JP2009513435A - Roof and floor flow - Google Patents

Abstract

A vehicle having a payload cabin floor and roof geometry that improves its aerodynamic and airflow characteristics, along with other features of the vehicle, with or without additional blisters.
[Solution]
A duct airflow transport means comprising a long axis, a machine body including a first cockpit on one side with respect to the long axis and a central part in the vicinity of a lower part of the first cockpit, The first airflow duct including a first main air mover that causes an airflow to flow through the first airflow duct, and the second airflow that includes a second main air mover that is attached to the airframe and allows a surrounding airflow to flow through the second airflow duct. A duct, whereby the upper and lower surfaces of the central portion have an aerodynamic shape that enhances the aerodynamic lift generation of the central portion and reduces the airflow resistance present in the first airflow duct.
[Selection] Figure 51

Description

  The present invention relates to vehicles, and more particularly to a vertical take-off and landing (VTOL) vehicle having improved aerodynamic characteristics having a payload chamber.

The VTOL vehicle relies on direct downward thrust from the propeller or rotor to obtain the lift necessary to maintain the vehicle in the air.
Many different types of VTOL vehicles have been proposed in which the weight of a vehicle that is stationary in the air is supported by a rotor or propeller having an axis of rotation perpendicular to the ground.
One well known vehicle of this type is a conventional helicopter that includes one large rotor on the vehicle body.
Other types of transport are installed inside exposed (eg, ductless fans) or cylindrical cavities, side plates, ducts or other types of nacelles (eg, ducted fans), where air flow is within the ducts. Rely on the numerous propellers that arise.
Some of the VTOL vehicles (eg V-22) have a rotation axis that is sufficiently rotatable (up to 90 degrees) with respect to the vehicle body, and these vehicles usually have the propeller shaft on the ground during vertical takeoff and landing. Be perpendicular to it and then tilt the propeller shaft forward for normal flight.
Another type of vehicle uses a propeller with a substantially horizontal axis, but includes an aerodynamic deflector installed behind the propeller and deflecting all or part of the flow downwards to generate direct upward lift .

A number of VTOL vehicles have been proposed so far, in which two or four propellers (ie, ducted fans), usually mounted in a duct, are arranged in front of and behind the main payload of the vehicle.
One typical example is the Piasecki VZ-8 'Flying Jeep', which has two large ducts and the pilots are located on both sides of the vehicle between the two ducts.
Similar configurations are used in the Chrysler VZ6 and CityHawk flight vehicles.
Bensen 'Flying Bench' uses the same configuration.
Curtis Wright VZ-7 and Moller Skycar use four propulsion units instead of two, each of the payloads with invariant characteristics, two at the center of the pilot and the vehicle, near the center of gravity of the vehicle Installed on the side (front and rear).

  It is an object of the present invention to provide a vehicle whose payload cabin floor and roof geometry, along with other features of the vehicle, with or without additional blisters, improve its aerodynamic and airflow characteristics.

According to the invention, the part is provided with means of transportation, which means comprises:
A fuselage having a longitudinal axis and an intersecting axis and at least one lift generating propeller are carried by the fuselage on both sides of the intersecting axis, and a pilot compartment is formed in the fuselage between the lift generating propellers and substantially in the longitudinal axis. And a pair of payload bays are formed between the lift-generating propeller and on the airframe opposite the pilot compartment.

According to further features in preferred embodiments of the invention described below, each of the payload bays opens and closes between an open position that allows access to the payload bay and a closed position that covers the payload bay. Has a cover.
In the preferred embodiment below, each cover of the payload bay is mounted at the bottom of the respective payload bay so that it can pivot on the aircraft along an axis parallel to the longitudinal axis of the aircraft. Then, when the cover rotates to the open position, it also serves as a support to support that payload or part thereof in each payload bay.

  Various embodiments of the invention are described below, where the lift propeller is a fan with or without a duct. The aircraft then carries a pair of lift generating propellers on the vertical stabilizer at the rear end of the aircraft or the horizontal stabilizer at the rear end of the aircraft on both sides of the crossing axis.

Some preferred embodiments also describe that the airframe carries a pair of pusher propellers at the rear end of the airframe and opposite the longitudinal axis.
In the described embodiment, the fuselage carries two engines, each driving one of a lift generating propeller and a pusher propeller, which are mechanically coupled by a common transmission.
In one described preferred embodiment, the two engines are located in the engine room of the pylon formed in the airframe on the opposite side of its longitudinal axis.
In other described embodiments, the two engines are arranged in a common engine compartment below the pilot compartment, aligned with the longitudinal axis of the fuselage.

