CN210437383U

CN210437383U - Aircraft with a flight control device

Info

Publication number: CN210437383U
Application number: CN201920819472.8U
Authority: CN
Inventors: 利维乌·格里戈里安·久尔克; 赵军
Original assignee: Beijing Ling'en Technology Co ltd
Current assignee: Beijing Ling'en Technology Co ltd
Priority date: 2019-06-03
Filing date: 2019-06-03
Publication date: 2020-05-01
Anticipated expiration: 2029-06-03

Abstract

An aircraft comprising a modular propulsion system comprising two propeller groups, one of which is mounted at the end of a fuselage, the other of which is located at the front, the front propeller group comprising a plurality of propellers and the plurality of propellers comprising a plurality of ducted fans aligned with an axis perpendicular to the longitudinal direction, two cranks rigidly mounted on the fuselage, which can rotate on two supports connected to the fuselage, each crank passing through its support and rigidly connected on the outside to a propeller with a thrust amplifier.

Description

Aircraft with a flight control device

Technical Field

The utility model relates to an aircraft.

Background

Vertical takeoff and landing aircraft combine the advantages of helicopters with vertical flight capability and the advantages of high speed and high efficiency of travel when a fixed wing aircraft is flying forward. Although some solutions have been proposed so far, no major progress has been made.

One solution is proposed by Aurora Flight Sciences. The drawback of this solution is that the heavy wings act through a very complex and heavy mechanism. The wings can not be folded, and the area of the aircraft is large. This limits the use of aircraft in urban areas and parking areas must have large surfaces. On the other hand, ducted fans are integrated in the square front area, which increases the drag and limits the maximum speed, while also increasing the energy consumption.

The german company Lilium GMBH proposes a similar solution using 4 or 6 propulsion devices (US2016/0311522), with the same drawbacks.

A solution with a distributed propulsion system is described in WO 2015/092389. Unfortunately, the inventors propose only one concept and do not provide specific examples that can be implemented in practice. As described in this application, this solution is not feasible because, for example, if the fixed wing has the entire surface filled with the ducted fan, it is not clear how the wing can be used for forward flight. The solution proposed by this concept is ambiguous and uncertain in practice.

Aircraft using ground effects, such as Ekranoplan, are also known. This is considered to be take-off from the water and fly at low altitude above the water surface. Even though it is more efficient, the inability to take off under severe sea conditions can be inconvenient due to the ground effect.

Therefore, there is a need to implement a very efficient aircraft, which is easy to operate and control, providing a wider range of applications.

SUMMERY OF THE UTILITY MODEL

The utility model provides a following technical scheme:

Further, the propeller group mounted at the end of the fuselage comprises a plurality of propellers with thrust amplifiers, the propellers of the propeller group have a plurality of adjacent ducted fans aligned with an axis perpendicular to the longitudinal median plane of the fuselage, and the propellers of the propeller group are rigidly mounted with two cranks able to rotate on two supports connected to the fuselage, and in the interior of the supports are mounted actuators for rotating the propellers, each crank passing through its support and rigidly connecting on the outside one propeller with a thrust amplifier.

Further, the fuselage of the aircraft has an aerodynamic shape, the fuselage comprising an upper surface, on which two main wings are fixed side by side, each main wing comprising a fixed wing rigidly fixed on the fuselage and a mobile wing foldable along the fuselage during takeoff and landing.

Further, the duct fan is driven by a motor, and the energy required to supply the motor is provided by a battery.

Further, the energy required to supply the electric motor is delivered by a hybrid power unit having at least one fossil fuel power unit and a battery pack.

Further, the aircraft is a hybrid aircraft, the power being from a fossil fuel powered unit, infrastructure, or battery pack.

Further, the number of infrastructures is two and parallel to each other, and/or the infrastructures are segmented.

Further, the aircraft uses electrical energy from the infrastructure through an electrical energy collector.

Further, the electric energy collector uses two telescopic arms rotatably mounted on two bearings under the fuselage, the telescopic arms being reinforced by a front cross member and the rear cross member for reinforcement, and each telescopic arm being internally mounted with a power cable of the non-conductive type, so that metallic connections are made between contacts with a curved shape at the end of the telescopic arm and the power system inside the fuselage, which distribute the electric energy to the different electric devices, and the metallic contacts have a certain elasticity, and each power cable is designed to provide a phase current, and the electric energy collector is acted on by a telescopic actuator fixed with one of them, ends in the cavity of the fuselage and is connected to it, the other end being located on the front cross member, respectively in the middle area.

In one embodiment, the vtol aerial vehicle includes a modular propulsion system that includes two or more propeller groups, one located at the front of the aerial vehicle and the other located at the rear of the aerial vehicle. The front multiple propeller groups comprise a plurality of propellers of a simple type comprising a plurality of adjacent ducted fans aligned with an axis perpendicular to the longitudinal median plane of the aircraft fuselage. Two cranks are rigidly mounted on the adjacent air pipe fans, the two cranks can rotate on two supports connected with the machine body, and the air pipe fan further comprises crank bearings. Each crank passes through its support and is rigidly connected on the outside to a multi-propeller with thrust amplifier, mounted in the console.

