Note: Descriptions are shown in the official language in which they were submitted.
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Ducted fan VTOL vehicles.
FIELD AND BACKGROUND OF THE INVENTION
The present invention relates to vehicles, and particularly to Vertical Take-
Off
and Landing (VTOL) vehicles having multi-function capabilities.
VTOL vehicles rely on direct thrust from propellers or rotors, directed
downwardly, for obtaining lift necessary to support the vehicle in the air.
Many different
types of VTOL vehicles have been proposed where the weight of the vehicle in
hover is
carried directly by rotors or propellers, with the axis of rotation
perpendicular to the
.15 ground. One well known vehicle of this type is the conventional helicopter
which includes a
large rotor mounted above the vehicle fuselage. Other types of vehicles rely
on a multitude
of propellers that are either exposed (e.g., unducted fans), or installed
inside circular
cavities, shrouds, ducts or other types of nacelle (e.g., ducted fans), where
the flow of air
takes place inside ducts'- Some VTOL vehicles (such as the V-22) use
propellers having
their axes of rotation fully rotatable (up to. 90 degrees or so) with respect
to the body of the
vehicle; these vehicles normally have the propeller axis perpendicular to the
ground for
vertical takeoff and landing, and then tilt the propeller axis forward for
normal flight. Other
vehicles use propellers having nearly horizontal axes, but include aerodynamic
deflectors
installed behind the propeller which deflect all or part of the flow
downwardly to create
direct upward lift.
A number of VTOL vehicles have been proposed in the past where two or four
propellers, usually mounted inside ducts (i.e., ducted fans), were placed
forwardly of, and
rearwardly of, the main payload of the vehicle. One typical example is the
Piasecki VZ-8
`Flying Jeep' which had two large ducts, with the pilots located to the sides
of the vehicle,
in the central area between the ducts. A similar configuration was used on the
Chrysler VZ-
6 and on the CityHawk flying car. Also the Bensen `Flying Bench' uses a
similar
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arrangement. The Curtiss Wright VZ-7 and the Moller Skycar use four, instead
of two,
thrusters where two are located on each side (forward and rear) of the pilots
and the
payload, the latter being of fixed nature at the center of the vehicle, close
to the vehicle's
center of gravity.
The foregoing existing vehicles are generally designed for specific functions
and
are therefore not conveniently capable of performing a multiplicity of
functions.
SUMMARY OF THE INVENTION
An object of the present invention is to provide a vehicle of a relatively
simple
inexpensive construction and yet capable of performing a multiplicity of
different functions.
According to the present invention, there is provided a vehicle, comprising: a
fuselage having a longitudinal axis and a transverse axis; at least one lift-
producing propeller
carried by the fuselage on each side of the transverse axis; a pilot's
compartment formed in
the fuselage between the lift-producing propellers and substantially aligned
with the
longitudinal axis; and a pair of payload bays formed in the fuselage between
the lift-
producing propellers and on opposite sides of the pilot's compartment.
According to further features in the preferred embodiments of the invention
described below, each of the payload bays includes a cover deployable to an
open position
providing access to the payload bay, and to a closed position covering the
payload bay. In
some described preferred embodiments, the cover of each of the payload bays is
pivotally
mounted to the fuselage along an axis parallel to the longitudinal axis of the
fuselage at the
bottom of the respective payload bay, such that when the cover is pivoted to
the open
position it also serves as a support for supporting the payload or a part
thereof in the
respective payload bay.
Various embodiments of the invention are described below, wherein the lift
propellers are ducted or unducted fans, and wherein the fuselage carries a
pair of the lift
producing propellers on each side of the transverse axis, a vertical
stabilizer at the rear end
of the fuselage, or a horizontal stabilizer at the rear end of the fuselage.
Several preferred embodiments are also described below wherein the fuselage
further carries a pair of pusher' propellers at the rear end of the fuselage,
on opposite sides
of the longitudinal axis. In the described embodiments, the fuselage carries
two engines,
each for driving one of the lift-producing propellers and pusher propellers
with the two
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engines being mechanically coupled together in a common transmission. In one
described
preferred embodiment, the two engines are located in engine compartments in
pylons
formed in the fuselage on opposite sides of its longitudinal axis. In another
described
embodiment, the two engines are located in a common engine compartment aligned
with the
longitudinal axis of the fuselage and underlying the pilot's compartment.
One preferred embodiment is described wherein the vehicle is a vertical take-
off
and landing (VTOL) vehicle and includes a pair of stub wings each pivotally
mounted under
one of the payload bays to a retracted, stored position, and to an extended,
deployed
position for enhancing lift. Another embodiment is described wherein the
vehicle includes a
flexible skirt extending below the fuselage enabling the vehicle to be used
as, or converted
to, a hovercraft for movement over ground or water. A further embodiment is
described
wherein the vehicle includes large wheels attachable to the rear end of the
fuselage for
converting the vehicle to an all terrain vehicle (ATV).
As will be described more particularly below, a vehicle constructed in
accordance
with the foregoing features may be of a relatively simple and inexpensive
construction
capable of conveniently performing a host of different functions besides the
normal
functions of a VTOL vehicle. Thus, the foregoing features enable the vehicle
to be
constructed as a utility vehicle for a large array of tasks including serving
as a weapons
platform; transporting personnel, weapons, and/or cargo; evacuating medically
wounded,
etc., without requiring major changes in the basic structure of the vehicle
when transferring
from one task to another.
According to further features in the preferred embodiments of the invention
described below an alternative vehicle arrangement is described wherein the
vehicle is
relatively small in size, having insufficient room for installing a cockpit in
the middle of the
vehicle and where the pilot's cockpit is therefore installed to one side of
the vehicle, thereby
creating a large, single payload bay in the remaining area between the two
lift-producing
propellers.
According to further features in the preferred embodiments of the invention
described below an alternative vehicle arrangement is described wherein the
vehicle does
not feature any form of pilot's enclosure, for use in an unmanned role,
piloted by suitable
on-board electronic computers or being remotely controlled from the ground.
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Further features and advantages of the invention will be apparent from the
description below. Some of those describe unique features applicable in any
single or
multiple ducted fan and VTOL vehicles.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention is herein described, by way of example only, with reference to
the
accompanying drawings, wherein:
Fig. 1 illustrates one form of VTOL vehicle constructed in accordance with
present invention with two ducted fans;
Fig. 2 illustrates an alternative construction with four ducted fans;
Fig. 3 illustrates a construction similar to Fig. 1 with free propellers,
i.e.,
unducted fans;
Fig. 4 illustrates a construction similar to Fig. 2 with free propellers;
Fig. 5 illustrates . a construction similar to that of Fig. 1 but including
two
propellers, instead of a single propeller, mounted side-by-side in a single,
oval shaped duct
at each end of the vehicle;
Figs. 6a, 6b, and 6c are side, top and rear views, respectively, illustrating
another
VTOL vehicle constructed in accordance with the present invention and
including pusher
propellers in addition to the lift-producing propellers;
Fig. 7 is a diagram illustrating the drive system in the vehicle of Figs. 6a -
6c;
Fig. 8 is a pictorial illustration of a vehicle constructed in accordance with
Figs.