In one preferred embodiment disclosed herein, the vehicle is a vertical take-off and landing (VTOL) vehicle, each of which can be moved between a storage and hold position and a deployed position where lift is enhanced. It includes a pair of auxiliary wings that are mounted so as to be pivotable at one lower part.
In another embodiment disclosed herein, the vehicle includes a soft skirt under the fuselage so that it can be used or modified as a hovercraft that is movable on the ground and water.
The vehicle in a further embodiment disclosed herein includes large wheels that can be mounted at the rear end of the fuselage to retrofit the vehicle as an all-terrain vehicle (ATV).

As will be described later in more detail, the transportation means having the above-mentioned features is relatively simple because it functions conveniently as a basic structure that performs different functions in addition to the function as a normal VTOL transportation means. And it has an inexpensive structure.
Therefore, the above features make it possible to configure the transportation means as a weapon platform, and as a convenient transportation means for many types of duties such as personnel transportation, weapons and / or cargo, evacuation of victims, etc. Even when changing from one job to another, the basic configuration of this mode of transport does not require major changes.

  According to further features of the preferred embodiments described later in the present invention, one of the modified vehicle arrangements is disclosed, wherein the vehicle is of relatively small size and the cockpit is centered on the vehicle The pilot's cockpit is placed on one side of this vehicle so that there is not enough room for it to be placed in, thus creating a large payload bay in the remainder between the two lift generating propellers Yes.

  According to still further features in the preferred embodiments of the present invention the vehicle does not have any form of pilot space, is capable of unattended operation, and is steered remotely from an electronic computer on the board or from the ground. .

According to further features of the exemplary embodiments described herein, a duct airflow transport means having a major axis and a first cockpit and the first cockpit on one side with respect to the major axis A fuselage including a central part in the vicinity of the lower part of
The first airflow duct including a first main air mover that is attached to the airframe and causes the surrounding airflow to flow through the first airflow duct; and the second main air that is attached to the airframe and allows the airflow around the airflow to flow through the second airflow duct. And a second airflow duct including a mover, wherein the upper and lower surfaces of the central portion (a) enhance the aerodynamic lift generation of the central portion, and (b) reduce the airflow resistance existing in the first airflow duct. It has such an aerodynamic shape.

Further features and advantages of the present invention will become apparent from the detailed description.
The unique features in these descriptions are applicable to any type of single or multiple ducted fan and VTOL vehicle.

The drawings and the following description are provided solely for the purpose of facilitating understanding of the various embodiments, including primarily conceptual aspects of the invention and what is presently considered to be the preferred embodiment. Should be understood.
For the sake of clarity and brevity, no detail is intended to enable those skilled in the art to understand and practice the described invention using routine techniques and designs.
It should also be understood that the described embodiments are given by way of example only and that the present invention may be embodied in other forms and applications than those described herein.

  As indicated above, the present invention provides a novel structure of transportation means that improves the aerodynamic and air flow characteristics of the means of transportation by the roof and floor shape of the payload chamber or additional blisters and other features of the means of transportation. I will provide a.

The basic structure of such a transport means is shown in FIG. 1, which is generally designated by the reference numeral 10 in the figure.
It includes a fuselage 11 having a vertical axis LA and a horizontal axis TA.
Further, the transport means 10 includes two lift generating propellers 12 a and 12 b held at both ends along the longitudinal axis LA of the airframe 11 on both sides of the horizontal axis TA of the airframe 11.
The lift generating propellers 12a and 12b are fan propulsion devices with ducts extending vertically from the airframe, and can rotate about a vertical axis, thereby propelling air downward and generating upward lift.

The transport means 10 further includes a cockpit 13 formed at a position substantially coincident with the longitudinal axis LA and the transverse axis TA of the airframe between the lift generating propellers 12a and 12b of the airframe 11.
The cockpit 13 may be sized to accommodate one or two (or more) pilots, for example as shown in FIG. 6a.

The transportation means 10 shown in FIG. 1 further includes a pair of payload chambers 14a and 14b formed in the middle of the lift generating propellers 12a and 12b on the opposite side of the cockpit 13 in the lateral direction of the fuselage.
The payload chambers 14a, 14b shown in FIG. 1 are substantially coplanar with the fuselage 11, and will be described in more detail below with respect to FIGS.
Also particularly for the tasks and missions that are configured as shown in FIG. 1 (and subsequent figures) and that can be achieved by means of transport with a payload chamber corresponding in particular to 14a, 14b in FIG. 8a to 8d are described below.