The multiple propellers with thrust amplifiers contain several adjacent ducted fans grouped in any configuration, with the circumference circularly replicating a certain distance to the contour of the ducted fan group. A simple multiple propeller and two multiple propellers with thrust amplifiers may rotate together. When the simple multi-propeller is rotated in a position where the central axis of the ducted fan is on the horizontal plane, it is included in the housing of the fuselage. In this position, a cover plate having a cylindrical shape may be operated to cover the air inlet of the simple multi-propeller ducted fan. The front plurality of propeller groups may be rotated by at least one actuator according to an operating program of the aircraft. The rear propeller groups comprise a plurality of propellers with thrust amplifiers and are arranged in a central position. The multi-propeller with thrust amplifier comprises a plurality of adjacent ducted fans aligned with an axis perpendicular to the longitudinal mid-plane of the aircraft fuselage. Adjacent ductwork is surrounded by a common ring of ore, each ring being surrounded by its own ring. The propellers with the thrust amplifiers in the central position are rigidly mounted with two cranks which can rotate on two supports connected to the fuselage, and comprise crank bearings. Actuators for rotating a plurality of propellers are mounted in the support. Each crank passes through its support and is rigidly connected on the outside to a multi-propeller with thrust amplifier, mounted in the console.

The multi-propeller with thrust amplifiers contains a number of adjacent ducted fans, which can be grouped in any configuration, surrounded by a ring that replicates a certain distance to the contour of the ducted fan group. All of the rear plurality of propellers with thrust boosters can be rotated together by an actuator according to an operating program. The fuselage of the aircraft has an aerodynamic shape, respectively an upper surface, which is situated in the same way as a plurality of propellers with thrust boosters, when the ducted fan axis is in the horizontal plane, respectively during forward flight, a suction effect is generated on the upper surface, which increases the lift of the aircraft. In forward flight, the aircraft also uses the lift generated by two main wings fixed side by side on the fuselage. Each main wing comprises a fixed wing, rigidly fixed on the fuselage, and a moving wing, which can fold along the fuselage during takeoff and landing, or can extend during transition and forward flight. All duct fans are driven by electric motors. The energy required to supply the electric motor may be provided by a battery pack, and in this case the propulsion device is purely electric or may be delivered by a hybrid unit which may have a different configuration. The battery pack may include a battery, a super capacitor, or a combination of batteries with super capacitors.

In all cases, the aircraft can supply electrical energy by contact with the dynamic charging system, respectively, using complementary modalities. The dynamic charging system by contact comprises an electrical energy collector mounted on an aircraft and a power supply infrastructure deployed on the ground. The electric energy collector uses two telescopic arms, rotatably mounted on two bearings fixed below the fuselage. The two telescopic arms are reinforced by two cross members, one at the front and one at the rear. Inside each arm is mounted a power cable which makes a connection between a metal contact having a curved shape at the end of the arm and a power supply system inside the fuselage, which makes it possible to distribute the electrical energy. To different electrical devices. Each power line is designed to provide a phase current. The electric energy collector is acted by a telescopic actuator, one end of the telescopic actuator is fixed in the cavity of the machine body, and the other end of the telescopic actuator is respectively positioned on the front cross beam and the middle area. The supply infrastructure mainly comprises two metal floors of indefinite length, each made of a metal lattice. Each metal floor is designed to provide a phase current and is suspended above the ground by a number of struts. Some non-conductive poles are installed between two metal floors. On one side, each metal floor may be elongated, have a concave configuration, be supported by non-conductive tracks, and also be secured to the posts.

The concave structure is made similar to a non-conducting network, vertically on the track. In operation, the electrical energy collector is inclined and extended at an angle to allow contact between each metal connector and the corresponding metal floor to enable in-flight transfer of electrical energy to the aircraft. This electrical energy is used partly to power the electric motor of the duct fan and partly to recharge the batteries of the aircraft. In order to maintain a constant distance between the infrastructure and the aircraft while maintaining the aircraft on the same path as the infrastructure, the navigation system of the aircraft is of the autonomous type and is connected to a Global Positioning System (GPS) using sensor systems and transmitters located on the infrastructure and on the aircraft. A large number of aircraft may use the infrastructure for the same flight direction simultaneously, and the autonomous navigation system maintains a safe distance between two consecutive aircraft. When power supply system damage or external conditions (lateral winds, gusts, etc.) are detected, the aircraft is forced to increase in altitude and move away from the infrastructure to use internal energy resources when the distance between the aircraft and the infrastructure cannot be maintained. In this case, the power collector is retracted to the initial position and the aircraft can also be operated by the pilot as a separate vehicle.

In another embodiment, an aircraft with vertical takeoff and landing uses a modular propulsion system that includes five propellers with thrust boosters or augers. The aircraft uses a fuselage similar to that used by existing passenger aircraft, having an exterior shape that can be considered substantially cylindrical. One of the propellers is of the fixed type and is included in a cavity located at the front of the aircraft. The cavity includes an air intake in communication with the upper surface of the aircraft and an air exhaust in communication with the lower surface of the aircraft. During horizontal flight, the air inlet and the air outlet are closed by two lids, one in an upper position and the other in a lower position. The other two rotary propellers are mounted in front of the wing. The last two pluralities of propellers are also of the rotary type and are mounted on a towing strut fixed to the fuselage on the rear side of the aircraft.