6a - 6c and 7;
Fig. 8a - 8d illustrate examples of various tasks and missions capable of
being
accomplished by the vehicle of Fig. 8;
Figs. 9a and 9b are side and top views, respectively, illustrating another
VTOL
vehicle constructed in accordance with the present invention;
Fig. 10 is a diagram illustrating the drive system in the vehicle of Figs. 9a
and 9b;
Figs. 1la and 1lb are side and top views, respectively, illustrating a VTOL
vehicle constructed in accordance with any one of Figs. 6a - 10 but equipped
with
deployable stub wings, the wings being shown in these figures in their
retracted stowed
positions;
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Fig. llc and lld are views corresponding to those of Figs. 1la and 1lb but
showing the stub wings in their deployed, extended positions;
Fig. 12 is a perspective rear view of a vehicle constructed in accordance with
any
one of Figs. 6a - 10 but equipped with a lower skirt for converting the
vehicle to a
5 hovercraft for movement over ground or water;
Fig. 13 is a perspective rear view of a vehicle constructed in accordance with
any
one of Figs. 6a - 10 but equipped with large wheels for converting the vehicle
for ATV (all
terrain vehicle) operation;
Figs. 14a-14e are a pictorial illustration of an alternative vehicle
arrangement
wherein the vehicle is relatively small in size, having the pilot's cockpit
installed to one side
of the vehicle. Various alternative payload possibilities are shown;
Fig. 15 is a pictorial illustration of a vehicle constructed typically in
accordance
with the configuration in Figs. 14a-14e but equipped with a lower skirt for
converting the
vehicle to a hovercraft for movement over ground or water;
Figs. 16a-16d show top views of the vehicle of Figs. 14a-14e with several
payload arrangements;
Fig. 17 is a see-through front view of the vehicle of Fig. l6a showing various
additional features and internal arrangement details of the vehicle;
Fig. 18 is a longitudinal cross-section of the vehicle of Figs. 16b showing
various
additional features and internal arrangement details of the vehicle;
Fig. 19 is a pictorial illustration of an Unmanned application of the vehicle
having
similar design to the vehicle of Figs. 16-18, but lacking a pilot's
compartment;
Fig. 20 is a further pictorial illustration of an optional Unmanned vehicle,
having
a slightly different engine installation than that of Fig. 19;
Fig. 21 is a top view showing the vehicle of Fig. 16b as equipped with a
extendable wing for high speed flight;
Figs. 22a and 22b are side and top views, respectively, illustrating a VTOL
vehicle having a plurality of lifting fans to facilitate increased payload
capability;
Fig. 23 is a schematic view of the power transmission system used in the
vehicles
of Figs. 14-19;
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Fig. 24 is a schematic view of the power transmission system used in the
vehicle
of Fig. 20;
Figs. 25a-25c show schematic cross sections and design details of an optional
single duct Unmanned vehicle;
Fig. 26 is a pictorial illustration of a ram-air-'parawing' based emergency
rescue
system;
Figs. 27 illustrates optional means of supplying additional air to lift ducts
shielded
by nacelles from their sides;
Figs. 28a-28e are more detailed schematic top views of the medical attendant
station in the rescue cabin of the vehicle described in 14b, 14c and 16b;
Fig. 29 illustrates in side view some optional additions to the cockpit area
of the
vehicles described in Figs. 14-18;
Figs. 30a-d show a vehicle generally similar to that shown in Fig. 18, however
having alternative internal arrangements for various elements including cabin
arrangement
geometry to enable carriage of 5 passengers or combatants;
Figs. 31 shows a top view of vehicle generally similar to that shown in Fig.
30a-
d, however the fuselage is elongated to provide for 9 passengers or
combatants;
Figs. 32a-e illustrate means for enabling the external airflow to penetrate
the
walls of the forward ducted fan of the vehicles described in Figs. 1-21 and
Figs. 30-31 while
in forward flight, for the purpose of minimizing the momentum drag of the
vehicle;
Figs. 33a-e illustrate means for enabling the internal airflow to exit through
the
walls of the aft ducted fan of the vehicles described in Figs. 1-21 and
Figs.30-3 1, while in
forward flight, for the purpose of minimizing the momentum drag of the
vehicle;
Fig. 34 illustrates means for directing the internal airflow to exit with a
rearward velocity component for the purpose of minimizing the momentum drag of
the
vehicle in forward flight; and
Figs. 35a-c illustrate additional optional means for enabling the external
airflow
to penetrate the walls of the forward duct and the internal airflow to exit
through the walls
of the aft ducted fan of the vehicles described in Figs. 1-21 and Figs.30-3 1,
while in forward
flight, for the purpose of minimizing the momentum drag of the vehicle.
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It is to be understood that the foregoing drawings, and the description below,
are
provided primarily for purposes of facilitating understanding the conceptual
aspects of the
invention and various possible embodiments thereof, including what is
presently considered
to be a preferred embodiment. In the interest of clarity and brevity, no
attempt is made to
provide more details than necessary to enable one skilled in the art, using
routine skill and
design, to understand and practice the described invention. It is to be
further understood
that the embodiments described are for purposes of example only, and that the
invention is
capable of being embodied in other forms and applications than described
herein.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
As indicated earlier, the present invention provides a vehicle of a novel
construction which permits it to be used for a large variety of tasks and
missions with no
changes, or minimum changes, required when converting from one mission to
another.
The basic construction of such a vehicle is illustrated in Fig. 1, and is
therein
generally designated 10. It includes a fuselage II having a longitudinal axis
LA and a
transverse axis TA. Vehicle 10 further includes two lift-producing propellers
12a, 12b
carried at the opposite ends of the fuselage 11 along its longitudinal axis LA
and on
opposite sides of its transverse axis TA. Lift-producing propellers 12a, 12b
are ducted fan
propulsion units extending vertically through the fuselage and rotatable about
vertical axes
to propel the air downwardly and thereby to produce an upward lift.
Vehicle 10 further includes a pilot's compartment 13 formed in the fuselage 11
between the lift-producing propellers 12a, 12 and substantially aligned with
the longitudinal
axis LA and transverse axis TA of the fuselage. The pilot's compartment 13 may
be
dimensioned so as to accommodate a single pilot or two (or more) pilots, as
shown, for
example, in Fig. 6a.
Vehicle 10 illustrated in Fig. I further includes a pair of payload bays 14a,
14b
formed in the fuselage 1 I laterally on the opposite sides of the pilot's
compartment 13 and
between the lift-producing propellers 12a, 12b. The payload bays 14a, 14b
shown in Fig. 1
are substantially flush with the fuselage 11, as will be described more
particularly below
with respect to Figs. 6a - 6c and the pictorial illustration in Figs. 8a - 8d.
Also described
below, particularly with respect to the pictorial illustrations of Figs. 8a -
8d, are the wide
variety of tasks and missions capable of being accomplished by the vehicle
when
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constructed as illustrated in Fig. I (and in the later illustrations), and
particularly when
provided with the payload bays corresponding to 14a, 14b of Fig. 1.
Vehicle 10 illustrated in Fig. 1 further includes a front landing gear 15a and
a rear
landing gear 15b mounted at the opposite ends of its fuselage 11. In Fig. 1
the landing gears
are non-retractable, but could be retractable as in later described
embodiments.
Aerodynamic stabilizing surfaces may also be provided, if desired, as shown by
the vertical
stabilizers 16a, 16b carried at the rear end of fuselage 11 on the opposite
sides of its
longitudinal axis LA.
Fig. 2 illustrates another vehicle construction in accordance with the present
invention. In the vehicle of Fig. 2, therein generally designated 20, the
fuselage 21 is
provided with a pair of lift-producing propellers on each side of the
transverse axis of the
fuselage. Thus, as shown in Fig. 2, the vehicle includes a pair of lift-
producing propellers
22a, 22b at the front end of the fuselage 21, and another pair of lift-
producing propellers
22c, 22d at the rear end of the fuselage. The lift-producing propellers 22a -
22d shown in
Fig. 2 are also ducted fan propulsion units. However, instead of being formed
in the
fuselage 21, they are mounted on mounting structures 21a - 21d to project
laterally of the
fuselage.
