lift is taken over totally by the wings 111.

In a fifth embodiment an aircraft 300, with vertical take off and landing and of the flying wing type, uses a modular propulsion system 301 which contains two multiple propellers with thrust amplifier one in the front 302 and the other in the rear 303 of the aircraft 300 as in the figures 15, 16, 17 and 18. The aircraft 300 uses a central fuselage 304 and some fixing wings 305 which are a prolongation of the fuselage 304. The front multiple propeller 302 is of the fixed type and is included in a cavity 306. The cavity 306 contains an intake port 307, which communicate with upper surface of the aircraft 300 and an exhaust port 308, which communicate with lower surface of the aircraft 300. The longitudinal axis of the front multiple propeller 302 is included in the longitudinal median plane of the aircraft 300. The exhaust port 308 is controlled by means some louvers 309, which are oriented vertically in takeoff and landing, directing the air flow downward, and which are inclined during transition, directing the air flow in the rear. During forward flight the cavity 306 is sealed by a cover 310 on the upper surface and by the louvers 309 on the lower surface. The rear multiple propeller 303 is of the rotating type and is mounted so that its longitudinal axis to be perpendicular on the longitudinal median plane of the aircraft 300. The rear multiple propeller 303 is rigidly mounted with two cranks 311 which can be rotated on two brackets 312 connected with the fuselage 304, containing also the crank bearings. Inside the brackets 312 are mounted some actuators (not shown) used to rotate the multiple propeller 303. The rear multiple propeller 303 can be rotated as a function of the flight phase. The fuselage 304 has an aerodynamic shape, respectively an upper surface located in so manner that when the rear multiple propeller 303 has the ducted fans with there axis in horizontal position, it is produced a fort suction effect, respectively an important depression on the upper surface, which generates an increased lift of the aircraft 300. In operation, during takeoff and landing the two multiple propellers 302 and 303 and generate air flows directed downward, respectively in vertical direction (the figures 15 and 16). During transition from the vertical flight to the forward flight the multiple propellers 303 is acted in inclined position and this induces a horizontal speed to the aircraft 300 (figure 17). As much as the horizontal speed of the aircraft 300 increase, due to horizontal component of the thrust force developed by the multiple propellers 302 and 303, the lift is taken over partially by the wings 305. At the end of the transition stage, the operation of the multiple propeller 302 is stopped and the cavity 306 is sealed by closing the cover 310 and the louvers 309, which improves the aerodynamics of the aircraft 300 in the forward flight. When the speed of the aircraft 300 increases sufficiently, the multiple propeller 303 is rotated in the position when the air flow is directed horizontally and the lift is taken over totally by the wings 305 and by the fuselage 304 (figure 18).

In sixth embodiment an aircraft 330, with vertical take off and landing, of the flying wing type uses a modular propulsion system 331 which contains three multiple propellers with thrust amplifier, two in the front, of the fixed type 332, and a third 303, in the rear, of the rotating type as in the figure 19. The two front multiple propellers 332 are located symmetrically reported to the longitudinal median plane of the aircraft 330 in some cavities 334 and the operation is similar with this described to the previous example.

In a seventh embodiment an aircraft 400, with vertical take off and landing, of the flying wing type, uses a modular propulsion system 401 which contains two multiple propellers with thrust amplifier, one in the front, of the fixed type 402 and the other in the rear of the rotating type 303, as in the figure 20 . The front multiple propeller 402, having a shape substantially triangular or trapezoidal, comprises two rows 403 of ducted fans. The front multiple propeller 402, is located in a cavity 404 of the fuselage and has an intake port which communicates with the upper surface of the aircraft 400, and an exhaust port which communicates with the lower surface of the aircraft 400. During forward flight the intake port is closed by a cover (not shown) and the exhaust port by some louvers (not shown) as in previous examples. The longitudinal median plane of the aircraft divides the front multiple propeller 402 in two symmetrical portions.