In a third embodiment, an aircraft with vertical takeoff and landing uses a modular propulsion system comprising three propellers with thrust amplifiers. One of the propellers is of the fixed type and is included in a cavity located at the front of the aircraft. The cavity includes an air intake in communication with the upper surface of the aircraft and an air exhaust in communication with the lower surface of the aircraft. The exhaust ports are controlled by louvers which are oriented vertically at takeoff and landing, direct the air jet in a downward direction, and direct the air jet to the rear during the transition. During forward flight, the cavity is closed by a cover on the upper surface and louvers on the lower surface.

In another embodiment derived from the previous one, the aircraft uses a fuselage with an enlarged portion around a fixed plurality of propellers to account for the storage capacity of the aircraft.

In a fifth embodiment, an aircraft with winged vtol uses a modular propulsion system comprising two or more propellers, wherein the thrust amplifiers are located one at the front of the aircraft and the other at the rear of the aircraft. The aircraft uses a central fuselage and a number of fixed wings, which are extensions of the fuselage. The front multi-propeller is of the fixed type and is included in a cavity located at the front of the aircraft. The longitudinal axis of the front multi-propeller is included in the longitudinal mid-plane of the aircraft. The cavity includes an air intake in communication with the upper surface of the aircraft and an air exhaust in communication with the lower surface of the aircraft. The exhaust ports are controlled by louvers which are oriented vertically at takeoff and landing, direct the air jet in a downward direction, and direct the air jet to the rear during the transition.

During forward flight, the cavity is closed by a cover on the upper surface and louvers on the lower surface. The rear multi-propeller is of the rotary type and is mounted with its longitudinal axis perpendicular to the longitudinal median plane of the aircraft. The rear propellers are rigidly mounted with two cranks rotatable on two supports connected to the fuselage, and comprise crank bearings. Actuators for rotating a plurality of propellers are mounted in the support. The aft plurality of propellers may rotate according to flight phase. The fuselage has an aerodynamic shape, respectively an upper surface, positioned such that when the latter propellers have ducted fans and their axes are in a horizontal position, they produce a fort suction effect, respectively an important depression on the upper surface, producing an increased lift.

In a sixth embodiment, an aircraft with winged vtol uses a modular propulsion system that includes three propellers with thrust boosters, two at the front of the fixed type and the third at the back of the rotating type. The two front pluralities of propellers are positioned symmetrically on the longitudinal mid-plane of the aircraft.

In a seventh embodiment, an aircraft with vertical takeoff and landing of the flying wing type uses a modular propulsion system comprising two or more propellers, wherein the thrust amplifiers are located one at the front of the aircraft and the other at the rear of the aircraft. The front plurality of propellers comprises two rows of ducted fans which may be considered to be substantially triangular or trapezoidal in shape. The longitudinal mid-plane of the aircraft divides the forward plurality of propellers into two symmetrical sections.

In an eighth embodiment, an aircraft with vertical take-off and landing uses a modular propulsion system comprising a fixed multi-propeller at the front of the fuselage, considered to have a flat shape. The longitudinal axis of the fixed multi-propeller is included in the longitudinal mid-plane of the fuselage. During forward flight, the cavity holding the multiple propellers is closed by a cover on the upper surface and by louvers on the lower surface. The modular propulsion system also comprises, on the rear side of the aircraft, a plurality of propellers of two rotary types, symmetrically mounted on rear brackets in a console fixed in the fuselage. Two rotating propellers, the longitudinal axes of which lie perpendicularly on the longitudinal median plane of the fuselage, are acted upon together as a function of the flight phase by actuators contained in the rear cradle. The aft plurality of propellers may rotate according to flight phase. The fuselage has an aerodynamic shape, respectively an upper surface, positioned such that when the latter propellers have ducted fans and their axes are in a horizontal position, they produce a fort suction effect, respectively an important depression on the upper surface, producing an increased lift. To achieve lift during forward flight, aircraft use a number of main wings, fixed side by side in the middle region of the fuselage. Each main wing comprises a fixed wing, rigidly fixed on the fuselage, and a moving wing, which can be folded into a vertical position during vertical takeoff and landing, or can be extended during transition and forward flight.

In a ninth embodiment, an aircraft with flat fuselage with vertical takeoff and landing uses a modular propulsion system comprising four propellers with thrust amplifiers, two in front of the fixed type and two behind the rotating type, as in the previous example. The two front pluralities of propellers are positioned symmetrically on the longitudinal mid-plane of the aircraft.

In a tenth embodiment, an aircraft with flat fuselage with vertical takeoff and landing uses a modular propulsion system comprising three propellers with thrust amplifiers, one in front of the fixed type and two behind the rotating type, as in the previous example. The front plurality of propellers comprises at least two rows of ducted fans having a substantially triangular or trapezoidal shape. The longitudinal mid-plane of the aircraft divides the forward plurality of propellers into two symmetrical sections.

The utility model has the advantages of it is following:

the multi-propeller with the thrust amplifier is separated from the wings, so that the mechanism is simple and reliable, the weight is light, and the energy consumption is low;

due to the foldable wings, the occupied space is reduced, and the aircraft is very suitable for urban use;

aircraft taxiing using wings in emergency situations and landing as a normal aircraft on airport runways;

high speed air transportation systems use dynamic charging in infrastructure movement, reporting cheapness to other transportation systems as the infrastructure is cheap;

due to the dynamic charging in motion, the autonomy (range) of the aircraft can be greatly extended even with pure power units;

the propulsion efficiency of the aircraft in use increases the dynamic charging, which can reach 60%;

the aircraft can take off and land from the water due to the natural buoyancy of the fuselage.

