AIRCRAFT

Abstract

An aircraft has an emergency rotor, and the emergency rotor can be deployed from a rest position into a use position.

Claims

1. An aircraft comprising an emergency rotor that is configured to be deployed from a rest position into a use position.

2. The aircraft as claimed in claim 1, wherein the emergency rotor is configured to be deployed in a direction which is counter to a cruising direction of the aircraft.

3. The aircraft as claimed in claim 1, wherein the emergency rotor is arranged on a nose of the aircraft.

4. The aircraft as claimed in claim 1, wherein the aircraft has a fully electric drive.

5. The aircraft as claimed in claim 1, wherein the aircraft comprises wings which either are, or are configured to be, angled.

6. The aircraft as claimed in claim 1, wherein the aircraft comprises a battery charging system.

7. The aircraft as claimed in claim 1, wherein the aircraft comprises horizontally fixed ducted fans for take-off and landing.

8. The aircraft as claimed in claim 7, wherein the aircraft has louvers and the horizontal ducted fans are configured to be selectively covered by the louvers.

9. The aircraft as claimed in claim 1, wherein the aircraft comprises vertically fixed ducted fans for generating propulsion.

10. The aircraft as claimed in claim 1, wherein the aircraft is configured to be controlled fully autonomously.

Description

BRIEF DESCRIPTION OF THE DRAWING

[0013] An exemplary embodiment of the invention will be described in more detail hereinbelow and is illustrated in the drawing.

[0014] FIG. 1 shows the plan view of an aircraft.

[0015] FIG. 2 depicts an isometric view of an aircraft, wherein the wings are shown in an extended configuration and the rear propellers are shown in an angled orientation.

[0016] FIG. 3 depicts a front elevation view of the aircraft of FIG. 2, wherein the wings are shown extended configuration and the rear propellers are shown in a cruising orientation.

[0017] FIG. 4 depicts another front elevation view of the aircraft, wherein the wings are shown in a folded configuration and the rear propellers are shown in a take-off/landing orientation.

[0018] FIG. 5 depicts a top plan view of a portion of an aircraft, showing an internal duct extending between a nose of the aircraft and a horizontal fan mounted to the wing.

[0019] FIG. 6 depicts moveable louvers applied on top of the horizontal fan of FIG. 5, wherein the louvers are shown in a closed position.

[0020] FIG. 7 depicts the movable louvers of FIG. 6, wherein the louvers are shown in an open position.

DETAILED DESCRIPTION OF THE INVENTION

[0021] FIG. 1 illustrates the design features of a preferred configuration of the aircraft 10 according to the invention.

[0022] The terms fan, rotor and propeller may be used interchangeably herein.

[0023] As is evident on its nose 14, the aircraft 10 has an emergency rotor, 11, 12, which can be deployed upward, as seen in relation to the figure, and therefore counter to the cruising direction. Whereas this narrow emergency rotor 11, 12, in its rest position 11, is integrated in an essentially concealed state in an extremely small amount of installation space in the fuselage of the aircraft 10, it can be moved if required, by a translatory movement approximately one and a half times its diameter, into a use position 12, in which it projects forwards, in front of the cockpit, out of the body of the aircraft. In this end position, it is possible for the emergency rotor 11, 12 to assist, or replace, any lifting rotors in the event of an emergency landing or to counteract stalling when cruising has been slowed down as a result of malfunction.

[0024] FIGS. 2-4 depict an aircraft 100. The aircraft 100 shown in those figures may appear different from the previously described aircraft, however, most (if not all) of the details of the previously described aircraft also apply to aircraft 100.

[0025] The aircraft 100 includes foldable wings 102. The wings 102 are shown in a folded configuration in FIG. 4 and an extended configuration in FIG. 3. A motor or solenoid is configured to move the wings between those configurations.

[0026] Rear propellers 104 are mounted on the trailing edge of the airfoils or wings 102 (i.e., the edge furthest from the nose 105). Propellers 104 may be referred to as cruising propellers because they are used during the cruising operation of the aircraft (at least in one position of the propellers 104). The propellers 104 are configured to pivot between two different positions, as shown in FIGS. 2-4. In the vertical position of the propellers 104 shown in FIG. 3, the propellers 104 generate maximum horizontal thrust for cruising operation of the aircraft (i.e., while the aircraft is flying through the air). In the horizontal position of the propellers 104 shown in FIG. 4, the propellers 104 generate maximum vertical thrust for take-off and landing operations of the aircraft. A motor or solenoid is configured to move the propellers 104 between those two positions. Alternatively, the propellers 104 may be immovable and fixed in a vertical position, as shown in FIG. 2.

[0027] Horizontally mounted propellers 106 are fixedly mounted and integrated into the wings 102. Unlike the propellers 104, the position of the propellers 106 is fixed, however, those skilled in the art will recognize that the propellers 106 could be modified so that they are pivotable between vertical and horizontal positions. The propellers 106 generate maximum vertical thrust for take-off and landing operations of the aircraft. The propellers 106 may also be referred to herein as lifting propellers.

[0028] The propellers 104 and 106, which may also be referred to herein as fans, may be operated by a fully-electric drive. To that end, a battery charging system 108 including a charger, an inverter and a fast-charging battery are positioned within the fuselage of the aircraft for powering the propellers 104 and 106. The fuselage may also be configured to carry one or more passengers.

[0029] FIGS. 5-7 depict views of an aircraft 200. The aircraft 200 shown in those figures may appear different from the previously described aircraft 100, however, most (if not all) of the details of the previously described aircraft 100 also apply to aircraft 200. Only a segment of the aircraft 200 is shown in FIG. 5. An air duct 210 extends between an opening 212 formed on the nose 214 of the aircraft 200 and the horizontally mounted propeller 206 that is fixedly mounted to the wing 202. In operation, air is delivered to the propeller 206 via the duct 210, as depicts by the arrows. Although not shown, air ducts that are similar to duct 210, may extend to the propeller 206 on the opposite wing 202, as well as any rear propellers 104 (not shown in these views). Accordingly, the propellers may be referred to as either ducted propellers or ducted fans.

[0030] FIGS. 6 and 7 depict louvers 216 that are configured to selectively cover the horizontally mounted propellers 206. It is noted that the louvers 216 are omitted from FIG. 5 for clarity purposes. Each louver 216 is rotatable about a shaft (or otherwise moveable) between a closed position (FIG. 6) and an open position (FIG. 7). The louvers 216, which are flush with the top face of the wing 202, may be moved to the closed position during the cruising operation of the aircraft 200 for aerodynamic purposes. The louvers 216 may be moved to an open position at any time during operation of the propellers 206 to permit the exit or entrance of air therethrough. A motor or solenoid is configured to move the louvers 216 between those positions. It is noted that the louvers are shown in a closed position in FIG. 2.

[0031] A sealing ring 218 surrounds the louvers 216 and is moveable between a retracted position (FIG. 6) and a deployed position (FIG. 7). The louvers 216 are mounted to the sealing ring 218 and move therewith between the retracted and deployed positions. The lower surface of the sealing ring 218 is configured to be in sealing relationship with an opening 220 formed in the wing 202. It should be understood that the opening 220 accommodates the body of the propeller 206. The sealing ring 218 may be moved to the retracted position, which is flush with the top face of the wing 202, during cruising operation of the aircraft 200 for aerodynamic purposes. Alternatively, the sealing ring 218 may be moved to the deployed (i.e., extended) position at any time during operation of the propellers 206 to permit the exit or entrance of air, as depicted by the arrows in FIG. 7. A motor or solenoid is configured to move the sealing ring 218 between those positions.