In the eighth embodiment an aircraft 350 with vertical take off and landing uses a modular propulsion system 351 which contains a fixed multiple propeller 352, located in the front of a fuselage 353, considered as having flattened shape as in the figure 21. The fixed multiple propeller 352, is located in a cavity of the fuselage 353 and has an intake port which communicates with an upper surface 356 of the aircraft 350 and an external port which communicates with the lower surface of the aircraft 350. During forward flight the intake port is closed by a cover (not shown) and the exhaust port by some louvers (not shown) as in previous examples. The modular propulsion system 351 also contains at the rear side of the aircraft 350 two multiple propellers 354 of the rotating type, mounted symmetrically on a rear bracket 355 fixed in console on the fuselage 353. The two rotating multiple propellers 354, which have the longitudinal axes perpendicularly on the longitudinal median plane of the fuselage 353, are acted together by an actuator (not shown) contained in the rear bracket 355. The rear multiple propellers 354 can be rotated as a function of the flight phase. The fuselage 353 has an aerodynamic shape, respectively the upper surface 356 is located in so manner that when the rear multiple propellers 354 have the ducted fans with there axis in horizontal position, it is produced a fort suction effect, respectively an important depression on the upper surface 356, which generates an increased lift. To achieve the lift during forward flight, the aircraft 350 uses some main wings 357, fixed in the middle zone of the fuselage 353, side by side. Each main wing 357 comprises a fixed wing 358 rigidly fixed on the fuselage 353, and a mobile wing 359 which can be folded in vertical position during vertical takeoff and landing or can be extended during transition and forward flight.

In a ninth embodiment an aircraft 380 with vertical take off and landing having a flattened fuselage 381 uses a modular propulsion system 382 which contains four multiple propellers with thrust amplifier, two in the front 383, of the fixed type and two in the rear 354, of the rotating type, as in the figure 22. The two front multiple propellers 383 are symmetrically located reported to the longitudinal medium plane of the aircraft 380.

In a tenth embodiment an aircraft 450 with vertical take off and landing having a flattened fuselage 451 uses a modular propulsion system 452 which contains three multiple propellers with thrust amplifier, one in the front 453 of fixed type and two in the rear 354 of the rotating type, as in the figure 23. The fixed multiple propeller 453, is located in a cavity of the fuselage 451 and has an intake port which communicates with an upper surface of the aircraft 450 and an external port which communicates with the lower surface of the aircraft 450. During forward flight the intake port is closed by a cover (not shown) and the exhaust port by some louvers (not shown) as in previous examples. The front multiple propeller 453 contains at least two rows 455 of ducted fans having a shape substantially triangular or trapezoidal. The longitudinal medium plane of the aircraft 450 divides the front multiple propeller 453 in two symmetrical portions.

The aircraft 300, 330, 350, 380, 400 and 450 can takeoff and land from and on the water due to the natural beyonce of the fuselage.

A multiple propeller 150 with thrust amplifier contains in a first embodiment a number of ducted fans 151, each having a rotor 152 acted by an electric motor 153, fixed in a duct 154, which has a wall with an aerodynamic shape as in the figures 24, 25 and 26. Several ducted fans 154 arranged in line are fixed between them by means some connected bridges 155, forming together a ducted block 166. Each ducted fan 151 is surrounded at some distance by an external duct 157, having also some walls with aerodynamic shape. The external ducts 157 are merging forming together a surrounding ring 158 which is rigidly fixed with the duct block 156 by means some ribs 159. The surrounding ring 158 is offset axially from the ducted block 156 so that to obtain a Venturi effect, respectively a depression, when the ducted fans 151 are operated. At its lower side, each ducted fan 151 has a deflector 160 containing a numbers of lamellas 161, bent through the interior side, having preferably a triangular shape and inclined so that to obtain a swirl jet of the air with certain rotation speed. Another number of lamellas 162, intercalated with that first mentioned, are bent through the exterior side, having preferably a triangular shape and are inclined to obtain a swirl jet of the additional air passing between each ducted fan 151 and its external duct 157. Each multiple propeller 150 has a longitudinal axis 163 contained in the longitudinal median plane of the multiple propeller 150, along which can be mounted some supporting and driving cranks. Each multiple propeller 150 has a transversal axes 164, contained in the transversal median plane of the multiple propeller 150, along which can be mounted some supporting and driving cranks. In an other variant the multiple propeller 150 can be fixed inside a cavity. In operation the suction effect causes by surrounding ring 158 produces an important intensification due to the increased mixture area of the interior and exterior air flows. The deflectors 160 of two neighbor ducted fans 151 are built so that the neighbor air flows have contrary rotation motions (figure 26).