Drawings

FIG. 1 is an isometric view of a VTOL aerial vehicle having two multiple propellers during a takeoff phase;

FIG. 2 is an isometric view of the transition phase aircraft of FIG. 1;

FIG. 3 is an isometric view of the flying lead aircraft of FIG. 1;

FIG. 4 is an isometric view of a vertical lift aerial vehicle having two propellers with power collectors;

FIG. 5 is an isometric view of the aircraft of FIG. 4 with the electrical energy collector in an extended position;

FIG. 6 is an isometric view of the aircraft of FIG. 4 during power from the infrastructure;

FIG. 7 is an isometric view of a VTOL aerial vehicle of the type having five multiple propellers during the takeoff phase;

FIG. 8 is an isometric view of the aircraft of FIG. 7 with the plurality of propellers in a transition phase;

FIG. 9 is an isometric view of the aircraft of FIG. 7 with the plurality of propellers in a forward flight phase;

FIG. 10 is an isometric view of a VTOL aerial vehicle of the type having three multiple propellers during the takeoff phase;

FIG. 11 is a partial cross-sectional view through the aircraft from FIG. 10 with the plurality of propellers in a takeoff phase;

FIG. 12 is a partial cross-sectional view through the aircraft from FIG. 10 with the plurality of propellers in a transition stage;

FIG. 13 is a partial cross-sectional view through the aircraft from FIG. 10 with the plurality of propellers in a forward flight phase;

FIG. 14 is an isometric view of a vertical lift aircraft having three multiple propellers and a modified fuselage;

FIG. 15 is an isometric view of a flying wing VTOL aerial vehicle with two multi-propellers in the takeoff position, the front multi-propeller having a single row of ducted fans;

FIG. 16 is a cross-sectional view through the aircraft from FIG. 15 with the plurality of propellers in a takeoff phase;

FIG. 17 is a cross-sectional view through the aircraft from FIG. 15 with the plurality of propellers in a transition stage;

FIG. 18 is an isometric view of the aircraft of FIG. 15 with the plurality of propellers in a forward flight phase;

FIG. 19 is an isometric view of a flying-wing VTOL aerial vehicle having three multiple propellers;

FIG. 20 is an isometric view of a flying wing vertical lift aircraft with two multi-propellers in a takeoff position, the front multi-propellers having multiple rows of ducted fans;

FIG. 21 is an isometric view of a vertical takeoff and landing aircraft having a flat fuselage with two multiple propellers with a single row ducted fan;

FIG. 22 is an isometric view of a vertical takeoff and landing aircraft having a flat fuselage with four multiple propellers;

figure 23 is an isometric view of a vertical takeoff and landing aircraft having a flat fuselage with three multiple propellers with multiple rows of ducted fans.

Detailed Description

In a first embodiment, a vertical take-off and landing aircraft 1 comprises a modular propulsion system 2 comprising two

propeller groups

3, 4, wherein the propeller group 3 is mounted in front of the fuselage 5 of the aircraft 1 and the other propeller group 4 is located aft. The propeller group 3 contains a number of simple types of propellers 6 and comprises a number of adjacent ducted fans 7. The adjacent ducted fans 7 are rigidly mounted with two cranks 8, which, for the sake of distinction from the cranks hereinafter, can be called first cranks, the cranks 8 being rotatable on two supports 9, which can be called first supports, connected to the fuselage 5. Each crank 8 passes through its bracket 9 and is rigidly connected on the outside with a plurality of propellers 10 with thrust amplifiers.

The propellers with thrust amplifiers 10 contain several adjacent ducted fans 11, the fans 11 being grouped in any configuration, surrounded by a ring 12. The propeller 6 and the propeller 10 may rotate together with the thrust amplifier. The propeller 6 is included in the housing 13 of the fuselage 5 when it is rotated in a position in which the central axis of the ducted fan is in the horizontal plane. In this position, the cover plate 14 having a cylindrical shape may be the air inlet of the duct fan 7 operating to cover the propeller 6. The propeller group 3 may be rotated by at least one actuator (not shown) according to the operating program of the aircraft 1. The propeller group 4 comprises a plurality of propellers 15 with thrust boosters, mounted in a central position.

The propeller 15 with thrust amplifier comprises a plurality of adjacent ducted fans 16, said ducted fans 16 being aligned with an axis perpendicular to the longitudinal mid-plane of the aircraft fuselage 5. The ducted fans 16 are either all surrounded by a ring 17 or each of them is a surrounding ring. The propeller 15 with the thrust amplifier in the central position is rigidly fitted with two cranks 18, which can be called secondary cranks, the cranks 18 being rotatable on two supports (which can be called secondary supports) 19 connected to the fuselage 5, the supports 19 also comprising crank bearings. Within the support 19 are mounted actuators (not shown) for rotating the plurality of propellers (which may be referred to as first propellers) 15. Each crank 18 passes through its bracket 19 and is rigidly connected on the outside to a propeller (which may be called the second propeller) 20 with a thrust amplifier. The propellers with thrust amplifiers 20 contain several adjacent ducted fans 21, which may be grouped in any configuration, surrounded by a ring 22. All of the rear plurality of propellers 15 may be rotated together by the actuator according to the operating program.