The transportation means 10 shown in FIG. 1 further includes a front landing gear 15a and a rear landing gear 15b provided at opposite ends of the airframe 11.
In FIG. 1, the landing gear is fixed, but can be retractable as in the embodiment described later.
Aerodynamic stability surfaces, such as those shown as vertical stabilizers 16a and 16b, held on both sides of the longitudinal axis LA at the rear end of the aircraft 11 are also provided as required.

FIG. 2 shows another transportation means according to the present invention.
In the transport means of FIG. 2, generally designated by the reference numeral 20, a pair of lift generating propellers are provided on both sides of the horizontal axis of the airframe 21.
Thus, as shown in FIG. 2, the transportation means includes a pair of lift generating propellers 22a and 22b at the front end of the fuselage 22 and a pair of lift generation propellers 22c and 22d at the rear end of the fuselage.
The lift generating propellers 22a to 22d shown in FIG.
However, instead of being formed inside the airframe 21, the fan propulsion device is mounted on the mounting structures 21a-21d and protrudes in the lateral direction of the airframe.

The transportation means 20 shown in FIG. 2 further includes a cockpit 23 in the middle of each of the two pairs of lift generating propellers 22a, 22b and 22c, 22d.
Similar to the cockpit 13 of FIG. 1, the position of the cockpit 23 of FIG. 2 also substantially coincides with the vertical axis LA and the horizontal axis TA of the airframe 21.

The transportation means 20 shown in FIG. 2 further includes a pair of payload chambers 24a and 24b formed in the middle of the two pairs of lift generating propellers 22a to 22d on the side of the cockpit 23 of the fuselage 21.
However, in FIG. 2, the payload chamber is not formed integrally with the airframe as in FIG. 1, but rather is attached to the main body so as to protrude in the lateral direction opposite to the main body.
Thus, the payload chamber 24a is substantially aligned with the lift generating propellers 22a and 22c on the same side of the aircraft, and the payload chamber 24b is approximately aligned with the lift generating propellers 22b and 22d on the same side of the aircraft.

The transport means 20 shown in FIG. 2 includes similar forward landing gear 25a and rear landing gear 25b, and only one vertical stabilizer 26 at the rear end of the aircraft that is aligned with the longitudinal axis of the aircraft.
However, the transport means 20 shown in FIG. 2 can include a pair of vertical stabilizers as shown in FIG. 1 as 16a and 16b, or can be configured without such aerodynamic stability surfaces. Will be understood.

FIG. 3 shows a vehicle 30 that similarly includes an airframe 31 having a front mounting structure 31a for mounting a front lift generating propeller 32a and a rear mounting structure 31b for mounting a rear lift generating propeller 32b. .
Both propellers are ductless, ie independent propellers.
The airframe 31 is formed in the center of the propellers together with the cockpit 33, and two warehouse rooms 34a and 34b are held on both sides of the cockpit.

  The transportation means 30 shown in FIG. 3 also includes a front landing gear 35a and a rear landing gear 35b, but for the sake of simplicity, aerodynamic stability surfaces corresponding to the vertical stabilizers 16a and 16b in FIG. 1 are included. Absent.

4 is similar to FIG. 2 and is generally designated by reference numeral 40, but with a pair of ductless propellers 42a, 42b at the front end of the fuselage and a pair of ducts at the rear end of the fuselage. The transportation means 40 including the airframe 41 to which the propellers 42c and 42d are respectively attached by the attachment structures 41a to 41d is shown.
The transport means 40 further includes a vertical cockpit 43 at the center of the vehicle body, warehouse rooms 44a and 44b at the side of the cockpit, a front landing gear 45a, a rear landing gear 35b, and a vertical stability at the rear edge of the airframe that is aligned with the longitudinal axis of the airframe 41. A plate 46 is included.

In FIG. 5, a body 51 generally designated by reference numeral 50 and having a pair of lift generating propellers 52a and 52b attached to the front end of the body and another pair of propellers 52c and 52d attached to the rear end of the body. The transportation means 50 containing is shown.
Each pair of lift generating propellers 52a, 52b and 52c, 52d is surrounded by a common oval duct 52e, 52f at each end of the fuselage.

  5 further includes a cockpit 53 at the center of the vehicle body 51, warehouse rooms 54a and 54b at the side of the cockpit 53, a front landing gear 55a, a rear landing gear 55b, and a vertical stabilizer 56a at the rear end of the fuselage 51. , 56b.

Figures 6a, 6b and 6c are side, top and rear views, respectively, of another vehicle constructed in accordance with the present invention.
The transport means shown in FIGS. 6a to 6c and designated by reference numeral 60 in the drawings further includes a fuselage 61 having lift generating propellers 62a and 62b attached to the front end and the rear end, respectively.
The latter propeller is preferably a ducted fan similar to FIG.