In a second embodiment a multiple propeller 180 with thrust amplifier contains a number of ducted fans 181 containing a deflector 182 in form of twisted lobs 183, as in the figures 27 and 28. The deflector 182 produces the air swirl which lives the ducted fans 183. The deflectors 182 of two neighbor ducted fans 181 are built so that the neighbor air flows have contrary rotation motions (figure 28). The suction effect produces an important intensification due to the increased mixture area of the interior and exterior air flows.

In a third embodiment a multiple propeller 200 with thrust amplifier contains a number of parallel rows 201 of ducted fans 202, as in the figure 29. In this case the ducted fans 202 from a row 201 intertwine with the ducted fans 202 of the neighbor row 201.

Claims

1. Propulsion system for aircraft, of the type of these acted electrically wherein a multiple propeller (151), with thrust amplifier, contains at least two ducted fans (151), containing a rotor (152) acted by an electric motor (153) fixed in a duct (154), having some walls with an aerodynamic shape, and several ducted fans (154) arranged in line are fixed between them by means some connected bridges (155), forming together a ducted block (166), and

each ducted fan (151) is surrounded partially at some distance by an external duct (157), having also some walls with aerodynamic shape, and

the external ducts (157) are merging forming together a surrounding ring (158) which is rigidly fixed with the duct block (156) by means some ribs (159), and

the surrounding ring (158) is offset axially from the ducted block (156) so that to obtain a Venturi effect, respectively a depression, when the ducted fans (151) are operated, respectively a parallel air flow with the air flow produced by the rotor (152), which amplify the initial flow, and

at its lower side, each ducted fan (151) has a deflector (161) which induces a swirl jet of the air produced by the rotor (152) with certain rotation speed, and

the deflectors 160 of two neighbor ducted fans (151) are built so that the neighbor air flows have contrary rotation motions.

2. Propulsion system as in the claim 1 wherein the swirl jet produced by the ducted fans (151) mixed with the air flow sucked from the ducts (154), amplifies the suction effect, respectively increases the air flow produced by the multiple propeller (150).

3. Propulsion system as in the claim 2 wherein the deflector (160) contains a numbers of lamellas (161), bent through the interior side, having preferably a triangular shape and inclined so that to obtain a swirl jet of the air produced by the rotor (152) with certain rotation speed and another number of lamellas (162), intercalated with the lamellas (161), which are bent through the exterior side, having preferably a triangular shape and are inclined to obtain a swirl jet of the additional air passing between each ducted fan (151) and its external duct (157).

4. Propulsion system as in the claim 2 wherein a deflector (182) is built in form of twisted lobs (183), producing the air swirl which lives a ducted fan (181).

5. Propulsion system as in the claim 3 an 4 wherein the multiple propeller can be fixed in a cavity which communicate with the exterior side by two ports.

6. Propulsion system as in the claim 3 an 4 wherein each multiple propeller (150) has a longitudinal axis (163) contained in the longitudinal median plane of the multiple propeller (150), along which can be mounted some supporting and driving cranks, and the multiple propeller (150) can be rotated after the longitudinal axis (163).

7. Propulsion system as in the claim 3 an 4 wherein each multiple propeller (150) has a transversal axes (164), contained in the transversal median plane of the multiple propeller (150), along which can be mounted some supporting and driving cranks, and the multiple propeller (150) can be rotated after the transversal axes (164).

8. Propulsion system as in the claim 2 wherein a multiple propeller (200) with thrust amplifier contains a number of parallel rows (201) of ducted fans (202), and in this case the ducted fans (202) from a row (201) intertwine with the ducted fans (202) of the neighbor row (201).

9. Aircraft with vertical takeoff and landing as in the claim 6, 7 or 8 wherein an aircraft (1) with vertical takeoff and landing contains a modular propulsion system (2) which comprises two multiple propeller groups (3), respectively (4), mounted at the extremities of a fuselage (5), one group (3), at the front and the other group (4), located at the rear of the aircraft (1).