The fuselage 5 of the aircraft 1 has an aerodynamic shape with an upper surface 23, which is located in the same way as the multi-propeller 15 with thrust amplifier, and when the ducted fan axis is horizontal, a suction effect will be created on the upper surface 23. This increases the lift of the aircraft 1 during forward flight. In forward flight, the aircraft 1 also uses the lift generated by two main wings 24 fixed side by side on the fuselage 5. Each main wing 24 includes a fixed wing 25. The mobile wing 26 may fold along the fuselage 5 during takeoff and landing, or may extend during transition and forward flight. Two sets of propellers 10 with thrust boosters are positioned so as to direct pressurized air under the wing 24 in forward flight. Two sets of propellers 20 with thrust boosters are positioned so as to suck in the air present above the wings 24 in forward flight.

All the

duct fans

7, 11, 16 and 24 are driven by motors. The energy required to supply the electric motor may be provided by a battery pack, and in this case the propulsion is purely electric or may be delivered by a hybrid unit, which may have different configurations, mainly comprising at least one power unit and a battery pack. The battery pack may include a battery, a super capacitor, or a combination of batteries with super capacitors. In operation, during take-off and landing from confined spaces, the moving wing 26 folds across the rear of the aircraft 1 (fig. 1). At the same time, the two sets of

propellers

3 and 4 generate a vertically downward air flow. When the aircraft 1 has a certain height, the moving wings 26 are extended to obtain maximum lift in forward flight. During the transition from vertical lift to forward flight, the

propellers

3 and 4 act in a tilted position, which generates the horizontal speed of the aircraft 1 (fig. 2). The horizontal velocity of the aircraft 1 increases due to the horizontal component of the thrust, and the lift is received by the wing 24.

At the end of the transition phase, the operation of the ducted fan 7 is stopped and the ducted fan 7 is gradually moved into the housing 13. When the speed of the aircraft 1 increases sufficiently, the

propellers

3 and 4 rotate in this position, the lift being completely received by the wing 24 when the airflow is directed horizontally (fig. 3). In this position, the cover 14 is closed and the duct fan 7 is not operating. This increases the lift of the aircraft 1, since the wings 24 operate as blowing wings. The control of the aircraft 1 is achieved by positioning the

propellers

3 and 4 and controlling the aircraft 1. The rotational speed of the different ducted fans in different regions of the aircraft. When some of the control components are damaged, the aircraft 1 may land on the airport runway like a normal aircraft using some wheels (not shown).

An aircraft 40 having a similar structure as exposed in the previous embodiment may use complementary modalities to provide electrical energy, including in a transportation system 41 that is dynamically charged by contact, as shown in fig. 4-6. The system 41 for dynamic charging by contact comprises an electrical energy collector 42 mounted on the aircraft 40, and an infrastructure 43 deployed on the ground. The power collector 42 uses two telescopic arms 44 rotatably mounted on two bearings 45 fixed under the fuselage 5. The two telescopic arms 44 are reinforced by a front cross member 46 and a rear cross member 47 for reinforcement. A power supply cable (not shown) of a non-conductive type is installed inside each telescopic arm 44 so that a connection between the metal contactor 48 having a bent shape at the end of the telescopic arm 44 and a power supply is made. A system (not shown) located inside the fuselage 5, which distributes the electrical energy to the different electrical apparatuses.

Each power line is designed to provide a phase current. The power collector 42 is acted upon by a telescopic actuator 49, the telescopic actuator 49 being fixed at one end within a cavity 50 of the fuselage 5 and at the other end to the front cross member 46. The power supply infrastructure 43 mainly comprises two metal floors 51, each made of a metal grid 52. Each metal soleplate 51 is designed to provide a phase current and is suspended from the ground. Between the two metal base plates 51 are mounted some non-conducting rods 54 for strengthening the structure. On one side, each metal base plate 51 may be extended with a concave structure 55, supported by a non-conductive rail 56, also fixed to the post 53. The female formation 55 is made similar to a non-conductive network and is positioned vertically on the post 53. The guide rails 56 may have panels 58 extending the length of the infrastructure 43. The panels 58 may be made of gypsum or other lightweight material, and are angled through the exterior to drain water from rain or snow.

In operation, the electrical energy collectors 42 are angled and extended to allow contact between each metal connector 48 and the corresponding metal backplane 51 to enable in-flight transfer of electrical energy to the aircraft 40. This electrical energy is used in part to power the duct fan and in part to recharge the battery pack of the aircraft 40. In order to maintain a constant distance between infrastructure 43 and aircraft 40 while maintaining aircraft 40 on the same path as it. In infrastructure 43, the navigation system of aircraft 40 is autonomous and aircraft 40 is connected to a Global Positioning System (GPS) using sensor systems and transmitters located on infrastructure 43. If there is a distance between 3 and 12 meters between aircraft 40 and panel 50, aircraft 40 operates with a ground effect, thereby increasing the energy efficiency of the propulsion. A large number of aircraft 40 may use infrastructure 43 simultaneously for the same flight direction and the autonomous navigation system maintains a safe distance between two consecutive aircraft 40.