Vehicle 20 illustrated in Fig. 2 also includes the pilot's compartment 23
formed
in the fuselage 21 between the two pairs of lift-producing propellers 22a, 22b
and 22c, 22d,
respectively. As in the case of the pilot's compartment 13 in Fig. 1, the
pilot's compartment
23 in Fig. 2 is also substantially aligned with the longitudinal axis LA and
transverse axis
TA of the fuselage 21.
Vehicle 20 illustrated in Fig. 2 further includes a pair of payload bays 24a,
24b
formed in the fuselage 21 laterally of the pilot's compartment 23 and between
the two pairs
of lift-producing propellers 22a - 22d. In Fig. 2, however, the payload bays
are not formed
integral with the fuselage, as in Fig. 1, but rather are attached to the
fuselage so as to
project laterally on opposite sides of the fuselage. Thus, payload bay 24a is
substantially
aligned with the lift-producing propellers 22a, 22c on that side of the
fuselage; and payload
bay 24b is substantially aligned with the lift-producing propellers 22b and
22d at that side of
the fuselage.
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Vehicle 20 illustrated in Fig. 2 also includes a front landing gear 25a and a
rear
landing gear 25b, but only a single vertical stabilizer 26 at the rear end of
the fuselage
aligned with its longitudinal axis. It will be appreciated however, that
vehicle 20 illustrated
in Fig 2 could also include a pair of vertical stabilizers, as shown at 16a
and 16b in Fig. 1, or
could be constructed without any such aerodynamic stabilizing surface.
Fig. 3 illustrates a vehicle 30 also including a fuselage 31 of a very simple
construction having a forward mounting structure 31 a for mounting the forward
lift-
producing propeller 32a, and a rear mounting structure 31b for mounting the
rear lift-
producing propeller 32b. Both propellers are unducted, i.e., free, propellers.
Fuselage 31 is
formed centrally thereof with a pilots compartment 33 and carries the two
payload bays
34a, 34b on its opposite sides laterally of the pilot's compartment.
Vehicle 30 illustrated in Fig. 3 also includes a front landing gear 35a and a
rear
landing gear 35b, but for simplification purposes, it does not include an
aerodynamic
stabilizing surface corresponding to vertical stabilizers 16a, 16b in Fig. 1.
Fig. 4 illustrates a vehicle, generally designated 40, of a similar
construction as in
Fig. 2 but including a fuselage 41 mounting a pair of unducted propellers 42a,
42b at its
front end, and a pair of unducted propellers 42c, 42d at its rear end by means
of mounting
structures 41a - 41d, respectively. Vehicle 40 further includes a pilot's
compartment 43
centrally of the fuselage, a pair of payload bays 44a, 44b laterally of the
pilot's
compartment, a front landing gear 45a, a rear landing gear 45b, and a vertical
stabilizer 46
at the rear end of the fuselage 41 in alignment with its longitudinal axis.
Fig. 5 illustrates a vehicle, generally designated 50, including a fuselage 51
mounting a pair of lift-producing propellers 52a, 52b at its front end, and
another pair 52c,
52d at its rear end. Each'pair of lift-producing propellers 52a, 52b and 52c,
52d is enclosed
within a common oval-shaped duct 52e, 52f at the respective end of the
fuselage.
Vehicle 50 illustrated in Fig. 5 further includes a pilot' compartment 53
formed
centrally of the fuselage 51, a pair of payload bays 54a, 54b laterally of the
pilot's
compartment 53, a front landing gear 55a, a rear landing gear 55b, and
vertical stabilizers
56a, 56b carried at the rear end of the fuselage 51.
Figs. 6a, 6b and 6c are side, top and rear views, respectively, of another
vehicle
constructed in accordance with the present invention. The vehicle illustrated
in Figs. 6a -
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6c, therein generally designated 60, also includes a fuselage 61 mounting a
lift-producing
propeller 62a, 62b at its front and rear ends, respectively. The latter
propellers are
preferably ducted units as in Fig. 1.
Vehicle 60 further includes a pilot's compartment 63 centrally of the fuselage
61,
5 a pair of payload bays 64a, 64b laterally of the fuselage and of the pilot's
compartment, a
front landing gear 65a, a rear landing gear 65b, and a stabilizer, which, in
this case, is a
horizontal stabilizer 66 extending across the rear end of the fuselage 61.
Vehicle 60 illustrated in Figs. 6a -- 6c further includes a pair of pusher
propellers
67a, 67b, mounted at the rear end of the fuselage 61 at the opposite ends of
the horizontal
10 stabilizer 66. As shown particularly in Figs. 6c the rear end of the
fuselage 61 is formed
with õa pair of pylons 61a, 61b, for mounting the two pusher propellers 67a,
67b, together
with the horizontal stabilizer 66.
The two pusher propellers 67a, 67b are preferably variable-pitch propellers
enabling the vehicle to attain higher horizontal speeds. The horizontal
stabilizer 66 is used
to trim the vehicle's pitching moment caused by the ducted fans 62a, 62b,
thereby enabling
the vehicle to remain horizontal during high speed flight.
Each of the pusher propellers 67a, 67b is driven by an engine enclosed within
the
respective pylon 61a, 61b. The two engines are preferably turbo-shaft engines.
Each pylon
is thus formed with an air inlet 68a, 68b at the forward end of the respective
pylon, and with
an air outlet (not shown) at the rear end of the respective pylon.
Fig. 7 schematically illustrates the drive within the vehicle 60 for driving
the two
ducted fans 62a, 62b as well as the pusher propellers 67a, 67b. The drive
system, generally
designated 70, includes two engines 71, 71b, each incorporated in an engine
compartment
within one of the two pylons 61a, 61b. Each engine 71a, 71b, is coupled by an
over-running
clutch 72a, 72b, to a gear box 73a, 73b coupled on one side to the respective
thrust
propeller 67a, 67b, and on the opposite side to a transmission for coupling to
the two
ducted fans 62a, 62b at the opposite ends of the fuselage. Thus, as
schematically shown in
Fig. 7, the latter transmission includes additional gear boxes 74a, 74b
coupled to rear gear
box 75b for driving the rear ducted fan 62b, and front gear box 75a for
driving the front
ducted fan 62b.
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Fig. 8 pictorially illustrates an example of the outer appearance that vehicle
60
may take.
In the pictorial illustration of Fig. 8, those parts of the vehicle which
correspond
to the above-described parts in Figs. 6a - 6c are identified by the same
reference numerals
in order to facilitate understanding. Fig. 8, however, illustrates a number of
additional
features which may be provided in such a vehicle.
Thus, as shown in Fig. 8, the front end of the fuselage 61 may be provided
with a
stabilized sight and FLIR (Forward Looking Infra-Red) unit, as shown at 81,
and with a gun
at the forward end of each payload bay, as shown at 82. In addition, each
payload bay may
include a cover 83 deployable to an open position providing access to the
payload bay, and
to a closed position covering the payload bay with respect to the fuselage 61.
In Fig. 8, cover 83 of each payload bay is pivotally mounted to the fuselage
61
along an axis 84 parallel to the longitudinal axis of the fuselage at the
bottom of the
respective bay. The cover 83, when in its closed condition, conforms to the
outer surface of
the fuselage 61 and is flush therewith. When the cover 83 is pivoted to its
open position, it
serves as a support for supporting the payload, or a part thereof, in the
respective payload
bay.
The latter feature is more particularly shown in Figs. 8a - 8d which
illustrate
various task capabilities of the vehicle as particularly enabled by the
pivotal covers 83 for
the two payload bays. Thus, Fig. 8a illustrates the payload bays used for
mounting or
transporting guns or ammunition 85a; Fig. 8b illustrates the use of the
payload bays for
transporting personnel or troops 85b; Fig. 8c illustrates the use of the
payload bays for
transporting cargo 85c; and Fig. 8d illustrates the use of the payload bays
for evacuating
wounded 85d. Many other task or mission capabilities will be apparent.
