VERTICAL TAKE-OFF AND LANDING AIRCRAFT (VARIANTS)

Abstract

The invention relates to aviation, and more particularly to designs for vertical take-off and landing aircraft. The present vertical take-off and landing aircraft comprises jet propulsion units containing compressors, overflow valves, air tanks, and a nuclear power plant. Turbines are provided with hybrid engines capable of running on electricity or liquid fuel. On the outside of the aircraft, each turbine is provided with a corrugated tip, consisting of two parts: a base and an extendable part. The bases of the tips are pivotally mounted on the turbine for rotation about their own axis and are coupled to a lateral orientation system for altering the pumping direction. The other part of the corrugated tip is coupled to an angle adjusting system, which, optionally, extends one side of the corrugated part outside the body in order to alter the pumping angle by more than 90 degrees from vertical to horizontal.

Claims

1. A vertical take-off and landing aircraft, comprising: jet propulsion power units that include compressors, bypass valves, wherein, to ensure long non-stop flights, the aircraft is provided with a nuclear electric power plant, and turbines are provided with hybrid engines configured to be driven both by electricity and liquid fuel.

2. The aircraft according to claim 1, wherein the turbines are provided with air engines that are connected to the compressors, receivers and the bypass valves and intended for orientation in space and for emergency landing.

3. A vertical take-off and landing aircraft, comprising: jet propulsion power units that include compressors, bypass valves, wherein each of turbines outside the aircraft is provided with a corrugated headpiece, the corrugated headpiece consists of two parts: a base and a retractable part, the corrugated headpieces bases are installed on the turbines by a hinged joint to rotate around their axis and connected with a lateral orientation automatic device to change an air boosting direction, whereas a second corrugated part is connected to an automatic angle controlling device that, if necessary, push one side of the corrugated part out of a hull to change the boosting angle by more than 90 degrees from a vertical to a horizontal position.

4. A vertical take-off and landing aircraft, comprising: jet propulsion power units that include compressors, bypass valves, wherein an aircraft cabin is surrounded by a framework on all sides for improved strength of the cabin and is sheathed with a thin elastic metal, whereas turbines are integrated into framework elements, so that there is a gap between the turbines and the cabin to ensure a passage of air masses, and so that one side of the turbines communicates with an outer space, and another side is installed inside aircraft hulls, the turbines are installed vertically or at an angle, so that their outer surface matches a hull tilt angle in a place of installation, a number of the turbines and their sizes are variable, the turbines are evenly arranged along an entire radius, for an improved stability, starting from an end to a center of an aircraft vertical axis, depending on an aircraft size, the turbine can be arranged in multiple rows in a circle, from a top to a bottom, through which an air passes to relieve an upper atmospheric pressure above the aircraft and to create a high atmospheric pressure under the aircraft, in order to increase a weight efficiency of a lifting power, and when moving horizontally, an air is boosted from a fore end to relieve a front resistance of a headwind, whereas an air jet at a back end creates a high pressure to increase a speed, where a lower part of the aircraft has a saucer-like shape, and an upper part also has also a shape of a saucer, but turned upside down, the aircraft can feature any other known shape.

5. The aircraft according to claim 3, wherein the turbines are integrated in the hull at edges, evenly along an entire radius from a center of a vertical axis, so that an upper part of the turbine is fixed to an upper spherical surface of the aircraft using an air duct channel, and a lower part of the turbine is fixed to a lower spherical surface of the aircraft, to ensure the passage of air masses from above of the aircraft below the same, in order to relieve a high atmospheric pressure above the aircraft and to create a high pressure below the aircraft, where each of the turbines is provided with two corrugated headpieces, from a top to a bottom, to adjust an air flow boosting direction and an angle above when moving horizontally or at an angle, as well as to change an air jet direction and an angle at a back end, there is optionally a plurality of the turbines on the aircraft that have various power and are installed at various distances from the center in at least one row.

6. The aircraft according to claim 5, wherein a frame section is used as additional receivers for an emergency landing or orientation in space.

7. A vertical take-off and landing aircraft comprising jet propulsion power units, comprising: compressors, bypass valves, wherein turbines are provided with adjusting blades, the blades are made of flat and elastic materials and have a shape of a trapezoid or any other known shape of blades, the blades are connected to an arbor by a hinged joint using a shaft which is mechanically fixed to the blades in any location widthwise, whereas levers of an automatic device with which the arbor is provided, are connected to the blades by a hinged joint, so that it can free rotate the blades around its axis by up to 100 degrees, upwards by up to 50 degrees from a horizontal position, and downwards by up to 50 degrees from the horizontal position, to change an air jet direction by 180 degrees.