When damage to the supply system is detected or when external conditions (gusts, etc.) are severe, when the distance between the aircraft 40 and the infrastructure 43 cannot be maintained, the aircraft 40 is forced to retract in this case to the initial position, and the aircraft 40 can also be operated by the pilot as a stand-alone vehicle. If the aircraft 40 has purely electric propellers, its propulsion system is of the double type, since the energy supplied from the infrastructure 43 can also be used. If the aircraft 40 has hybrid propulsion, its propulsion system is of the triple type, since the energy generated by the power units, infrastructure 43 or battery packs can be used. The aircraft 40 with hybrid propulsion system also uses an infrastructure 43, possibly with reduced size battery packs (batteries or supercapacitors), which ensures independent operation of the aircraft 40 for several minutes in case of emergency when the hybrid system is damaged. This simplifies the structure and reduces the cost of the aircraft 40 with a hybrid propulsion system without compromising redundancy. If the infrastructure 43 covers a wide territory it can be used to achieve efficient transport over the territory. Near the city, aircraft 40 leaves infrastructure 43 and falls in the destination area. If infrastructure 43 is segmented, it may be used to move aircraft 40 with electrical energy without stopping when it runs out of its energy. The infrastructure 43 may be doubled with a parallel structure for the other direction of travel. Together, two parallel infrastructures 43 form an air highway. The infrastructure 43 may also be used by other types of electric/hybrid aircraft that do not have vertical take-off and landing capability, but have a lower safety margin if they are already equipped with the power harvester 42.

In another embodiment, an aircraft 70 with vertical takeoff and landing uses a modular propulsion system 83 including five

multiple propellers

71, 72, 73, 74 and 75 with thrust boosters or augmentors, as shown in fig. 7, 8 and 9. A fuselage 76 is used which has an external shape which can be considered to be substantially cylindrical, similar to that used by existing passenger aircraft. One of the propellers 71 is of the fixed type and is included in a fuselage 76, on the front side, inside a chamber 77, the chamber 77 communicating with the upper surface of the aircraft 70 and with the lower part through an air intake 78. The air inlet 78 and the air outlet 79 are closed during forward flight by two covers 80, one in the upper position and the other in the lower position. Two other pluralities of

propellers

72 and 73 of the rotary type are mounted at the front of the wing 81. The last two pluralities of

propellers

74 and 75 are also of the rotary type and are mounted on two struts 82 fixed on the rear side to the fuselage 76. The struts 82 are spaced away from the fuselage 76 so that the airflow generated by the plurality of

propellers

72 and 74 does not interfere with the airflow generated by the plurality of

propellers

74 and 75. The necessary electrical power for powering the plurality of propellers may be delivered by a hybrid system employing two turbine generators 84 mounted on the rear side of the fuselage 76. In operation, during take-off and landing, all five of the plurality of

propellers

71, 72, 73, 74 and 75, respectively, generate a downwardly directed air flow in the vertical direction. During the transition from vertical flight to forward flight, the plurality of

propellers

72, 73, 74 and 75 are active in an inclined position, which causes the horizontal velocity of the aircraft 70 (fig. 8). The horizontal velocity of the aircraft 70 increases due to the horizontal component of thrust generated by the plurality of

propellers

72, 73, 74 and 75, the lift being received in part by the wing 81. At this stage at the end of the transition, the operation of the plurality of propellers 71 is stopped and the cavity 77 is sealed by closing the cover 80, which improves the aerodynamics of the aircraft 70 in forward flight. When the speed of the aircraft 70 increases sufficiently, the plurality of

propellers

72, 73, 74, and 75 are pointed at the airflow level and lift is fully received by the wing 81 (fig. 9). When some of the control components are damaged, the aircraft 70 may taxi using the wings 81 and may land using some wheels (not shown) like a normal aircraft on a airport runway.

In a third embodiment, an aircraft 100 with vertical take-off and landing uses a modular propulsion system 101 comprising three

multiple propellers

102, 103 and 104 with thrust amplifiers, as shown in fig. 10, 11, 12 and 13. The propellers 102 are of the fixed type and are included in a fuselage 105, at the front side thereof, inside a cavity 106 at the front of the aircraft 100. The cavity 106 includes an air inlet 107 in communication with the upper surface of the aircraft 100 and having an air outlet. The exhaust vents 108 are controlled by some louvers 109, which louvers 109 are oriented vertically at takeoff and landing, direct the airflow downward, and direct the air jets obliquely during the transition. At the rear. During forward flight, the cavity 106 is closed by a cover 110 (fig. 13) on the upper surface and louvers 109 on the lower surface. Fuselage 105 is the type used by aircraft and may be considered to be substantially cylindrical in shape. Two wings 111 are fixed side by side on the fuselage 105. Two

further propellers

103 and 104 of the rotary type are mounted on the fuselage 105 behind the wings 111 and are acted upon by some actuator (not shown).

The necessary electrical energy for supplying the plurality of

propellers

102, 103 and 104 can be delivered by a hybrid system employing two turbine generators 112 mounted on a wing 111. In operation, during take-off and landing, all three

multi-propellers

102, 103 and 104 respectively generate an airflow directed downwards in the vertical direction. During the transition from vertical flight to forward flight, the plurality of

propellers

103 and 104 act in an inclined position, which causes the horizontal velocity of the aircraft 100 (fig. 12). The horizontal velocity of the aircraft 100 increases due to the horizontal component of the thrust generated by the plurality of

propellers

102, 103, and 104, with lift being received in part by the wing 111. At the end of the transition phase, the operation of the plurality of propellers 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 forward flight. When the speed of the aircraft 100 is sufficiently increased, the plurality of

propellers

102 and 103 are rotated in a position where the airflow level is directed and the lift is completely received by the wing 111 (fig. 13).