Figs. 9a and 9b are side and top views, respectively, illustrating another
vehicle,
generally designated 90, of a slightly modified construction from vehicle 60
described
above. Thus, vehicle 90 illustrated in Figs. 9a and 9b also includes a
fuselage 91, a pair of
ducted-fan type lift-producing propellers 92a, 92b at the opposite ends of the
fuselage, a
pilot's compartment 93 centrally of the fuselage, and a pair of payload bays
94a, 94b
laterally of the pilot's compartment 93. Vehicle 90 further includes a front
landing gear 95a,
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a rear landing gear 95b, a horizontal stabilizer 96, and a pair of pusher
propellers 97a, 97b,
at the rear end of fuselage 91.
Fig. 10 schematically illustrates the drive system in vehicle 90. Thus as
shown in
Fig. 10, vehicle 90 also includes two engines 101a, 101b for driving the two
ducted fans
92a, 92b and the two pusher propellers 97a, 97b, respectively, as in vehicle
60. However,
whereas in vehicle 60 the two engines are located in separate engine
compartments in the
two pylons 61a, 61b, in vehicle 90 illustrated in Figs. 9a and 9b both engines
are
incorporated in a common engine compartment, schematically shown at 100 in
Fig. 9a,
underlying the pilot's compartment 93. The two engines 101a, 101b (Fig. 10),
may also be
turbo-shaft engines as in Fig. 7. For this purpose, the central portion of the
fuselage 91 is
formed with a pair of air inlet openings 98a, 98b forward of the pilot's
compartment 93, and
with a pair of air outlet openings 99a, 99b rearwardly of the pilot's
compartment.
As shown in Fig. 10, the two engines 101a, 101b drive, via the over-running
clutches 102a, 102b, a pair of hydraulic pumps 103a, 103b which, in turn,
drive the drives
104a, 104b of the two pusher propellers 97a, 97b. The two engines 101a, 101b
are further
coupled to a drive shaft 105 which drives the drives 106a, 106b of the two
ducted fans 92a,
92b, respectively.
Figs. 11 a - 11 d illustrate another vehicle, therein generally designated
110,
which is basically of the same construction as vehicle 60 described above with
respect
to Figs. 6a - 6c, 7, 8 and 8a - 8d; to facilitate understanding, corresponding
elements
are therefore identified by the same reference numerals. Vehicle 110
illustrated in Figs.
11 a - 11 d, however, is equipped with two stub wings, generally designated
111 a, 111 b,
each pivotally mounted to the fuselage 61, under one of the payload bays 64a,
64b, to a
retracted position shown in Figs. 1la and Ilb, or to an extended deployed
position
shown in Figs. 11 c and 11 d for enhancing the lift produced by the ducted
fans 62a, 62b.
Each of the stub wings I l la, 11 lb is actuated by an actuator 112a, 112b
driven by a
hydraulic or electrical motor (not shown). Thus, at low speed flight, the stub
wings
l l la, I i lb, would be pivoted to their stowed positions as shown in Figs.
1la and l lb;
but at high speed flight, they could be pivoted to their extended or deployed
positions,
as shown in Figs. 11 c and 11 d, to enhance the lift produced by the ducted
fans 61 a,
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61b. Consequently, the blades in the ducted fans would be at low pitch
producing only
a part of the total lift force.
The front and rear landing gear, shown at 115a and 115b, could also by pivoted
to a stowed position to enable higher speed flight, as shown in Figs. 11c and
1 id. In such
case, the front end of the fuselage 61 would preferably be enlarged to
accommodate the
landing gear when in its retracted condition. Vehicle 110 illustrated in Figs.
11 a - 11 d may
also include ailerons, as shown at 116a, 116b (Fig. 11 d) for roll control.
Fig. 12 illustrates how the vehicle, such as vehicle 60 illustrated in Figs.
6a - 6d,
may be converted to a hovercraft for travelling over ground or water. Thus,
the vehicle
illustrated in Fig. 12, and therein generally designated 120, is basically of
the same
construction as described above with respect to Figs. 6a - 6d, and therefore
corresponding
parts have been identified with the same reference numerals. In vehicle 120
illustrated in
Fig. 12, however, the landing gear wheels (65a, 65b, Figs. 6a - 6d) have been
removed,
folded, or otherwise stowed, and instead, a skirt 121 has been applied around
the lower end
of the fuselage 61. The ducted fans 62a, 62b, may be operated at very low
power to create
enough pressure to cause the vehicle to hover over the ground or water as in
hovercraft
vehicles. The variable pitch pusher propellers 67a, 67b would provide forward
or rear
movement, as well as steering control, by individually varying the pitch, as
desired, of each
propeller.
Vehicles constructed in accordance with the present invention may also be used
for movement on the ground. Thus, the front and rear wheels of the landing
gears can be
driven by electric or hydraulic motors included within the vehicle.
Fig. 13 illustrates how such a vehicle can also be used as an ATV (all terrain
vehicle). The vehicle illustrated in Fig. 13, therein generally designated
130, is basically of
the same construction as vehicle 60 illustrated in Figs. 6a - 6d, and
therefore corresponding
parts have been identified by the same reference numerals to facilitate
understanding. In
vehicle 130 illustrated in Fig. 13, however, the two rear wheels of the
vehicle are replaced
by two (or four) larger ones, bringing the total number of wheels per vehicle
to four (or
six). Thus, as shown in Fig. 13, the front wheels (e.g., 65a, Fig. 6c) of the
front landing gear
are retained, but the rear wheels are replaced by two larger wheels 13 5a (or
by an additional
pair of wheels, not shown), to enable the vehicle to traverse all types of
terrain.
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When the vehicle is used as an ATV as shown in Fig. 13, the front wheels 65a
or
rear wheels would provide steering, while the pusher propellers 67a, 67b and
main lift fans
62a, 62b would be disconnected but could still be powered-up for take-off if
so desired.
The same applies also with respect to the hovercraft version illustrated in
Fig. 12.
It will thus be seen that the invention thus provides a utility vehicle of a
relatively
simple structure which is capable of performing a wide variety of VTOL
functions, as well
as many other tasks and missions, with minimum changes in the vehicle to
convert it from
one task or mission to another.
Figs. 14a-14e are pictorial illustrations of alternative vehicle arrangements
where
the vehicle is relatively small in size, having the pilot's cockpit installed
to one side of the
vehicle. Various alternative payload possibilities are shown.
Fig. 14a shows the vehicle in its basic form, with no specific payload
installed.
The overall design and placement of parts of the vehicle are similar to those
of the `larger'
vehicle described in Figs. 8. with the exception of the pilot's cockpit, which
in the
arrangement of Fig.14 takes up the space of one of the payload bays created by
the
configuration shown in Fig.8. The cockpit arrangement of Fig. 14a frees up the
area taken
up by the cockpit in the arrangement of Fig.8 for use as an alternative
payload area,
increasing the total volume available for payload on the opposite side of the
cockpit. It is
appreciated that the mechanical arrangement of engines, drive shafts and
gearboxes for the
vehicle of Fig. 14. may be that described with reference to Fig. 7.
Fig. 14b illustrates how the basic vehicle of Fig. 14a may be used to evacuate
a
patient. The single payload bay is optionally provided with a cover and side
door which
protect the occupants, and which may include transparent areas to enable light
to enter. The
patient lies on a stretcher which is oriented predominantly perpendicular to
the longitudinal
axis of the vehicle, and optionally at a slight angle to enable the feet of
the patient to clear
the pilot's seat area and be moved fully into the vehicle despite its small
size. Space for a
medical attendant is provided, close to the outer side of the vehicle.