  The transport means 60 further includes a cockpit 63 at the center of the vehicle body 61, warehouse rooms 64a and 64b at the side of the fuselage and the cockpit, a front landing gear 65a, a rear landing gear 65b, and a stabilizing plate. A horizontal stabilizer 66 extending across the rear end is included.

The transport means 60 shown in FIGS. 6a to 6c further includes a pair of pusher propellers 67a and 67b at both ends of the horizontal stabilizing plate 66 at the rear end of the airframe 61.
As specifically shown in FIG. 6 c, a pair of pylons 61 a and 61 b for attaching two pusher propellers 67 a and 67 b together with the horizontal stabilizer 66 are formed at the rear end of the body 61.

The two pusher propellers 67a and 67b are preferably variable pitch propellers so that the airframe can obtain a higher horizontal speed.
The horizontal stabilizer 66 is used to reduce the pitching moment produced by the ducted fans 62a, 62b, thereby allowing the vehicle to remain level during high speed flight.

Each pusher propeller 67a, 67b is driven by an engine housed in each pylon 61a, 61b.
The two engines are preferably turboshaft engines.
Each pylon is formed so as to have air inlets 68a and 68b at the front end and an air outlet (not shown) at the rear end.

FIG. 7 schematically shows a drive unit for driving the two ducted fans 62a and 62b and the pusher propellers 67a and 67b in the transport means 60.
The drive device generally designated by reference numeral 70 includes two engines 71a and 71b that are respectively housed in one of the two pylons 61a and 61b.
Each engine 71a, 71b is connected to a thrust propeller 67a, 67b by overrunning clutches 72a, 72b, respectively, and the other side is connected to two ducted fans 62a, 62b at both ends of the fuselage. Are connected to gear boxes 73a and 73b.
Thus, as shown in FIG. 7, the latter reduction gear is connected to the rear gear box 75b for driving the fan 62b with the rear duct and the front gear box 75a for driving the fan 62b with the front duct. Additional gearboxes 74a, 74b are included.

In FIG. 8, the example of the external appearance which the transportation means 60 can take is shown illustratively.
In the illustration of FIG. 8, parts of the vehicle corresponding to those described above in FIGS. 6a-6c are identified by the same reference numbers for ease of understanding.
However, FIG. 8 shows a number of additional features that such a means of transport can provide.

For example, as shown in FIG. 8, the front end of the fuselage 61 may be provided with a stabilized sight indicated by 81 and FLIR (forward monitoring infrared), and a gun indicated by 82 at the front end of each payload chamber. .
Further, each payload chamber may include a cover 83 that can be placed in an open position where the payload chamber can be accessed and a closed position that covers the payload chamber relative to the airframe 61.

In FIG. 8, the cover 83 of each payload chamber is rotatably attached to the airframe along an axis 84 parallel to the longitudinal axis of the vehicle body 61 at the bottom of the payload chamber.
The cover 83 is flush with the outer surface of the airframe 61 in the closed state.
When the cover 83 is rotated to its open position, it serves as a support material that supports the payload or a part thereof in each payload chamber.

The latter feature is more specifically illustrated by FIGS. 8a-8d, which show the various mission possibilities of the vehicle that are enabled by the pivotable cover 83, especially for the two payload chambers.
For example, FIG. 8a shows the payload chamber used to load or carry guns or ammunition 85a, FIG. 8b shows the use of the payload chamber for transporting personnel or soldiers 85b, and FIG. 8c transports the load 85c. Figure 8d shows the use of a payload chamber for evacuating an injured person 85d.
Many other missions or mission possibilities will be apparent.

FIGS. 9a and 9b are a side view and a top view, respectively, of another means of transportation, generally designated by the reference numeral 90, with some structural changes from the means of transportation 60 described above.
Accordingly, the transport means 90 shown in FIGS. 9a and 9b also includes a fuselage 91, a pair of ducted fan-type lift generating propellers 92a and 92b at both ends of the fuselage, a cockpit 93 at the center of the fuselage, and a pair of sides of the cockpit 93. It includes payload chambers 94a and 94b.
The transportation means 90 further includes a front landing gear 95a, a rear landing gear 95b, a horizontal stabilizer 96, and a pair of pusher propellers 97a and 97b at the rear end of the airframe 91.