In a fourth embodiment, derived from the previous one, the aircraft 130 uses a fuselage 131, the fuselage 131 having an enlarged portion 132 surrounding the fixed plurality of propellers 102 to account for the storage capacity of the aircraft 130, as shown in figure 14. In operation, at take-off and landing, all three of the plurality of

propellers

102, 103 and 104, respectively, generate an airflow directed downward in a vertical direction. During the transition from vertical flight to forward flight, the

multiple propellers

103 and 104 are active in an inclined position and this causes the horizontal velocity of the aircraft 100. The horizontal velocity of aircraft 100 increases due to the increase in the horizontal component. Thrust, lift, generated by the plurality of

propellers

102, 103, and 104 is partially received by the wing 111. At the end of the transition period, the operation of the plurality of propellers 102 is stopped and the cavity 106 is sealed by closing the cavity 106. A cover 110 and louvers 109 that improve the aerodynamic performance of the aircraft 100 in forward flight. When the speed of the aircraft 100 is sufficiently increased, the plurality of

propellers

102 and 103 are pointed at the airflow level and the lift is fully received by the wing 111.

In a fifth embodiment, an aircraft 300 of the type having vertical takeoff and landing and flying wing uses a modular propulsion system 301 comprising two multiple propellers with thrust boosters located one in the front 302 and the other in the rear 303 of the aircraft, as shown in fig. 15, 16, 17 and 18, the aircraft 300 using a fuselage 304 and some fixed wings 305, which are extensions of the fuselage 304. The forward multi-propeller 302 is of a fixed type and is included in a fuselage 304. The cavity 306 includes an air inlet 307 in communication with the upper surface of the aircraft 300 and an air outlet 308 in communication with the lower surface of the aircraft 300. The longitudinal axis of the forward multi-propeller 302 is included in the cavity 306. The exhaust ports 308 are controlled by a number of louvers 309, the louvers 309 being oriented vertically at takeoff and landing, directing airflow downward, and in the interim, angled transitions, directing airflow behind.

During forward flight, the cavity 306 is sealed by a cover 310 on the upper surface and louvers 309 on the lower surface. The rear multi-propeller 303 is of the rotary type and is mounted with its longitudinal axis perpendicular to the longitudinal mid-plane of the aircraft 300. The rear multi-propeller 303 is rigidly mounted with two cranks 311, the cranks 311 being rotatably 312 connected to the fuselage 304 on two supports, and further comprising crank bearings. Actuators (not shown) for rotating the plurality of propellers 303 are mounted within the bracket 312. The rear plurality of propellers 303 may rotate according to the flight phase. The fuselage 304 has an aerodynamic shape such that when the rear propellers 303 have ducted fans, their axes are in a horizontal position, creating a suction effect. In operation, during take-off and landing, the two plurality of

propellers

302 and 303 respectively generate a downwardly directed airflow in the vertical direction (fig. 15 and 16). During the transition from vertical flight to forward flight, the plurality of propellers 303 act in an inclined position, which causes the horizontal velocity of the aircraft 300 (fig. 17). The horizontal velocity of the aircraft 300 increases due to the horizontal component of the thrust generated by the plurality of

propellers

302 and 303, with lift being received in part by the wing 305. At the end of the transition phase, by closing the cover 310 and the louvers 309, the plurality of propellers 302 are stopped and the cavity 306 is sealed, which improves the aerodynamic performance of the aircraft 300 in forward flight. When the speed of the aircraft 300 is sufficiently increased, the plurality of propellers 303 are rotated in a position where the airflow is directed horizontally, and the lift is completely received by the wings 305 and the fuselage 304 (fig. 18).

In a sixth embodiment, an aircraft 330 of the flying type with vertical takeoff and landing uses a modular propulsion system 303 comprising three propellers with thrust amplifiers, two propellers 332 in front and a third propeller 331 in rear. In the cavity 334, the two front pluralities of propellers 332 are positioned symmetrically on the longitudinal median plane of the aircraft 330 and operate similar to that described in the previous example.

In a seventh embodiment, an aircraft 400 of the flying wing type, with vertical takeoff and landing, uses a modular propulsion system 401 comprising two

propellers

402 and 303 with thrust amplifiers, one at the front, of the fixed type, and the other of the rotary type, at the rear, as shown in fig. 20. The front multi-propeller 402 having a substantially triangular or trapezoidal shape includes two rows of ducted fans 403. The front multi-propeller 402 is located in a chamber 404 of the fuselage and has an air intake in communication with the upper surface of the aircraft 400 and an air exhaust in communication with the lower surface of the aircraft 400. As in the previous example, the air inlet is closed by a cover (not shown) and an air outlet by means of louvers (not shown). The longitudinal mid-plane of the aircraft divides the forward plurality of propellers 402 into two symmetrical sections.