Fig. 14c shows the vehicle of Fig. 14b with the cover and side door closed for
flight.
Fig. 14d illustrates how the basic vehicle of Fig. 14a may be used to perform
various utility operations such as electric power-line maintenance. In the
example shown if
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Fig. 14d, a seat is provided for an operator, facing outwards towards an
electric power-line.
For illustration purposes, the operator is shown attaching plastic spheres to
the line using
tools. Uninstalled sphere halves and additional equipment may be carried in
the open space
behind the operator. Similar applications may include other utility equipment,
such as for
5 bridge inspection and maintenance, antenna repair, window cleaning, and
other applications.
One very important mission that the utility version of Fig. 14d could perform
is the
extraction of survivors from hi-rise buildings, with the operator assisting
the survivors to
climb onto the platform while the vehicle hovers within reach.
Fig. 14e illustrates how the basic vehicle of Fig. 14a may be used to carry
10 personnel in a comfortable closed cabin, such as for commuting,
observation, performing
police duties, or any other purpose.
Fig. 15 is a pictorial illustration of a vehicle constructed typically in
accordance
with the configuration in Fig. 14 but equipped with a lower, flexible skirt
for converting the
vehicle to a hovercraft for movement over ground or water. While the vehicle
shown in
15 Fig.15 is similar to the application of Fig. 14e, a skirt can be installed
on any of the
applications shown in Fig. 14.
While Figs. 14-15 show a vehicle having a cockpit on the left hand side and a
payload bay to the right hand side, it is appreciated that alternative
arrangements are
possible, such as where the cockpit is on the right hand side and the payload
bay is on the
left hand side. All the descriptions provided in Figs. 14-15 apply also to
such an alternative
configuration.
Figs. 16 illustrates four top views of the vehicle of Figs. 14a-14e with
several
payload arrangements:
Fig 16a is the basic vehicle with an empty platform on the right hand side of
the
vehicle. Fig 16b shows the arrangement of the right hand side compartment when
configured as a rescue module. Fig 16c shows the conversion of the RHS
compartment for
carrying up to two observers or passengers. Fig 16d has two functional
cockpits, needed
mostly for pilot's instruction purposes. It should be emphasized that similar
arrangements
can be configured if so desired, with the pilot's compartment on the RHS of
the vehicle, and
the multi-mission payload bay on the left.
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Fig. 17 is a see-through front view of the vehicle of Fig. 16a showing various
additional features and internal arrangement details of the vehicle. The outer
shell of the
vehicle is shown in 1701. The forward ducted fan 1703 has a row of inlet vanes
1718 and a
row of outlet vanes 1717 used together to maneuver the vehicle in roll and in
horizontal
side-to side translation. Detail A shows, as an example, the first five vanes
being the closest
to the RHS of the vehicle. These vanes are shown mounted at angles A5-Al that
are
increasing progressively from nearly vertical mounting for vane 5 to some 15
degrees of tilt
shown as the angle Al in the figure. The progressive deflected mounting of the
first rows of
vanes align their chord line with the local streamlines of the incoming flow.
This does not
inhibit these vane's full motion to both directions of deflection around their
basic mounting
angles. It should also be emphasized, that a similar, anti-symmetric
arrangement of the
vanes is used on the opposite side of the duct shown (LHS of the vehicle).
Similarly, the
vanes attached at the inlet to the aft duct, are also tilted as required to
orient themselves
with the local inflow angle at each transverse position along the duct, where
the angle is
preferably averaged over the longitudinal span of each vane. This unique
configuration of
vanes can be varied in angles as a result of aerodynamic behavior of the
incoming flow and
due to engineering limitations. This configuration can be also used with any
row of inlet
vanes or outlet vanes installed on any single or multiple ducted fan vehicles.
The RHS engine of the vehicle 1708, is shown mounted inside its enclosure
1702, and below the air inlet 1709. It is connected to a 90 degree gearbox
1710, which is
connected through a shaft (not shown) to a lower 90 degree gearbox 1720. From
there,
through a horizontal shaft, the power is transmitted to the main gearbox 1721
that also
supports the lift producing rotor 1716. A similar arrangement for the LHS
engine may be
used (not shown). The pilot's compartment (cockpit) 1706 has a transparent top
(canopy)
of which the outer panel 1713 is hinged, to permit the pilot 1711 to enter and
exit the
cockpit. The pilot's seat 1712 may either be normal, or a rocket deployed
ejection seat to
facilitate quick egress of the pilot from the cockpit through the canopy, if
the need arises.
The pilot's controls 1714 are connected to the vehicles flight control system.
The vehicle's
RHS landing gear wheel 1719 is shown resting on the ground, and the LHS
landing gear
wheel 1715 is shown optionally retracted into the fuselage for reducing the
drag in high
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speed flight. The vehicles two pusher fans 1704, 1705 are shown mounted on the
aft
portion, with the wing / stabilizer 1707 generally spanning above and between
said fans.
Fig. 18 is a longitudinal cross-section of the vehicle of Figs. 16b showing
various
additional features and internal arrangement details of the vehicle. The outer
shell 1801
covers the whole of the vehicle, and transitions to the engine's enclosure
1825. Inside the
shell, a forward duet 1802 and an aft duct 1803 are mounted, inside which a
forward main
lift propeller 1814 and an aft main lift propeller 1813 are mounted. The ducts
and
propellers are preferably statically disposed within the vehicle such that
they are inclined
forward (generally between 5 and 10 degrees although other values may be used)
with
respect to the vertical and rotated along the transverse axis of the vehicle,
to better
accommodate the incoming airflow at high speed. The forward duct 1802 has rows
of
longitudinal vanes 1809 at its inlet, as well as rows of longitudinal vanes
1810 at the exit.
These vanes are predominantly used to control the vehicle in roll as well as
lateral side-to-
side translation. A similar set of longitudinally oriented vanes 1811 & 1812
are mounted at
the entrance and exit of the aft duct 1803, respectively. Optionally,
additional vanes,
mounted in a transverse orientation may be mounted at the exit of the forward
and aft duct,
shown respectively as 1805 & 1804. These vanes are movable, and used to
deflect the air
exiting from the ducts, as shown schematically in 1815 for various flight
regimes of the
vehicle. Fig. 18 is generally a cross section through the center of the
vehicle looking right,
although it was decided to leave the pilot's compartment, and LHS engine and
pusher fan
installation visible for reference. The lower area of the center fuselage
section of the vehicle
1808 serves as the main fuel tank. The outer shape of this body to its fore-
aft sides is
molded to serve the geometrical needs of both ducts 1802 & 1803. The lower
side of the
center fuselage has a cutout 1806 to ease the flow exiting the forward duct
1802 to align
itself with the overall air flow around the vehicle at high speed flight. The
upper portion
1807 of the center fuselage 1808 is suitably curved for accelerating the air
entering the aft
duct 1803, and thereby create a low pressure area on the top of the fuselage,
relieving some
of the lift production burden off the main lifting propellers 1813 & 1814.
