Aircraft

Abstract

An electrically powered vertical takeoff and vertical landing (VTOL) aircraft, which comprises at least two main propellers, wherein the main propellers are adapted to generate at least 70% of the aircraft propulsion. The aircraft also comprises at least one adjustment propeller, which has its propeller slipstream adapted to produce a torque relative to a first axis or the first and second axes with respect to a fuselage of the aircraft for turning the aircraft relative to said first axis or said first and second axes. In addition, not less than 35%, but not more than 85%, of the aircraft's mass is adapted to lie, during takeoff and/or landing, on a rear side of a propeller line of said main propellers with respect to a nose of the aircraft.

Claims

1. An electrically powered vertical takeoff and vertical landing (VTOL) aircraft, wherein the aircraft comprises at least two main propellers, and wherein the main propellers are adapted to produce at least 70% of the aircraft propulsion, wherein the aircraft further comprises at least one adjustment propeller, having its propeller slipstream adapted to produce a torque relative to a first axis or the first and a second axes with respect to a fuselage of the aircraft for turning the aircraft relative to said first axis or said first and the second axes, and that, regarding the aircraft's mass, not less than 35%, but not more than 85%, is adapted to lie, during takeoff or landing, on a rear side of a propeller line of said main propellers with respect to a nose of the aircraft.

2. The aircraft according to claim 1, wherein, regarding the aircraft's mass, not less than 50%, but not more than 75%, is adapted to lie, during takeoff or landing, on a rear side of the propeller line of said main propellers with respect to the aircraft's nose.

3. The aircraft according to claim 1, wherein, regarding mass of a battery pack which generates electric power for the propellers, not less than 75%, is disposed on a forward side of the propeller line of the main propeller.

4. The aircraft according to claim 1, wherein the propeller slipstream produced by the adjustment propeller is adapted to be deflectable relative to a first axis or the first and a second axes with respect to the aircraft's fuselage and thereby adapted to produce said torque.

5. The aircraft according to claim 1, wherein the relative propulsion of at least two adjustment propellers, and hence the torque produced thereby, is adapted to be adjustable.

6. The aircraft according to claim 1, wherein the adjustment propeller has its shaft adapted to be pivotable or geometrical pitch angle of at least some blades of the adjustment propeller is adapted to be adjustable, the adjustment propeller being thereby adapted to produce said torque.

7. The aircraft according to claim 1, wherein the aircraft comprises an electric motor, which is connected by way of at least one axle or link to the adjustment propeller for rotating the same.

8. The aircraft according to claim 1, wherein the aircraft comprises an electric motor, which is connected by way of at least one axle to the adjustment propeller for rotating the same.

9. The aircraft according to claim 1, wherein the adjustment propeller, which has the propeller slipstream generated thereby adapted to produce a torque relative to said first axis or said first and second axes, is at least one of said main propellers, or wherein said adjustment propeller is an auxiliary propeller arranged in addition to said main propellers.

10. The aircraft according to claim 1, wherein said first axis is perpendicular to aircraft's longitudinal axis, and wherein said second axis is perpendicular to aircraft's vertical axis.

11. The aircraft according to claim 1, wherein the aircraft comprises at least two propeller blades adapted to rotate in directions opposite to each other.

12. The aircraft according to claim 1, wherein the aircraft comprises a passenger compartment, which is accommodated in such a way that the passengers are in a lying position, either on their stomach, on their side, or on their back, with the aircraft in level flight.

13. The aircraft according to claim 1, wherein the aircraft comprises two sections adapted to be pivotable relative to each other, a first one of which comprises at least said main propellers which are adapted to generate at least 70% of the aircraft propulsion, and a second one of which comprises a passenger compartment, and wherein said first and second sections are adapted to be pivotable to a first position for the duration of a landing and a takeoff and to a second position for the duration of a flight.

14. The aircraft according to claim 1, wherein the aircraft comprises a horizontal or vertical stabilizer, and wherein the horizontal or vertical stabilizer is adapted to extend along the aircraft's fuselage in such a way that at least a portion the horizontal or vertical stabilizer's interior is accommodated as a passenger or cargo compartment in the aircraft's fuselage.

15. The aircraft according to claim 1, wherein the aircraft comprises a metal component which is adapted to be movable in a direction of at least one axis for shifting the aircraft's center of gravity.

16. The aircraft according to claim 15, wherein the metal component comprises a battery pack or at least a portion thereof.

17. The aircraft according to claim 7, wherein the adjustment propeller is pivotable relative to the electric motor and further relative to a first axis or the first and second axes with respect to the aircraft's fuselage.

18. The aircraft according to claim 9, wherein the adjustment propeller and the electric motor are pivotable as a single assembly relative to the aircraft's fuselage.

19. The aircraft according to claim 2, wherein, regarding the aircraft's mass, not less than 55%, but not more than 65% is adapted to lie, during takeoff or landing, on a rear side of the propeller line of said main propellers with respect to the aircraft's nose.

20. The aircraft according to claim 3, wherein, regarding the mass of a battery pack which generates electric power for the propellers, the entire battery pack is disposed on a forward side of the propeller line of the main propeller.