10. Aircraft as in the claim 9 wherein the front group (3) contains a multiple propeller (6) of the simple type containing and a number of adjacent ducted fans (7) aligned with an axis which is perpendicular on the longitudinal median plane of the fuselage (5) and which are rigidly mounted with two cranks (8) which can be rotated on two brackets (9) connected with the fuselage (5), containing also the bearings of the crank (8), and

each crank (8) passes through its bracket (9) and is rigidly connected at the external side with an multiple propeller (10) of the type with thrust amplifier, mounted in console, which can have different configurations, and

the simple multiple propeller (6) and the two multiple propellers (10) with thrust amplifier can be rotated together, and

the simple multiple propeller (6) is rotated in the position with ducted fan central axes in horizontal plane, it becomes included in a enclosure (13) of the fuselage (5), and in this position a trot (14), having a cylindrical shape, can be operated to cover the air entry of the ducted fans (7) of the simple multiple propeller (6), and

the simple multiple propeller (6) and (10) can be rotated together by at least an actuator according to the flying operation procedure.

11. Aircraft as in the claim 9 wherein the rear multiple propeller group (4) contains a multiple propeller (15), with thrust amplifier, mounted in a central position, the multiple propeller (15) with thrust amplifier including a number of adjacent ducted fans (16) aligned with an axis which is perpendicular on the longitudinal median plane of the aircraft fuselage (5), and

the multiple propeller (15) with thrust amplifier located in the central position is rigidly mounted with two cranks (18) which can be rotated on two brackets (19) connected with the fuselage (5), containing also the bearings of the crank (18), and inside the brackets 19 are mounted some actuators used to rotate the multiple propeller (15), and

each crank (18) passes through its bracket (19) and is rigidly connected at the external side with a multiple propeller (20) of the type with thrust amplifier, mounted in console, which can have different configuration, and

all the rear multiple propellers (15), respectively (20) can be rotated together by the actuators according to the flying operation procedure.

12. Aircraft as in the claim 9 wherein the fuselage (5) of the aircraft (1) has an aerodynamic shape, respectively an upper surface (23) located in such manner as the multiple propeller (15) with thrust amplifier will create a suction effect on the upper surface (23) when the multiple propeller (15) has the ducted fan axes in horizontal plane, respectively during the forward flight, and this increases the lift of the aircraft (1), and

in forward flight the aircraft (1) uses the lift created by two main wings (24) fixed side by side on the fuselage (5) and the lift produced by the aerodynamic shape of the fuselage (5), which also work as wing, and

each main wing (24) comprises a fixed wing (25) which is rigidly fixed on the fuselage (5), and a mobile wing (26), which can be folded along the fuselage (5) during takeoff and landing or can be extended during transition and forward flight, and

the two multiple propellers (10) with thrust amplifier are located so that in the forward flight directs the pressured air under the wings (24), and

the two multiple propellers (20) with thrust amplifier are located so that in the forward flight aspirate the air existent above the wings (24).

13. Aircraft as in the claim 12 wherein all the ducted fans (7), (11), (16) and (24) are acted by electric motors and the energy necessary to supply the electric motors is furnished by a battery pack and, the propulsion being pure electric, and

the battery pack can contain electrical batteries, ultracapacitors or a combination of batteries with ultracapacitors.

14. Aircraft as in the claim 12 wherein the energy necessary to supply the electric motors is delivered by a hybrid unit which can have different configurations containing mainly at least a power unit and a battery pack.

15. Aircraft as in the claim 12 wherein in operation, during takeoff and landing from a limited space, the mobile wings (26) are folded through the rear of the aircraft (1), and the foot-print of the aircraft (1) has a minimum extension, and concomitantly the front group (3) and the rear group (4) generate air flows directed vertically, downward, and

when the aircraft (1) has a certain altitude, the mobile wings (26) are extended to obtain the maximum lift in forward flight, and

during transition from the vertical lift to forward flight the group (3) and (4) are acted in an inclined position and this generate a horizontal speed to the aircraft (1), and

as much as the horizontal speed of the aircraft (1) increase, due to horizontal component of the thrust force, the lift is taken over by the wings (24), and

at the end of the transition stage, the operation of the ducted fans (7) is stopped and the ducted fans (7) gradually enter inside the enclosure (13), and

when the speed of the aircraft (1) increases sufficiently, the group (3) and (4), are rotated in the position when the air flows are directed horizontally, the lift is taken over totally by the wings (24), and in this position the trot (14) is closed, the ducted fan (7) are out of operation and the aerodynamic shape of the aircraft (1) is improved concomitantly with the drug reduction, and

due to the position of the multiple propellers (10), respectively (20), the wings (24) operate as blowing wings which increase the lift of the aircraft (1).