This upper portion
1807 of the center fuselage can also facilitates the mounting of a
parachute/parafoil which
will be used in emergency situations either to get to the ground safely or
even to continue
forward flight with the pusher fans thrust. The pilot 1818 is shown seated on
his seat 1831
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which may either be normal, or a rocket deployed ejection seat to facilitate
quick egress of
the pilot from the cockpit through the canopy, if the need arises. The pilot's
controls 1819
are connected to the vehicles flight control system. Also shown in Fig. 18 is
one of the two
the engines used in the vehicle shown as 1826 mounted inside its outer shell
1825 and
below the air intake 1824. The 90 degree gearbox 1823 transmits the rotational
power
from the engine 1826 to the lower gearbox through a shaft. This lower gearbox
(gearbox,
shaft not shown) then connects to the main aft lifting propeller gearbox 1822,
which also
supports the propeller 1813. An interconnect shafting mechanism (not shown)
further
distributes the power to the forward gearbox 1823 that also supports the
forward main
lifting propeller. Also visible in Fig. 18 is one of the pusher fans 1827, and
a cross section
through the stabilizer 1828 mounted above and between the pusher fans. It can
also be
noticed that a curved line 1830 forms a break in the smooth lines of the
engine enclosure
1825, and the forward boundary for a deep cutout into enclosure 1825. The
cutout is used
to direct outside air to the pusher fans. The general shape of the curved line
1830 can also
be seen in any one of the top views of Fig. 16. The forward end of the forward
duct 1802
may have an optional forward facing circumferential slot 1829 that runs
generally across the
forward 1/4 circle of the duct 1802. The slot faces the incoming flow, in a
region of the
flow that is high (near stagnation) pressure. The air coming into the slot is
accelerated due
to the geometric internal shape that is generally contracting, and is
channeled through a
second, inner slot 1830, at an air velocity that is greater than the flow
inside the duct, and
generally tangentially with the inside wall of the duct 1802. The resulting
low pressure area
created by this fast airflow from the slot and into the duct, affects the air
above it flowing
over the outer (upper) lip of the duct and provides suction to attach the
latter flow to the
duct's inner surface, and avoid flow separation at high speed. A second role
played by the
slots 1829 & 1830 is to direct some of the air flowing through duct 1802
through an
additional opening, thereby reducing the amount of air flowing in above the
duct's lip, and
so also reducing the overall pitching moment (having an adverse effect on the
vehicle)
created by the forward duct at high speed flight. It should be noted that the
slot 1829 may
also have an optional door or doors to facilitate opening of the bypass
airflow only as flight
speed is increased. Such door/doors, if used, my be activated externally
through an
actuator or mechanism, or alternatively rely on the pressure distribution and
difference
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between the inside and outside of the duct, to self- activate a spring loaded
door or doors,
as required. The landing gear wheels 1821 & 1820 are shown in the landing
gear's extended
position. An option (not shown) exists for retracting all four landing gears
into the fuselage
shell 1801 to reduce drag in high speed flight.
Fig. 19 is a pictorial illustration of an Unmanned application of the vehicle.
Evident in the picture is the vehicles outer shell 1901 that is lacking any
pilot's enclosure.
Also visible is the forward duct 1909 with the rows of longitudinally mounted
inlet vanes.
The RHS engine enclosure 1903 is shown with an intake 1904 generally installed
close to
the top and to the front of the engine enclosure 1903. A similar arrangement
can be seen for
the LHS engine enclosure 1902 and the LHS engine intake port 1905. Two pusher
fans
1906 & 1907 are shown, with a stabilizer 1908 spanning between them. The
vehicle's fixed
skid type landing gear is shown in 1910, and a typical pictorial installation
of an observation
system in 1911.
Fig. 20 is a further pictorial illustration of an optional Unmanned vehicle,
having
a slightly different engine installation than that of Fig. 19. Here, in a
manner similar to that
of Fig. 19, the fuselage outer shell 2001 is also lacking a pilot's
compartment. However, the
vehicle's engine is mounted inside the fuselage in the area schematically
shown as 2006. An
air intake 2005 supplies air to the engine. Two pusher fans 2006 & 2007 are
used, as well
as a stabilizer 2008. The forward duct 2002 and aft duct 2003 have
longitudinally mounted
vanes. A typical pictorial installation of an observation system is shown in
2009. The
vehicle's fixed skid type landing gear is shown in 2010.
Fig. 21 is a top view showing the vehicle of Fig. 16b equipped with an
extendable wing for high speed flight. The RHS wing is designated 2101 in the
extended
position and 2102 when folded under the fuselage. An actuator 2103 is used for
extending
and retracting the wing as desired. The LHS wing is similar, as evident in the
drawing.
Fig. 22a-22b are side and top views, respectively, illustrating a VTOL vehicle
that employs a plurality of lift generating fans, arranged one behind the
other, all connected
to a common chassis, for the purpose of carrying an increased payload over
that which is
possible with two lifting ducted fans. A chassis designated 2001 houses a
number of ducted
fans 2002 for generating lift. The fans may be tilted slightly forward as
shown in Fig.22a to
achieve higher speed in cruise. Two elongated cabins 2003 and 2004 are
preferably located
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on both sides of the ducted fans to accommodate passengers or other cargo. A
pilot 2005
may be seated in a cockpit 2006 at the front end of one of the cabins,such as
the left cabin
2004. Two engines 2012 are located to the aft of the cabins and have air
intakes 2013.
Two variable pitch pusher fans 2014, enclosed in shrouds, are mounted to the
rear of the
5 cabins. A stabilizer 2015 is mounted between the pusher fans to facilitate
nose-down
trimming moments in forward flight. Multiple inlet roll, yaw and side force
control vanes
2007 are preferably mounted longitudinally in all ducts, supplemented by
similar vanes 2008
at the duct's exits. Transversally mounted guide vanes 2009 may also be
mounted to reduce
friction losses and flow separations of the flow exiting from the ducts. Side
openings 2016
10 may be optionally installed to enable outside air to be mixed with inflow
from above,
reducing the impact that the cabins may have on thrust augmentation of the
ducted fans as
well as the control effectiveness of the vanes installed in the inlets to
these ducted fans. A
variable pitch fan (rotor) 2010 is mounted in each duct. Preferably, one half
of the fans (or
as close to half as possible, such as in the case of a vehicle similar to that
shown in Fig. 22
15 but having an odd number of lifting ducted fans)turn in the opposite
direction as the other
half . A plurality of landing gears 2001 support the vehicle on the ground and
serve to
attenuate the landing impact. Some of the wheels employed in the landing gear
may be
powered, or alternatively, forward ground movement can be accomplished through
the use
of the variable pitch pusher fans.
20 Fig. 23 shows an optional arrangement of a power distribution system for
transmitting the power from each of the rear mounted engines to the two
lifting fans and
two pusher fans such as found in the vehicles shown in Figs. 14-19. As can be
seen, two
engines 2303 are preferably used to drive the two main lift rotors and the two
pusher fans
through a series of shafts and gearboxes. The power takeoff (PTO) of each
engine is
connected through a short shaft 2315 to the RHS and LHS Aft Transmissions
designated
2302 and 2301 respectively. From these transmissions, the power is distributed
both to the
aft pusher props through diagonally oriented shafts 2304 as well as to the Aft
Rotor
Gearbox 2307 through two horizontally mounted shafts 2306. The two main lift
rotors are
connected to their respective gearboxes through prop flanges 2308. The shaft
interconnecting both main lift rotors is divided into two segments designated
as 2309 and
2312, connected by a Center Gearbox 2310 through flexible joints. This center
gearbox
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serves mainly to move the rotation center in parallel and connect both shafts
2309 and 2312
without affecting the direction of rotation (i.e. employing an uneven number
of plane gears
mounted along its length). At least one of the intermediate gears in Center
Gearbox 2310
has a shaft that is open to the outside designated as 2311, enabling power for
accessories on
either side of the face of Gearbox 2310, resulting in opposing directions of
rotation
(rotorsnot shown). The rotors preferably turn in opposite directions to
eliminate torque
imbalance on the vehicle.