In FIG. 10, the drive device of the transport means 90 is shown schematically.
As shown in FIG. 10, the transportation means 90 also includes two engines 101 a and 101 b that drive the two ducted fans 92 a and 92 b and the two pusher propellers 97 a and 97 b, respectively.
However, in the transportation means 60, two engines are installed in separate engine compartments in the two pylons 61a and 61b, whereas in the transportation means 90 shown in FIGS. 9a and 9b, under the cockpit 93. Both engines are incorporated in a common engine compartment, indicated schematically by reference numeral 100 in FIG. 9a.
The two engines 101a and 101b (FIG. 10) may be turboshaft engines as in FIG.
For this reason, air inlet openings 98 a and 98 b are formed in front of the cockpit 93 at the center of the airframe 91, and air outlet openings 99 a and 99 b are formed in the rear of the cockpit 93.

As shown in FIG. 10, two engines 101a and 101b drive a pair of hydraulic pumps 103a and 103b via overrunning clutches 102a and 102b, and then the hydraulic pumps drive the two pusher propellers 97a and 97b. 104a and 104b are driven.
The two engines 101a and 101b are further connected to a drive shaft 105 that drives the drive devices 106a and 106b of the two ducted fans 92a and 92b, respectively.

FIGS. 11a-11d show another means of transportation, generally designated by reference numeral 110, which means basically means of transportation 60 with respect to FIGS. 6a-6c, 7, 8 and 8a-8d described above. The elements are basically the same, and corresponding elements are identified by the same reference numbers for easy understanding.
However, the vehicle 110 shown in FIGS. 11a-11d is generally designated by the reference numbers 111a and 111b and increases the retracted position shown in FIGS. 11a and 11b or the lift generated by the ducted fans 62a and 62b, respectively. For this purpose, two short wings are mounted under one of the payload chambers 64a, 64b so as to be rotatable relative to the fuselage 61 in the extended deployed position shown in FIGS. 11c and 11d.
Each short blade 111a, 111b is operated by an actuator 112a, 112b driven by a hydraulic or electric motor (not shown).
Thus, in the low speed flight, the short wings 111a and 111b are rotated to the accommodation position as shown in FIGS. 11a and 11b, but in the high speed flight, as shown in FIGS. Rotating to increase the lift generated by the ducted fans 61a, 61b. As a result, the wings of the ducted fan have a low pitch that produces only a portion of the total lift.

The front and rear landing gears shown at 115a and 115b can also be rotated to the stowed position to allow high speed flight as shown in FIGS. 11c and 11d.
In such a case, the front end of the airframe 61 is preferably expanded to accommodate when the landing gear is in the retracted position.
The transport means 110 shown in FIGS. 11a-11d may also include auxiliary wings for roll control as shown in 116a, 116b (FIG. 11d).

FIG. 12 shows how a vehicle, such as the vehicle 60 shown in FIGS. 6a-6d, can be modified to a hovercraft moving on the ground or water.
The vehicle shown in FIG. 12 and generally designated by reference numeral 120 is basically the same structure as described above with respect to FIGS. 6a-6d, so that corresponding parts are identified by the same reference numerals. The
However, in the transportation means 120 shown in FIG. 12, the landing gear wheels (65a, 65b, FIG. 6a to 6d) are removed, folded, or housed, and a skirt 121 is used around the lower end of the vehicle body 61 instead.
The ducted fans 62a, 62b can be operated at low power to generate enough pressure to float the vehicle as a hovercraft vehicle on the ground or on the water.
By changing the pitch of each propeller individually as needed, variable pitch pusher propellers 67a and 67b provide forward or reverse movement in addition to steering control.

The means of transportation constructed according to the present invention can also be used for movement on the ground.
The front and rear wheels of the landing gear can be driven by an electric or hydraulic motor included in the vehicle.

FIG. 13 shows how such a means of transport can be used as an ATV (All Terrain Universal Vehicle).
The vehicle shown in FIG. 13 and generally designated by reference numeral 130 is basically the same structure as the vehicle 60 shown in FIGS. 6a to 6d described above, and corresponding elements are the same for ease of understanding. Identified by the reference number.
However, in the transportation means 130 shown in FIG. 13, the rear wheels of the transportation means are replaced with two (or four) larger wheels, and the total number of wheels per transportation means is four (or six).
As noted above, as shown in FIG. 13, the front landing gear front wheels (eg, 65a, FIG. 6c) are left intact and the rear wheels have two Replaced with a larger wheel 135a (or an additional pair of wheels, not shown).

When the vehicle is used as an ATV as shown in FIG. 13, the front wheels 65a or the rear wheels are steered while the pusher propellers 67a and 67b and the main lift fans 62a and 62b are turned off. It is still possible to connect a drive source for takeoff.
The same applies to the hovercraft version shown in FIG.