Description

DESCRIPTION OF THE FIGURES

[0027] In the next section, preferred embodiments of the invention will be described in slightly more detail with reference to the accompanying figures, in which

[0028] FIG. 1 shows one exemplary aircraft in a front view according to one preferred embodiment of the invention,

[0029] FIG. 2 shows one exemplary aircraft in a top view according to one preferred embodiment of the invention,

[0030] FIG. 3 shows one exemplary aircraft in a side view during takeoff and landing of the aircraft according to one preferred embodiment of the invention,

[0031] FIG. 4 shows one exemplary aircraft in a side view during cruising or level flight of the aircraft according to one preferred embodiment of the invention, and

[0032] FIGS. 5-6 show a few exemplary torques produced by aircraft propellers according to one preferred embodiment of the invention.

DETAILED DESCRIPTION OF THE FIGURES

[0033] FIGS. 1-4 depict an exemplary aircraft 100 from various perspectives according to one preferred embodiment of the invention, wherein the aircraft is an electrically powered vertical takeoff and vertical landing (VTOL) aircraft. The aircraft comprises at least two main propellers 101a, 101b, as well as at least one adjustment propeller 102 which may be one of the main propellers 101a, 101b or a separate propeller 102 in addition to the main propellers 101a, 101b,

[0034] In addition, FIGS. 5-6 depict a few exemplary torques 113, 114, 115 produced by the aircraft's propellers 101a, 101b according to one preferred embodiment of the invention.

[0035] The adjustment propeller is arranged in such a way that its propeller slipstream produces a torque relative to a first axis 103 or the first 103 and a second axis 104 with respect to the aircraft fuselage. According to one example, when a torque is produced relative to said first axis 103, the aircraft's nose strives to turn in an up/down direction 105 when the aircraft is in level flight. According to one example, when torque is produced relative to said second axis 104, the aircraft's nose strives to turn in a lateral direction 106 (left or right) when the aircraft is in level flight. According to one example, when a torque is produced relative to said third axis, the aircraft strives to tilt 107 relative to its longitudinal axis either to the left or to the right with the nose retaining its orientation essentially unchanged.

[0036] According to one embodiment, regarding the aircraft's mass (most preferably in flight-ready condition and loaded), not less than 35%, but not more than 85%, is adapted to lie, at least during takeoff and landing, on a rearward side 109 of a propeller line 108 of said main propellers 101a, 101b with respect to the aircraft's nose. According to one embodiment, regarding the aircraft's mass, not less than 40%, more preferably not less than 45%, more preferably not less than 50%, or more preferably not less than 55%, but not more than 75% or more preferably not more than 65% is adapted to lie, at least during takeoff and landing, on the rearward side 109 of the propeller line 108 of said main propellers 101a, 101b with respect to the aircraft's nose.

[0037] According to one embodiment of the invention, regarding the mass of a battery pack 110 generating the electric power for the aircraft's propellers, not less than 75%, more preferably 90% and most preferably an entire battery pack 100, is disposed on a forward side of the propeller line 108 of the main propeller 101 with respect to the aircraft's nose 111. According to one embodiment of the invention, the battery pack 110, or at least a portion thereof, is adapted to be manipulated 121 in a direction 122 of at least one axis for shifting the center of gravity, as presented elsewhere in this document. It should be noted that, although this figure only shows the manipulation of a battery pack or a portion thereof, it is well applicable to the manipulation of some other mass, as well.

[0038] By virtue of the aircraft weight distribution of the invention, it is quite a modest torque which is sufficient for turning or “tipping” the aircraft from a vertical position 112 to level flight 113 and vice versa, i.e. from a takeoff stage shown in FIG. 3 to a cruising position shown in FIG. 4. Hence, the flight position shown in FIG. 4 is essentially both the takeoff position and the landing position.

[0039] According to one embodiment, the propeller slipstream produced by an adjustment propeller is adapted to be deflectable relative to some axis of the aircraft relative to a fuselage 119, and thereby adapted to produce said torque. According to one embodiment, a relative propulsion 114, 115 of at least two adjustment propellers of the aircraft, and hence the torque produced thereby, is adapted to be adjustable for example in such a way that the propulsion 114 produced by a first adjustment propeller 101a is greater than the propulsion 115 produced by a second adjustment propeller 101b. Further, according to one embodiment, at least one adjustment propeller has its shaft 116 adapted to be pivotable, the adjustment propeller being thereby adapted to produce said torque.

[0040] The aircraft comprises preferably at least one electric motor 117, which is connected to the adjustment propeller by way of at least one axle 118 and/or link 119 for rotating the same. According to one embodiment, the adjustment propeller 101a, 101b is pivotable relative to the electric motor 117 and further relative to at least one axle 116, 118 with respect to the fuselage 119 of the aircraft 100 and thereby adapted to produce said torque.

[0041] As stated above, the adjustment propeller 102 can be at least one of said main propellers 101a, 101b, or alternatively or in addition to this, said adjustment propeller 102 can also be an auxiliary propeller 102, which is arranged in addition to said main propellers 101a, 101b and which can be located for example on the fuselage 119 at a tail end of the craft or for example at a tip of the wing.

[0042] The aircraft also comprises preferably a passenger and/or cargo compartment 120.

[0043] Presented above are but a few embodiments for a solution of the invention. The principle according to the invention can naturally be modified within the scope of protection defined by the claims in terms of implementation details as well as fields of use. It is particularly noteworthy that the torque produced relative to any of the aircraft's axes can be established in a variety of ways, as presented elsewhere in this document. It should further be noted that the aircraft may well involve the use of one or several of the practices described in this document for producing a torque, and that the number of propellers can be two or more, these can be located in different planes, and that there can be an electric motor or electric motors common to several different propellers or, optionally, each propeller can be provided with its own controllable electric motor.