16. Aircraft as in the claim 12 wherein the control of the aircraft (1) is achieved by positioning of the group (3) and (4), as well as controlling the rotation speed of different ducted fans in different area of the aircraft (1), and when some control parts are damaged, the aircraft (1) can glide with the help of the wings (24) and land like a normal airplane on a airport runway, using some wheels.

17. Aircraft with vertical takeoff and landing as in the claim 5, 7 or 8 wherein an aircraft (70) with vertical take off and landing uses a modular propulsion system (83) which contains five multiple propellers (71), (72), (73), (74) and (75) with thrust amplifier, and

the aircraft uses a fuselage (76) similar with that used by the current airliners, having an external shape which can be considered as substantially cylindrical, and

the multiple propellers (71) is of fixed type and is included in the fuselage (76), located in the front side, inside a cavity (77), which communicates with the upper surface of the aircraft (70) by means an intake port (78) and which communicate with the lower surface of the aircraft (70) by means an exhaust port (79), and

the intake and the exhaust ports (78) and (79) are closed during the forward flight by two covers (80), one in the upper position and the other in the lower position, and

side by side of the fuselage (76) are fixed two fixed wings (81), and two multiple propellers (72) and (73) of the rotating type are mounted in the front of wings (81), and

two multiple propellers (74) and (75) are also of the rotating type and are mounted on two struts (82) fixed on the fuselage (76) at the rear side, and

the struts (82) are distanced from the fuselage (76) so that the air flows generated by the multiple propellers (72) and (74) do not interfere with the air flows generated by the multiple propellers (74) and (75).

18. Aircraft as in the claim 17 wherein the necessary electrical energy used to supply the multiple propellers (71), (72), (73), (74) and (75) is delivered by a hybrid system which employs two turbogenerators (84), mounted on the fuselage (76) at its rear side.

19. Aircraft as in the claim 17 wherein in operation, during takeoff and landing, all the five multiple propellers (71), (72), (73), (74) and (75) generate air flows directed downward, respectively in vertical direction, and

during transition from the vertical flight to the forward flight the multiple propellers (72), (73), (74) and (75) are acted in inclined position and this induces a horizontal speed to the aircraft (70), and

as much as the horizontal speed of the aircraft (70) increases, due to horizontal component of the thrust force developed by the multiple propellers (72), (73), (74) and (75) , the lift is taken over partially by the wings (81), and

at the end of the transition stage, the operation of the multiple propeller (71) is stopped and the cavity (77) is sealed by closing the covers (80), which improves the aerodynamics of the aircraft (70) in the forward flight, and

when the speed of the aircraft (70) increases sufficiently, the multiple propellers (72), (73), (74) and (75) are rotated in the position when the air flows are directed horizontally and the lift is taken over totally by the wings (81).

20. Aircraft with vertical takeoff and landing as in the claim 5, 7 or 8 wherein an aircraft (100) with vertical take off and landing uses a modular propulsion system (101) which contains containing three multiple propellers (102), (103) and (104) with thrust amplifier, and

the multiple propeller (102) is of fixed type and is included in a fuselage (105), at its front side, inside a cavity (106), located in the front of the aircraft (100), and the cavity (106) contains an intake port (107), which communicate with upper surface of the aircraft (100) and an exhaust port (108), which communicate with lower surface of the aircraft (100), and

the exhaust port (108) is controlled by means some louvers (109), which are oriented vertically in takeoff and landing, directing the air flow in downward, and which are inclined during transition directing the air flow in the rear, and

during forward flight the cavity (106) is closed by a cover (110) on the upper surface and by the louvers (109) on the lower surface, and

the fuselage (105) is of the type of that used by the airliners having a shape which can be considered substantially cylindrical, and

on the fuselage (105) are fixed side by side two wings (111), fixed, and

the multiple propellers (103) and (104), of the rotating type, are mounted on the fuselage

(105) behind the wings (111) and are acted by some actuators.