  The present invention allows such a wide range of VTOL functions and many missions and missions to be performed, with relatively structural changes that require minimal changes to switch from one mission or mission to another. It will be appreciated that a simple versatile vehicle is provided.

FIGS. 14a-14e schematically show alternative transportation arrangements in which the transportation means is relatively small and the pilot's cockpit is provided on one side of the transportation means.
Various payload possibilities are shown.

FIG. 14a shows a basic form of transport without a special payload.
The overall design of the vehicle and the arrangement of parts is described in FIG. 8 except that one space of the payload chamber created by the configuration of FIG. 8 is occupied by the pilot's cockpit in the arrangement of FIG. Similar to that of “larger” means of transport.
The cockpit arrangement of FIG. 14a frees up the area occupied by the cockpit in the arrangement of FIG. 8 as an alternative payload area, increasing the total volume available for the payload on the opposite side of the cockpit.
It can be seen that the mechanical arrangement of the engine, drive shaft and gearbox of the vehicle of FIG. 14 can be described with reference to FIG.

FIG. 14b shows how the basic vehicle of FIG. 14a can be used to evacuate a patient.
A single payload chamber is optionally provided with a cover and side doors that can include a transparent portion to protect the crew and allow light to enter.
Depending on the situation, the patient may be slightly perpendicular to the longitudinal axis of the vehicle and depending on the circumstances so that the patient's feet can be moved completely into the vehicle, bypassing the pilot's seat, despite the small size of the vehicle. Lying on an angled stretcher.
Space for the attending physician is provided near the outer surface of the vehicle.

  FIG. 14c shows the vehicle of FIG. 14b with the cover and side doors closed for flight.

FIG. 14d shows how the basic means of transport of FIG. 14a can be used to perform various utility activities such as power line maintenance.
In the example of FIG. 14d, an operator seat facing outward and facing the power line is provided.
For illustration purposes, an operator is shown using a tool to attach a plastic sphere to a power line.
The removed sphere portion and additional equipment can be carried in the space behind the operator.
Similar applications include other utilities such as bridge inspection and maintenance, antenna replacement, window cleaning, and other applications.
One very important mission that can be carried out with the utility version of FIG. 14d is the high-rise, where the vehicle is stationary in reach and the operator helps the survivor climb on the platform. The rescue of survivors from the building.

  FIG. 14e shows how the basic vehicle of FIG. 14a can be used to transport personnel in a comfortable closed cabin cabin for commuting, observation, performing police officer duties, or other purposes. .

FIG. 15 is generally assembled according to the configuration of FIG. 14 but includes a lower, flexible skirt for converting the vehicle to a hovercraft for ground or water movement.
The transport means shown in FIG. 15 is similar to the application of FIG. 14e, but the skirt can be attached to any application shown in FIG.

FIGS. 14-15 show transport means with the cockpit on the left hand and the payload chamber on the right hand, but it will be appreciated that alternative arrangements, for example with the cockpit on the right hand and the payload chamber on the left hand, are possible.
Such alternative arrangements apply to all the descriptions shown in FIGS.

FIG. 16 shows four top views of the vehicle of FIGS. 14a-14e with several payload arrangements.
FIG. 16a is a basic vehicle with an empty platform on the right side of the vehicle.
FIG. 16b shows the arrangement when the right hand section is configured as an emergency module.
FIG. 16c shows a modification to carry up to two observers or passengers in the right hand section.
FIG. 16d includes two functional cockpits that are mainly needed for pilot education purposes.
It should be emphasized that if necessary, a similar arrangement can be configured with the cockpit on the right hand and the multipurpose payload chamber on the left hand.

FIG. 17 is a perspective front view of FIG. 16a showing various additional features and internal arrangement details of the vehicle.
The outer casing of the transport means is shown at 1701.
A forward ducted fan 1703 includes a single row of inlet vanes 1718 and a single row of outlet vanes 1717 for steering the vehicle in conjunction with rolling and horizontal side-to-side translation. have.
As an example, Detail A shows the five vanes closest to the right hand side of the vehicle.
Angles A5 to A1 are shown which gradually increase from a vane 5 mounted substantially vertically to an inclination of about 15 degrees, indicated as angle A1 in the figure.
By installing the first row of vanes in a progressively deflected manner, the chord line and the local stream line of the incoming flow are aligned.
This does not preclude all movement of these vanes deflecting in both directions around their basic mounting angle.
It should also be emphasized that a similar and anti-symmetric vane arrangement is used on the opposite side of the duct shown (left hand side of the vehicle).
Similarly, the vanes attached to the entrance to the rear duct are also tilted as necessary to match the local inflow angle at each lateral position along the duct, and the angle of each vane is averaged over the longitudinal span. It is preferred that
This unique vane configuration can vary its angle depending on the results of aerodynamic behavior and technical limitations.
This configuration can also be used in any row of any inlet vane or outlet vane attached to any single or multiple ducted fan vehicle.