8. The aircraft according to claim 6, wherein an automatic device is connected to each of the blades and two or more levers at a variable distance to ensure a blade strength.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0087] The claimed invention is explained using the following drawings.

[0088] FIG. 1 is the general plan view of the aircraft, with indication of the turbine locations with sight windows, where:

[0089] 1 is the first row of turbines;

[0090] 2 is the second row of turbines;

[0091] 3 is the third row of turbines;

[0092] 4 is the fourth row of turbines;

[0093] 5 is the fifth row of turbines;

[0094] 6 is the AC vertical axis (with the possible location of an emergency exit);

[0095] 7 is the possible location of sight windows and exits.

[0096] FIG. 2 is the side view of the aircraft, where:

[0097] 8 and 9 are possible sight windows and exits;

[0098] 10 is the possible location of the horizontal motion turbines.

[0099] FIG. 3 shows the adjusting blades, where:

[0100] 15 and the levers of the blade tilt-controlling device;

[0101] 16 are the blades;

[0102] 17 is the blade stiffener;

[0103] 18 is the shaft on which the blades are fixed;

[0104] 19 is the turbine arbor;

[0105] 20 is a washer;

[0106] 21 is a bearing;

[0107] 22 is the blade tilt controlling device.

[0108] FIG. 4 is another variant of blades arrangement on the turbine arbor (a plan view).

[0109] FIG. 5 is a corrugated headpiece opened by more than 90 degrees, in B-B section in FIG. 7, where:

[0110] 11 is the headpiece base (a gear);

[0111] 12 is a gear to lift the corrugated headpiece blades;

[0112] 13 is the shaft of the corrugated headpiece blades;

[0113] 29 is the blowing blade of a corrugated headpiece.

[0114] FIG. 6 is an open view of a corrugated headpiece, A-A section in FIG. 7, where:

[0115] 24 is the automatic device gear;

[0116] 25 is the automatic device electric motor;

[0117] 30 is a fixing rim;

[0118] 31 is the turbine casing;

[0119] 24 is a screw.

[0120] FIG. 7 is a schematic plan view of a corrugated headpiece.

[0121] FIG. 8 is a schematic section view of the AC from outside; the arrows show the air movement during lateral motion into the AC and away from the AC, where:

[0122] 26 is the schematic view of the framework, the AC frame;

[0123] 27 is the schematic arrangement of the cabin;

[0124] 28 is the possible variants of exit corridors.

[0125] FIG. 9 is a schematic section view of the AC; the arrows show the air movement during vertical ascent into the AC hull and away from the AC hull.

[0126] FIG. 10 is the AC section view, where;

[0127] 32 are possible locations of receivers;

[0128] 33 is an air cushion between the cabin and the frame;

[0129] 35 are locations of the last-row turbines from the central vertical axis of the AC; in FIG. 1 they are shown as 1;

[0130] 35 is an air duct channel connecting a corrugated headpiece with a turbine.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0131] The cabin 27 of the aircraft is surrounded by a framework 26 on all sides for better structural strength and is sheathed with a thin elastic metal (not shown); turbines are integrated in all framework elements, so that there is a gap between the turbines and the cabin to ensure the passage of air masses, and so that one side of the turbines communicates with (is exposed to) the outer space, whereas the other side is inside the aircraft hull. The turbines are installed vertically or at an angle, so that the outer surface match the hull tilt in the installation location; the turbines number and size are various; the turbines 1, 2, 3, 4, and 5 are located evenly along the entire radius, and for better stability, starting from the end to the vertical axis center of the aircraft 6, depending on the aircraft size; turbines can be installed in multiple rows in a circle (FIG. 1), from top to bottom, whereas the AC upper part can be symmetrical to the lower part, with symmetrically installed turbines, through which air passes to relieve the upper atmospheric pressure of the aircraft during its ascent and to create a high atmospheric pressure under the aircraft (in FIG. 9, the movement of air masses is shown with thin arrows).

[0132] During a horizontal motion (in FIG. 8, it is shown with large arrows), air is boosted from the fore end, and the headwind resistance is relieved, whereas from the after end, an air jet creates a high pressure (in FIG. 9, it is shown with thin arrows), whereas the aircraft lower part is saucer-shaped, and the upper part has the shape of a saucer turned upside down. The AC can have any other known shape.

[0133] The upper and lower parts (halves) can be either symmetrical or different.

[0134] The turbines in the upper part can be arranged symmetrically with respect to the lower turbines, or they can be different, and they can feature various power.