21. Aircraft as in the claim 20 wherein in operation, during takeoff and landing, all the three multiple propellers (102), (103) and (104) generate air flows directed downward, respectively in vertical direction, and

during transition from the vertical flight to the forward flight the multiple propellers (103) and (104) are acted in inclined position and the louvers (109) incline so that to deviate the air flow behind to induces a horizontal speed to the aircraft (100), and

as much as the horizontal speed of the aircraft (100) increase, due to horizontal component of the thrust force developed by the multiple propellers (102), (103) and (104), the lift is taken over partially by the wings (111), and

at the end of the transition stage, the operation of the multiple propeller (102) is stopped and the cavity (106) is sealed by closing the cover (110) and the louvers (109), which improves the aerodynamics of the aircraft (100) in the forward flight, and

when the speed of the aircraft (100) increases sufficiently, the multiple propellers (102) and (103) are rotated in the position when the air flows are directed horizontally and the lift is taken over totally by the wings (111).

22. Aircraft as in the claim 20 wherein the necessary electrical energy used to supply the multiple propellers (102), (103) and (104) is delivered by a hybrid system which employs two turbo-generators (112), mounted on the wings (111).

23. Aircraft as in the claim 21 wherein an aircraft (130) uses a fuselage (131) which has an enlargement (132) around the fixed multiple propellers (102), to solve the storage capacity of the aircraft (130).

24. Aircraft with vertical takeoff and landing as in the claim 6, 7 or 8 wherein an aircraft (300), with vertical take off and landing and of the flying wing type, uses a modular propulsion system (301) which contains two multiple propellers with thrust amplifier one in the front (302) and the other in the rear (303) of the aircraft (300), and

the aircraft (300) uses a central fuselage (304) and some fixing wings (305) which are a prolongation of the fuselage (304), and

the front multiple propeller (302) is of the fixed type and is included in a cavity (306), containing an intake port (307), which communicate with upper surface of the aircraft (300) and an exhaust port (308), which communicate with lower surface of the aircraft (300), and

the longitudinal axis of the front multiple propeller (302) is included in the longitudinal median plane of the aircraft (300), and

the exhaust port (308) is controlled by means some louvers (309), which are oriented vertically in takeoff and landing, directing the air flow downward, and which are inclined during transition, directing the air flow in the rear, and

the rear multiple propeller (303) is of the rotating type and is mounted so that its longitudinal axis to be perpendicular on the longitudinal median plane of the aircraft (300), and

the rear multiple propeller (303) is rigidly mounted with two cranks (311) which can be rotated on two brackets (312) connected with the fuselage (304), containing also the bearings of the cranks (311), and

inside the brackets (312) are mounted some actuators used to rotate the multiple propeller (303), and

the rear multiple propeller (303) can be rotated as a function of the flight phase, and the fuselage (304) has an aerodynamic shape, respectively an upper surface located in so manner that when the rear multiple propeller (303) has the ducted fans with there axis in horizontal position, it is produced a fort suction effect, respectively an important depression on the upper surface, which generates an increased lift of the aircraft (300).

25. Aircraft as in the claim 24 wherein in operation, during takeoff and landing the two multiple propellers (302) and (303) and generate air flows directed downward, respectively in vertical direction, and

during transition from the vertical flight to the forward flight the multiple propellers (303) is acted in inclined position, the louvers (309) incline also to deviate the air flow behind, and this induces a horizontal speed to the aircraft (300), and as much as the horizontal speed of the aircraft (300) increase, due to horizontal component of the thrust force developed by the multiple propellers (302) and (303), the lift is taken over partially by the wings (305), and

at the end of the transition stage, the operation of the multiple propeller (302) is stopped and the cavity (306) is sealed by closing the cover (310) and the louvers (309), which improves the aerodynamics of the aircraft (300) in the forward flight, and when the speed of the aircraft (300) increases sufficiently, the multiple propeller (303) is rotated in the position when the air flow is directed horizontally and the lift is taken over totally by the wings (305) and by the fuselage (304).

26. Aircraft as in the claim 25 wherein an aircraft (330), with vertical take off and landing, of the flying wing type, uses a modular propulsion system (331) which contains three multiple propellers with thrust amplifier, two in the front, of the fixed type (332), and a third (303), in the rear, of the rotating, and

the front multiple propellers (332) are located symmetrically reported to the longitudinal median plane of the aircraft (330).