Fig. 24 shows an optional arrangement of a power distribution system for
transmitting the power from a centrally mounted engine, or from two engines
forming a
'twin-pack', to the two lifting fans and two pusher fans such as found in the
vehicles typical
of Fig. 9 and Fig. 20. As can be seen, the engine, designated as 2401 is used
to drive the
two main lift rotors and the two pusher fans through a series of shafts and
gearboxes. The
power takeoff (PTO) of the engine designated as 2408 is connected through a
short shaft to
a central Transmission designated 2402. An extension of the same shaft
designated as 2409
transmits power directly to the forward lift fan gearbox designated as 2410.
From the
central transmission 2402, the power is distributed both to the aft lift fan
gearbox through a
shaft designated as 2406 as well as to two angled gearboxed such as 2404
through two
horizontally mounted shafts 2403. From the angled gearboxes, two diagonal
shafts 2405
transmit power to the aft pusher prop gearboxes 2405. The central transmission
2402 may
also have an additional shaft that is open to the enabling power for
accessories (rotors not
shown). The rotors preferably turn in opposite directions to eliminate torque
imbalance on
the vehicle.
Figs. 25a shows a schematic cross section and design details of an optional
single
duct unmanned vehicle. The vehicle includes a powerplant designated as 2502,
which may
be based on turboshaft technology as shown schematically in Fig. 25a, although
other
means of propulsion are possible. A circumferential duct designated as 2501
surrounds the
rotor (lifting fan) designated as 2504. The duct 2501 may also serve to house
the flight
control and communication equipment as well as the fuel for the duration of
the mission. A
fuel sump with pump is designated as 2505. A gearbox designated as 2503 is
used to reduce
the rotational speed of the engine's shaft to match that required by the fan
2504. Two
layers of vanes (2506 and 2508) are used to control the vehicle in roll,
pitch, yaw and lateral
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and longitudinal translations. The vanes layers are preferably oriented in
multiple planes as
will be explained with reference to Fig. 25c. A payload typically consisting
of a video
camera may be housed in the clear spherical compartment designated by 2512.
Fig. 25b shows an alternative lifting fan arrangement where two rotors 2510
and
2511 rotate in opposite direction to cancel the torque effect that one fan,
such as 2504,
would have on the vehicle. A slightly larger gearbox designated as 2509 is
used to rotate
the two rotors in opposite directions through concentric shafts.
Fig. 25c shows different arrangements of vanes in the inlet to the duct,
generally
designated as view "A" in Fig.. 25a, but also typical for the bottom (exit)
layer of vanes
2508. While the arrangements of Fig. 25c show a number of possibilities, many
additional
arrangements are possible. The common principle in the in-plane vanes
arrangements of Fig.
25b designated 2513 thru 2519 is that typically one half of the vanes are
oriented at an angle
(typically 90 degrees but other angles are possible) to the other half, so as
to produce any
combination of force components that will result in a single equivalent force
in any direction
and magnitude in the plane of the vanes, be it the inlet vanes designated as
2506 in Fig. 25a
or the exit vanes designated as 2508 in Fig. 25a. Various vane configurations
are possible,
such as the square pattern in Fig. 2516, the cross pattern in Fig. 2517, and
the weave
pattern in Fig. 2518.
Fig. 26 is a pictorial illustration of a ram-air-'parawing based emergency
rescue
system. In an emergency, or for other purposes such as extended range, the
ducted fan
vehicle (manned or unmanned) designated as 2601 need not rely on its lifting
fans (2606) to
generate lift, but may instead release a lift generating ram-air 'parawing'
shown pictorially
and designated as 2605. Optionally, the 'parawing' may be steered through the
use of
steering cables shown schematically and designated as 2607. In the event that
the vehicle's
pusher fans designated as 2602 are operative, the vehicle can carry on in
level flight to its
destination. Upon reaching its destination, the vehicle can release the
'parawing'(2605) and
continue flying using its lift fans (2606), or may elect to land using the
'parawing (2605) still
attached to the vehicle. Alternatively, if the pusher fans (2602) are not
producing sufficient
thrust, the 'parawing' (2605) will glide the vehicle down to land, preferably
extending its
glide ratio significantly over a spherical 'standard' parachute.
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Figs. 27 illustrates optional means of supplying additional air to lift ducts
shielded
by nacelles or aerodynamic surfaces from their sides, typical of the aft lift
fans of the
vehicles described in Figs. 1, 5, 6, 8, 9 and 11-22 . In Fig. 27, a lift
generating ducted fan
designated as 2703 is preferably partially shielded from the air around it by
a nacelle 2702.
Openings for the air, designated as 2704 and 2705, permit outside air to flow
(2707) in
through a channel (2706) from the sides and combine with the inflow from above
(2708) to
create relatively undisturbed flow conditions for the ducted fan (2703). With
the openings
2704 and 2705 in place, the impact of the nacelle on thrust augmentation of
the ducted fan
as well as the control effectiveness of the vanes is minimized. Preferably,
the exit portions of
openings 2704 and 2705 meet and is substantially aligned with an upper lip of
the duct of
ducted fan 2703.
Figs. 28a-28e are more detailed schematic top views of the medical attendant
station in the rescue cabin of the vehicle described in 14b, 14c and 16b. Fig.
28a shows
schematically how the cabin is laid out with respect to the vehicle. Fig 28.b
illustrates the
medical attendant designated as 2802 seated facing forward, resting his/her
arms on table
2801. Fig. 28c shows the medical attendant in seat's intermediate position,
enabling
medical attendant to reach comfortable the chest and abdomen area of patient
designated as
2803, lying on a litter/stretcher that is free to move along a rail on table
2801, and can be
locked in place in any intermediate position. Fig 28.d shows the medical
attendant in
extreme rotated position (2805), and patient litter moved to extreme 'inside
cabin' position,
to enable medical attendant to reach patient head from behind, necessary for
performing
procedure of clearing patient's airways. Fig.28e is a schematic depiction of a
swiveling seat
2806 that can be used by medical attendant 2802. Also shown schematically in
Fig.28e is
patient's litter 2807 that is able to move along guiding rail 2810 guided by
four wheels or
rollers 2814, although a different number of wheels or rollers can be used.
When the
attendant is facing forward, as 2802 in Fig.28b, and for example when there is
no patient on
board, the seat 2806 in Fig.28e swivels to its rightmost position as
schematically shown in
2811. When the litter is loaded it is normally placed as shown pictorially in
Fig.28a, and
schematically as 2808 in Fig.28e. In this position, the attendant 2802 swivels
on seat 2806
to intermediate position 2813 and has access to patient's chest and abdomen.
This seat
position corresponds to attendant's position shown pictorially in Fig.28c as
2804. When
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need arises for attendant to reach the head of patient 2803 from behind, the
litter 2807 is
moved along track 2810, while attendant now shown in Fig. 28c as 2805 swivels
seat 2806
to leftmost position, shown schematically in Fig.28e as 2812.
Fig. 29 illustrates in side view various optional additions to the cockpit
area of
the vehicles described in Figs. 14-18. The pilot designated as 2901 is shown
together with
optional room for a crew member or passenger 2902 behind the pilot. Also shown
are the
medical attendant 2903, and the patient lying in an extreme 'inside cabin'
position 2904 on
the cabin table 2905. The cockpit floor designated as 2906 may be sealed to
separate the
pilot's compartment from the cabin.
Figs. 30a-d show a vehicle that is generally similar to that shown in Fig. 18,
but
which shows alternative internal arrangements for various elements including
cabin
arrangement geometry to enable carriage of 5 passengers or combatants. Fig.