[0135] Each turbines outside the aircraft is provided with a corrugated headpiece; a corrugated headpiece (FIGS. 5, 6, and 7) consists of two parts: a base 11 and retractable parts 14 and 29; the corrugated headpiece base 11 is installed on the turbine using a shaft to rotate around its axis and is connected by a gear 24 with the lateral orientation automatic device 25 to change the boosting direction, whereas the second corrugated parts 14 and 29 are connected to the automatic angle controller 25 that, if necessary, pushes out one side of the corrugated part with an arc out of the hull (FIG. 5) to change the boosting angle by more than 90 degrees from vertical to horizontal position. Turbines are integrated into the hull vertically on the edges, evenly along the entire radius from the vertical axis center, so that the upper part of the turbine is fixed (connected) to the aircraft upper spherical surface, whereas the turbine lower part is fixed to the lower spherical surface to ensure the passage of air masses from above of the aircraft below the same through its hull to relieve the upper atmospheric pressure above the aircraft and to create a high pressure below the same, wherein each turbine can be provided with two corrugated headpieces from top to bottom (FIG. 10) to adjust the boosting direction and angle when moving horizontally or at an angle, as well as to change the angle and direction of the air jets behind the aircraft. The aircraft may be provided with various number of turbines of various power; they can be also installed at various distance from the center; there must be at least one row of turbines. The turbines are provided with adjustable blades (FIG. 3); the blades are made of flat and elastic material and have a trapezoid shape (FIG. 4) or another known shape of blades; the blades are fixed to the arbor by a hinged joint (Unit No. 1 in FIG. 3) using the shaft 18 that is mechanically fastened to the blades in any location widthwise, whereas the levers 15 of the automatic device 22, with which the arbor 19 is provided, are fastened to the blades by a hinged joint (not shown), so that they can freely rotate the blades around the shaft 18 by up to 100 degrees, upwards by up to 50 degrees from the horizontal position, and downwards by up to 50 degrees from the horizontal position to change the air jets direction by 180 degrees.

[0136] The automatic device can be fixed to each of the blades by two or more levers at various distances to ensure the blade strength.

[0137] The AC can be provided with wheels (not shown in the figures) of various number and shape, that are installed under the aircraft using known methods for traveling on roads and for take-off with acceleration to increase the aircraft load-lifting capacity.

[0138] The frame sections can be used as additional receivers during an emergency landing.

[0139] The disclosed vertical take-off and landing aircraft operates as follows.

[0140] The electric turbines are switched on. The air engines of the AC jet propulsion units are started; the working capacity of all the AC turbines is checked with the horizontal position of the blades. When the aircraft climbs, the corrugated headpieces are adjusted in the required direction. The blades are adjusted so that air boosting is close to the maximum value, with a simultaneous increase in the rotation speed. Simultaneously, all the turbines boost air from above and send the air jet downwards; the last turbine row boosts air from above through the hull and sends it backwards, the other upper central turbines boost air from above and send it into the AC hull, whereas the lower central turbines boost air from the AC hull and send it downwards; everything is done simultaneously, and, by joint efforts of all the turbines, the AC easily takes off. The synchronous operation of the turbines creates a low pressure above the AC and a high pressure below the same. The fore-end turbines pull, and the after-end turbines pushes the AC ahead. Moreover, the turbines can be initially adjusted in a certain direction.

[0141] All the turbines boost air from above AC, thus relieving the upper atmospheric pressure, whereas the lower turbines send the air jet downwards vertically, is a vertical taking-off is required.

[0142] In case of upward direction at an angle, all the corrugated headpieces are adjusted in one direction, independently of their location (both upper and lower headpieces); the upper turbines pull the AC upwards in the preset direction, whereas the lower turbines push the AC from behind in the same direction.

[0143] The AC speed and lifting power AC depends on the aggregate power of all the turbines and are adjusted using the blades; the blades tilt angle with a certain tilt of the corrugated headpieces determines the AC speed.

[0144] During horizontal motion, all the turbines can boost air or blow it out, so that it helps increase the AC speed by changing the boosting direction and the air jet orientation.

[0145] During horizontal descending motion, some or all turbines are switched to the electric power generator and generate electricity using the headwind force from below, the electricity being transmitted to accumulators.

[0146] The AC control center constantly monitors the operation of all the turbines, and their switching from one function to another one (from the electric power generators to the engines, and inversely), as well as the switching from the electric power to the liquid fuel in nuclear AC, if necessary. In addition, the control center constantly monitors and adjusts the corrugated headpieces tilt for each of the AC turbines.

[0147] The claimed AC can perform an emergency landing even from a great altitude without any damage, as each of the turbines is provided with at least one air engine and a separate receiver that are individually connected to one or more compressors. The air engines are switched on automatically at a certain speed of descent and maintain the required speed of landing, the engines being provided with a separate (emergency) control system.

[0148] The aircraft can be provided with legs to ensure the aircraft landing and parking.

[0149] The aircraft can be provided with wheels for travelling on roads.

[0150] The AC lifting power AC increases in times when taking off with acceleration.