27. Aircraft as in the claim 8 and 25 wherein an aircraft (400), with vertical take off and landing, of the flying wing type, uses a modular propulsion system (401) which contains two multiple propellers with thrust amplifier, one in the front, of the fixed type (402) and the other in the rear of the rotating type (303), and

the front multiple propeller (402), having a shape substantially trapezoidal, comprises two rows (403) of ducted fans, and

the front multiple propeller (402), is located in a cavity (404) of the fuselage and has an intake port which communicates with the upper surface and an exhaust port which communicates with the lower surface of the aircraft (400), and

during forward flight the intake port is closed by a cover and the exhaust port by some louvers as in previous examples, and

the longitudinal median plane of the aircraft (400) divides the front multiple propeller (402) in two symmetrical portions.

28. Aircraft with vertical takeoff and landing as in the claim 6, 7 or 8 wherein an aircraft (350) with vertical take off and landing uses a modular propulsion system (351) which contains a fixed multiple propeller (352), located in the front of a fuselage (353), considered as having flattened shape, and the fixed multiple propeller (352), is located in a cavity of the fuselage (353) and has an intake port which communicates with an upper surface (356) of the aircraft (350) and an external port which communicates with the lower surface of the aircraft (350), and

the fixed multiple propeller (352) has the longitudinal axes contained in the longitudinal median plane of the fuselage (353), and

during forward flight the intake port is closed by a cover and the exhaust port by some louvers, and

the modular propulsion system (351) contains at the rear side of the aircraft (350) two multiple propellers (354) of the rotating type, mounted symmetrically on a rear bracket (355) fixed in console on the fuselage (353), and

the two rotating multiple propellers (354) have the longitudinal axes perpendicularly on the longitudinal median plane of the fuselage (353), and are acted together by an actuator contained in the rear bracket (355) as a function of the flight phase, and

the fuselage (353) has an aerodynamic shape, respectively the upper surface (356) is located in so manner that when the rear multiple propellers (354) have the ducted fans with there axis in horizontal position, it is produced a fort suction effect, respectively an important depression on the upper surface (356), which generates an increased lift of the aircraft (350), and

to achieve the lift during forward flight, the aircraft (350) uses some main wings (357), fixed in the middle zone of the fuselage (353), side by side, and

each main wing (357) comprises a fixed wing (358) rigidly fixed on the fuselage (353), and a mobile wing (359) which can be folded in vertical position during vertical takeoff and landing or can be extended during transition and forward flight.

29. Aircraft with vertical takeoff and landing as in the claim 28 wherein an aircraft (380) with vertical take off and landing having a flattened fuselage (381) uses a modular propulsion system (382) which contains four multiple propellers with thrust amplifier, two in the front (383), of the fixed type and two in the rear (354), of the rotating type, and the two front multiple propellers (383) are symmetrically located reported to the longitudinal medium plane of the aircraft (380).

30. Aircraft with vertical takeoff and landing as in the claim 8 and 28 wherein an aircraft (450) with vertical take off and landing having a flattened fuselage (451) uses a modular propulsion system (452) which contains three multiple propellers with thrust amplifier, one in the front (453) of fixed type and two in the rear (354) of the rotating type, and

the fixed multiple propeller (453), is located in a cavity of the fuselage (451) and has an intake port which communicates with an upper surface of the aircraft (450) and an external port which communicates with the lower surface of the aircraft (450), and

the front multiple propeller (453) contains at least two rows (455) of ducted fans and has a shape substantially trapezoidal, and

the longitudinal medium plane of the aircraft (450) divides the front multiple propeller (453) in two symmetrical portions.

31. Aircraft as in the claim 24, 26, 27, 29 and 30 wherein the aircraft can takeoff and land from and on water due to the natural buoyancy of the fuselage.

32. Propulsion system wherein an infrastructure (43) mounted on the ground is included in a transport system (41), which supplies with electrical energy by contact at least an aircraft flying.

33. System as in the claim 32 wherein the aircraft which use the infrastructure (43) to charge the electrical energy are of the type with vertical takeoff and landing.