A vehicle right-hand engine 1708 is shown mounted in its enclosure 1702 and below the air inlet 1709.
The engine 1708 is connected to an angled gearbox 1710, which is connected to the lower angled gearbox 1720 via a shaft (not shown).
From there, power is transmitted to the main gearbox 1721 which also supports the lift generating rotor 1716 via the horizontal axis.
A similar arrangement (not shown) for the left hand side engine can also be used.
The pilot compartment (pilot seat) 1706 has a transparent tip (hanging roof) that hinges the outer plate 1713 so that the pilot 1711 can enter and exit the pilot seat.
The pilot seat 1712 may be a normal seat or a rocket-deployed ejection seat that facilitates emergency exit from the cockpit through the overhanging roof if the need arises.
Pilot pilot 1714 is connected to the vehicle flight steering system.
The right-hand landing gear wheel 1719 of the transportation means shows a state of being stationary on the ground, and the right-hand landing gear wheel 1715 shows a state of being stored in the airframe depending on the situation in order to reduce resistance during high-speed flight.
The two pusher fans 1704, 1705 of the transport means are attached to the rear part, generally with the vanes / stabilizer plate 1707 above the fans connecting the fans.

FIG. 18 is a longitudinal section of the vehicle of FIG. 16b showing various additional features and internal arrangement details of the vehicle.
The outer plate 1801 covers the entire vehicle and transitions to the engine enclosure 1825.
A front duct 1802 and a rear duct 1803 are mounted inside the outer plate, and a front main lift propeller 1814 and a rear main lift propeller 1813 are mounted therein.
Ducts and propellers are statically tilted forward (typically 10 degrees from S but other values can be used) tilted forward relative to vertical in the vehicle to better accommodate incoming airflow at high speeds It is preferably arranged and rotated along the main axis of the vehicle.
The forward duct 1802 has a row of longitudinal vanes 1809 at its inlet and a row of longitudinal vanes 1810 at its outlet.

These vanes are mainly used to control the means of transport during roll and lateral side-to-side translation.
Similar longitudinally oriented vane sets 1811 and 1812 are attached to the inlet and outlet of the rear duct 1803.
Optionally, additional laterally attached vanes may be attached to the outlets of the front and rear ducts, as indicated at 1805 and 1804, respectively.
These vanes are mobile and are used to deflect the air exiting the duct, as shown schematically in 1815 for various flight configurations of the vehicle.
FIG. 18 is a cross section through the center of the vehicle, viewed from the right, but the cockpit and left hand side engine and pusher fan are left visible for reference.
The lower section of the central airframe portion of the vehicle 1808 serves as the main fuel tank.
The outer shape up to the front and rear surfaces of the main body is shaped to meet the geometric requirements of both ducts 1802 and 1803.
There is a notch 1806 on the lower side of the central fuselage to facilitate matching the direction of the outlet flow of the front duct 1802 with the overall air flow around the vehicle during high speed flight.
The upper portion 1807 of the central fuselage 1808 is appropriately curved to accelerate the air entering the rear duct 1803, thereby creating a low pressure region at the top of the fuselage, and some lift generation load on the main lift propellers 1813 and 1814. Reduce.
The upper part 1807 of the central fuselage can safely reach the ground in the event of an emergency, or the parachute / winged parachute can be easily attached even when continuing to fly forward with the pusher fan thrust.
While pilot 1818 is shown seated in seat 1831, the seat may be a regular seat or a rocket-deployed ejection seat that facilitates emergency escape from the cockpit through the overhanging roof if the need arises. .
Pilot pilot 1819 is connected to the vehicle flight pilot system.
As shown in FIG. 18, one of the two engines used in the vehicle is mounted inside the outer casing 1825 and below the air intake 1824 and is shown as 1826.
Angular gearbox 1823 transmits rotational power from engine 1826 to the lower gearbox via the shaft.
A lower gearbox (gearbox, shaft not shown) is then connected to the rear main lift propeller gearbox 1822 which also supports the propeller 1813.
The interconnecting shaft mechanism (not shown) further distributes power to the front gearbox 1823 which also supports the front main lift propeller.
FIG. 18 also shows a cross section of one of the pusher fans 1827 and a stabilizer plate 1828 mounted above and in the middle of the pusher fan.
It can also be seen that curve 1830 forms a smooth line break in engine enclosure 1825 and a deep notch forward boundary to enclosure 1825.
The notch is used to guide outside air to the pusher fan.
The general shape of curve 1830 can also be seen in any one of the top views of FIG.
The front end of the forward duct 1802 may include an optional forward-facing circumferential slot 1829 that generally spans a quarter circle forward of the duct 1802.
The slot faces the incoming flow in the high pressure (near stagnation point pressure) flow region.
Air entering the slot is generally accelerated by the shrinking geometric internal shape and is introduced through the second inner slot 1830 at a higher air velocity than the flow in the duct, generally in the tangential direction of the inner wall of the duct 1802.
The resulting low pressure zone created by the fast air flow from the slot into the duct affects the air flowing beyond the outer (upper) edge of the upper duct, causing the latter flow to adhere to the inner surface of the duct Provides suction and avoids flow separation at high speeds.
The second role by slots 1829 and 1830 is to allow some air to flow through duct 1802 through an additional opening, thereby reducing the amount of air entering the edges of the duct, and the overall front duct during high speed flight. Reduces vertical moments (which adversely affect the means of transportation).
It should be noted that slot 1829 may include a door to facilitate bypass air flow only when the flight speed is increased.
When such doors are used, they can be actuated from the outside by actuators or mechanisms, or instead self-actuating spring-loaded doors as needed, depending on the pressure distribution and the pressure difference inside and outside the duct .
Lander wheels 1821 and 1820 are shown in the landing gear extension position.
There is an option (not shown) to store all four landing gears in the fuselage casing 1801 to reduce resistance during high speed flight.