In an eighth embodiment, an aircraft 350 with vertical take-off and landing uses a modular propulsion system 351 comprising a fixed multi-propeller 352 at the front of a fuselage 353, having a flat shape as in fig. 21. A stationary multi-propeller 352 is located in a cavity in the fuselage 353 and has an air intake communicating with an upper surface 356 of the aircraft 350 and an external port communicating with a lower surface of the aircraft 350. During forward flight, the air inlet is closed by a cover (not shown) and the air outlet by louvers (not shown), as in the previous example. The modular propulsion system 351 also comprises, on the rear side of the aircraft 350, a plurality of propellers 354 of the two rotary types, symmetrically mounted on a rear support 355 in a console fixed in the fuselage 353. Two rotating propellers 354 have their axes longitudinally perpendicular to the longitudinal mid-plane of the fuselage 353 and are acted upon together by an actuator (not shown) contained in a rear bracket 355. The rear plurality of propellers 354 may rotate according to the flight phase. The fuselage 353 has an aerodynamic shape with its axis in a horizontal position when the rear plurality of propellers 354 have duct fans. The upper surface 356 generates increased lift. To achieve lift during forward flight, the aircraft 350 uses a number of main wings 357, which are fixed side by side in the middle region of the fuselage 353. Each main wing 357 comprises a fixed wing 358 rigidly fixed to the fuselage 353, and a mobile wing 359 that can be folded into a 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 takeoff and landing has a flat fuselage 381 which uses a modular propulsion system 382 comprising four propellers with thrust amplifiers, two fixed propellers 383 in front and two propellers 354 in rear, as shown in fig. 22, the two front propellers 383 being symmetrically positioned on the longitudinal median plane of the aircraft 380.

In the tenth embodiment, an aircraft 450 with vertical takeoff and landing has a flat fuselage 451 which uses a modular propulsion system 452 comprising three propellers with thrust amplifiers, one propeller of the fixed type 453 at the front and two propellers of the rotary type 354 at the rear. As shown in fig. 23, a stationary multi-propeller 453 is located in a cavity of the fuselage 451 and has an air intake communicating with the upper surface of the aircraft 450 and an external port communicating with the lower surface. During forward flight, the air inlet is closed by a cover (not shown) and the air outlet is closed by louvers (not shown), as in the previous example. The front plurality of propellers 453 include at least two rows of ducted fans 455 having a substantially triangular or trapezoidal shape. The longitudinal mid-plane of the aircraft 450 divides the forward plurality of propellers 453 into two symmetrical sections.

Due to the natural wave shape of the fuselage, the

aircraft

300, 330, 350, 380, 400, and 450 may take off and land from water.

A specific embodiment of the structure and working process of the aircraft according to the invention has also been described above in a clear and complete manner. Corresponding modifications and variations can be made by those skilled in the art without departing from the spirit of the present invention.

Claims

1. Aircraft (1) comprising a modular propulsion system (2), characterized in that it comprises two groups of propellers, one of which is mounted at the end of a fuselage (5) and the other of which is located at the front, the group of propellers located at the front comprising a plurality of propellers and the plurality of propellers comprising a plurality of ducted fans aligned with an axis perpendicular to the longitudinal direction, two first cranks (8) being rigidly mounted on the fuselage, the first cranks (8) being able to rotate on two first supports (9) connected to the fuselage, each first crank (8) passing through its first support (9) and being rigidly connected on the outside with a propeller with a thrust amplifier.

2. The aircraft according to claim 1, characterized in that the group of propellers (4) mounted at the end of the fuselage comprises a plurality of propellers with thrust amplifiers, the propellers of the group of propellers (4) having a plurality of adjacent ducted fans (16) aligned with an axis perpendicular to the longitudinal median plane of the fuselage (5), and the plurality of propellers of the group of propellers (4) being rigidly mounted with two second cranks (18) able to rotate on two second supports (19) connected to the fuselage (5), and inside which are mounted actuators for rotating the plurality of first propellers (15), each second crank (18) passing through its second support (19) and rigidly connected on the outside with one second plurality of propellers (20) with thrust amplifiers.

3. The aircraft according to claim 2, characterized in that the fuselage (5) of the aircraft (1) has an aerodynamic shape, said fuselage comprising an upper surface (23), on the fuselage (5) two main wings (24) being fixed side by side, each main wing (24) comprising a fixed wing (25) and a moving wing (26), said fixed wing (25) being rigidly fixed to the fuselage (5), said moving wing (26) being foldable along the fuselage (5) during takeoff and landing.

4. The aircraft according to any one of claims 1 to 3, characterized in that the ducted fan is driven by an electric motor and the energy required to supply the electric motor is provided by a battery.

5. The aircraft according to claim 4, characterized in that the energy required for supplying the electric motor is delivered by a hybrid unit having at least one fossil-fuel power unit and a battery pack.

6. The aircraft of claim 1, wherein the aircraft is a hybrid aircraft, and power is from a fossil fuel powered unit, infrastructure, or battery pack.

7. The aircraft according to claim 6, characterized in that said infrastructures (43) are two in number and parallel to each other and/or are segmented.

8. The aircraft of claim 6 or 7, wherein the aircraft uses electrical energy from the infrastructure via an electrical energy collector.

9. The aircraft according to claim 8, characterized in that the energy collector uses two telescopic arms rotatably mounted on two bearings under the fuselage, reinforced by a front cross member (46) and a rear cross member (47) for reinforcement, and in that each telescopic arm (44) has mounted inside it a power cable of the non-conductive type, so that the metal connects a contact (48) with a curved shape located at the end of the telescopic arm (44) and a power system located inside the fuselage (5), which distributes the energy to the different electrical devices, and the metal contacts (48) have a certain elasticity, and each power cable is designed to provide a phase current, and in that the energy collector (42) is acted upon by a telescopic actuator (49) fixed to one of them, ends in a cavity (50) of the fuselage (5) and is connected to it with the other end located on the front cross member (46), respectively located in the middle area.