34. System as in the claim 32 wherein the infrastructure (43) comprises two metallic floors (51), having an undefined length, each being made from a metallic lattice (52), and

each metallic floor (51) is designed to supply with one phase of the electrical current, and is suspended over the ground by means some pillars (53), and

between the two metallic floors (51) are mounted some nonconducting rods (54), serving to reinforce the structure, and

a side of metallic floor (51) can be prolonged with a concave structure (55), supported by a nonconducting rail (56), fixed also on the pillars (53), and

the concave structure (55) is made like a network of nonconducting curved wires, located perpendicularly on the rail (56), and

the rail (56) can be extended with some panels (58) across the length of the infrastructure (43), and the panel 58 can be made from graphen or other light materials, being mounted inclined through exterior to evacuate the water from rain or the snow, and

the panels 58 can contain some halls to evacuate the water and the snow, or can be achieved as a lattice.

35. System as in the claim 32 wherein the infrastructure (43) is supplied from general distribution network which uses the electric energy based on renewable ecological source.

36. Aircraft as in any of the preceding claim wherein an aircraft (40) uses a complementary way of charging from the infrastructure (43) by means an electric energy collector (42).

37. Aircraft as in the claim 36 wherein the electric energy collector (42) uses two telescopic arms (44) rotatable mounted on two bearings (45) fixed underneath the fuselage (5), and

the two telescopic arms (44) are rigidified by a front cross member (46), and a rear cross member (47), used for reinforcement, and

inside of each telescopic arm (44) is mounted a power supply cable, of not conducting type, making connection between a metallic contactor (48), having an curved shape, located at the end of the telescopic arm (44), and the electrical power supply system, located inside the fuselage (5), which make the distribution of the electrical energy to different electrical devices, and the metallic contactor (48) has some elasticity, and

each power supply cable is designed to supply with one phase of the electrical current, and the electric energy collector (42) is acted by a telescopic actuator (49) fixed with one of its ends inside a cavity (50) of the fuselage (5) and with the other end on the front cross member (46), respectively in the middle zone.

38. Aircraft as in the claim 37 wherein in operation the electric energy collector (42) is tilted with some angle and extended so that to allow the contact between each metallic connector (48) and the corresponding metallic floors (51), achieving the in-flight transmission of the electrical energy to the aircraft (40), and

this electrical energy is used partially to supply the electric motors of the ducted fans and partially to recharge the battery pack of the aircraft (40), and

to maintain a constant distance between the infrastructure (43) and the aircraft (40), and simultaneously to maintain the aircraft (40) on the same path as the infrastructure (43), the navigation system of the aircraft (40) is of autonomous type and uses a sensor system and emitters located on both the infrastructure (43) and the aircraft (40), connected with a global positioning system, and

when is detected a damage of the supply system or when the external conditions, respectively when the distance between the aircraft (40) and the infrastructure (43) cannot be maintained, the aircraft (40) is forced to increase the altitude and moves away from the infrastructure (43) and in this case the electric energy collector (42) is retracted in the initial position and the aircraft (40) can be operated also by the pilot as an independent vehicle.

39. Aircraft as in the claim 38 wherein when between the aircraft (40) and the panels (50) there is a distance among 3 and 12 m, the aircraft (40) operates with ground effect, compressing the existent air between the wings (24) and the panels (58).

40. Aircraft as in the claim 38 wherein if the aircraft (40) is a pure electric vehicle its propulsion system is of dual type because can use the energy from the battery pack or from infrastructure (43).

41. Aircraft as in the claim 38 wherein if the aircraft (40) is a hybrid electric vehicle its propulsion system is of triple type because can use the energy from the power unit, from infrastructure (43) or from the battery pack, and

the aircraft (40) with hybrid propulsion system which use also the infrastructure (43), can has a reduced size battery pack, which ensures the independent operation of the aircraft (40) for several minutes in emergency cases when the hybrid system is damaged, ensuring the redundancy of the system.

42. System as in the claim 34 wherein a big number of aircraft (40) can simultaneously use the infrastructure (43) for the same direction of flight and an autonomous navigation system maintain a safe distance between two successive aircraft (40).

43. System as in the claim 42 wherein if the infrastructure (43) covers a vast territory it can be used to achieve an efficient transport on this territory and near the cities the aircraft (40) leaves the infrastructure (43) and lands in the destination area.

44. System as in the claim 42 wherein if the infrastructure (43) is fragmented, it can be used to charge in motion the aircraft (40) with electric energy without to be stopped when it finishes its energy.

45. System as in the claim 42 wherein the infrastructure (43) can be doubled with a parallel structure used for the other direction of travel, located to secured distances, the two parallel infrastructures (43) forming together an aerial freeway.