30a is a top
view schematically showing the position of each occupant. Fig.30b is a
longitudinal cross
section showing placement of equipment and passengers inside the vehicle, and
Figs. 30c
and 30d are local lateral sections of the vehicle. A typical passenger or
combatant 3002 is
shown in Fig. 30c. The top of the cabin 3001 is raised above that of Fig.18 to
accommodate passengers or combatants in center section of vehicle. A single
main
transmission unit (3004) is shown that is an alternative power transmission
scheme to that
of Fig. 18. Power is transmitted from engine 3003 to main transmission unit
3004. One
angled shaft 3005 transmits power to the aft pusher fan 3009, and a second,
generally
horizontal shaft 3006 transmits power to the aft lift rotor gearbox 3010. The
shaft 3006 is
housed inside airfoil shaped housing 3008 that also supports mechanically the
aft lift rotor
gearbox 3010. A center fuselage secondary transmission 3007 is connected to
each of the
main lift rotor gearboxes 3010, 3011, and also houses attachment for auxiliary
equipment.
Figs. 31 shows a top view of vehicle generally similar to that shown in
Fig.30a-d,
but where the fuselage is elongated to provide for 9 passengers or combatants.
Figs. 32a-g illustrate means for enabling the external airflow to penetrate
the
forward facing side 3201 of the forward ducted fan of the vehicles described
in Figs. 1-21
and Figs.30-31 while in forward flight. One configuration that may be used to
obtain such
airflow penetration is shown in Fig. 32b and generally also shown at the
forward end of Fig.
32a. Rows of generally vertical open slots 3204 for enabling throughflow of
air are shown,
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with remaining duct structure including an upper lip 3202 and a lower ring
3205. Airfoil
shaped vertical supports 3203 serve to stabilize the structure and provide
protection for the
fan inside the duct. The slots 3204 remain open at all times. A second
configuration for
obtaining such airflow penetration is shown in Fig. 32c where the whole
forward wall of the
5 forward duct is cut to obtain two generally rectangular openings 3206 with
an optional
center support 3207. An additional option, which is an expansion of the method
of Fig.
32b, is shown in Figs. 32d and 32e where externally actuated rotating valves
3208 are
mounted inside each slot 3204. When the vehicle is hovering, the slots are
closed by the
valves as shown in Fig.32e. When the vehicle is in forward flight and flow of
air into the
10 duct is desired, the externally actuated valves 3208 rotate to the 'open'
position shown in
Fig. 32d, where the airflow 3209 is free to flow through the slots. An
alternative to the
concept of Figs. 32d-e, is shown in Figs. 32f-g where each of the vertical
supports 3203 is
attached to upper lip 3202 and lower ring 2305 by hinges that enable multiple
vertical
supports to pivot around multiple vertical axes 3210 and assume the position
shown in Fig.
15 32g, where the multiple slots 3204 are closed to the external airflow.
Figs. 33a-e illustrate alternative means for enabling the internal airflow to
exit
through the walls of the aft ducted fan of the vehicles described in Figs. 1-
21 and Figs.30-
31, while in forward flight. One configuration for obtaining such airflow exit
is shown in
Fig. 33b and generally also shown at the aft end of the vehicle shown in Fig.
33a. Rows of
20 generally vertical open slots 3304 for enabling exit of air are shown, with
remaining duct
structure including upper lip 3302 and lower ring 3305. Airfoil shaped
vertical supports
3303 serve to stabilize the structure and provide protection for the fan
inside the duct. The
slots 3304 preferably remain open at all times. A second possible option of
obtaining such
airflow exit is shown in Fig. 33c where the whole rear wall of the aft duct is
cut to obtain
25 two generally rectangular openings 3306 with an optional center support
3307. An
additional option, which is an expansion of the method of Fig. 33b, is shown
in Fig. 33d and
Fig. 33e where externally actuated rotating valves 3308 are mounted inside
each slot 3304.
When the vehicle is hovering, the slots are closed by the valves, as shown in
Fig.33e. When
the vehicle is in forward flight and exit of air through the duct wall is
desired, the externally
actuated valves 3308 rotate to the 'open' position, as shown in Fig.33d, where
the airflow
3309 is free to flow through the slots. An alternative to the concept of Figs.
33d-e is shown
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26
in Figs. 33f-g where each of the vertical supports 3203 is attached to upper
lip 3202 and
lower ring 2305 by hinges that enable multiple vertical supports to pivot
around multiple
vertical axes 3210 and assume the position shown in Fig. 33g, where the
multiple slots 3204
are closed to the external airflow.
Figs. 34a-c illustrate alternative means for directing the internal airflow to
exit
with a rearward velocity component for the purpose of minimizing the momentum
drag of
the vehicle in forward flight. As shown, the lower forward portion of the
forward duct 3401
is curved back at an angle that increases progressively along the circle-
shaped forward duct
wall, reaching a maximum angle at the center section. The curvature may vary
from vertical
all around the duct, such as at hover, to 30-45 degrees from vertical inclined
backwards at
center and decreasing progressively to the sides of the duct. In a similar
manner, the lower
forward center fuselage 3402, the lower aft portion of the center fuselage
3403 and the
lower aft portion of the aft duct 3404 are curved back to direct the flow
exiting from the
ducts to better align with the incoming flow when the vehicle is in forward
flight. The
above geometrical reshaping of the ducts exits may be fixed (i.e. built into
the shape of the
ducts) as in Fig. 34a, or alternatively, may be of variable geometry such as
flexible lower
portion of ducts as shown in Fig. 34b. Various means of obtaining change of
geometry to
said lower duct portion are available. One option, illustrated in Fig. 34b
shows the upper,
fixed part of the duct 3405, to which is attached a flexible or segmented
lower part 3406.
The outer sleeve 3408 of a flexible 'push-pull' cable 3407 is connected to
bottom of the
flexible or segmented lower part 3406, whereby an actuator 3409, or optionally
two
actuators shown schematically as 3409 and 3410, mounted inside the fuselage
would pull
the cable 3407, thereby affecting the geometry of the duct as desired. The
lower aft portion
of the center fuselage 3404 is moved back in a manner similar to the lower
forward portion
of the forward duct 3401 as explained, but with the difference that moving the
aft duct
lower part backwards involves pushing a flexible 'push-pull' cable rather then
pulling by the
actuator/s from inside the fuselage, as was the case in Fig. 34b.
Figs. 35a-c illustrate additional alternative means for enabling the external
airflow to penetrate the walls of the forward duct and the internal airflow to
exit through
the walls of the aft ducted fan of the vehicles described in Figs. 1-21 and
Figs. 30-31, while
in forward flight, for the purpose of minimizing the momentum drag of the
vehicle. As
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27
shown in Fig. 35a, the forward part of the forward duct has an upper section
3501, an
opening for incoming airflow 3502 and a lower ring 3506. Similarly, the aft
portion of the
aft duct has an upper section 3504, an opening for incoming airflow 3505 and a
lower ring
3506. Optional center supports 3509, 3510 are provided at the forward and aft
ducts
respectively for supporting the lower rings 3503 and 3506. Figs. 35b and 35c
show an
enlarged cross-section through the forward duct with an optional flow blocker
3507. Flow
blocker 3507 is preferably a rigid, curved barrier that slides up into the
upper lip when in
forward flight, and slides back down to block the flow when in hover.
Fig. 35c shows how the flow blocker 3507 is mechanically lowered, such as by
actuators or other means not shown, to engage ring 3506 or other similar means
on lower
ring to block the external airflow, and preserve the straight cylindrical
shape of the ducts
down to the duct exits, while the vehicle is in slow flight or hover. A
similar arrangement
can be applied to the aft end of the aft duct. It is appreciated that flow
blocker 3507 can
either be one piece for each duct, or divided into two segments, such as where
the option of
adding vertical supports 3509 and 3510 is used.
While the invention has been described with respect to several preferred
embodiments, it will be appreciated that these are set forth merely for
purposes of example,
and that many other variations, modifications and applications of the
invention will be
apparent.