FIG. 19 is a sketch of an unmanned operation application of the transportation means.
What is evident in the picture is the outer casing 1901 of the vehicle, which lacks the pilot enclosure.
Also apparent is an inlet duct 1909 with a row of inlet vanes mounted vertically.
A right hand side engine enclosure 1903 is shown with an air inlet 1904 generally located near the top front of the engine enclosure 1903.
It can be seen that the left-hand side engine enclosure 1902 and the left-hand side engine air inlet 1905 are similarly arranged.
Two pusher fans 1906 and 1907 are shown with a stabilizer 1908 extending between the fans.
The installation of the sled fixed landing gear 1910 of the vehicle and the representative observation device 1911 shown in the picture is shown.

FIG. 20 is a further illustration of an optional unmanned vehicle having an engine arrangement slightly different from FIG.
Here, as in FIG. 19, the fuselage outer casing 2001 lacks a cockpit.
However, the vehicle engine is mounted in an area of the fuselage, indicated schematically as 2006.
Air is supplied to the engine from the air inlet 2005.
Similar to the stabilizer 2008, two pusher fans 2006 and 2007 are also used.
The front duct 2002 and the rear duct 2003 have vanes attached in the vertical direction.
2009 shows the installation of a typical observation device.
A sled-type fixed landing device of the transportation means is shown at 2010.

21 is a top view of the vehicle of FIG. 16b with extendable wings for high speed flight.
The right hand wing is shown as 2101 in its extended position and 2102 when it is placed under the fuselage.
An actuator 2103 is used to expand and contract the wing as needed.
As is apparent from the figure, the same applies to the left-hand wing.

22a and 22b show a VTOL vehicle for the purpose of carrying a payload beyond that possible with two ducted lift fans, where lift generating fans are arranged in a row and all coupled to a common chassis. It is a figure which shows the side surface and upper surface which show, respectively.
A chassis denoted by reference numeral 2001 contains a large number of ducts 2002 with ducts for generating lift.
To achieve high speed during cruising, the fan may be tilted slightly forward as shown in FIG. 22a.
The elongated cabin cabins 2003 and 2004 are preferably located on both sides of the ducted fan to accommodate passengers or other loads.
The pilot 2005 may sit in one of the cabins, for example the cockpit 2006 at the front end of the left cabin 2004.
The engine 2012 is located at the rear of the cabin and has an air intake 2013.
Two variable pitch pusher fans 2014 surrounded by side plates are attached to the back of the cabin.
Stabilizer plate 2015 is mounted between the pusher fans and assists in the downward trimming moment during forward flight.
Multiple inlet vanes 2007 for roll, yawing, and lateral force control are preferably mounted longitudinally in all ducts and complemented by similar vanes 2008 at the duct outlet.
Laterally mounted guide vanes 2009 may also be installed to reduce duct outlet flow friction loss and flow separation.
Side openings 2016 may optionally be provided to mix outside air with the incoming air from above and are produced in the cabin by the control effect of vanes installed at the inlet to these ducted fans and the increased thrust of the ducted fans. Mitigates possible impacts.
A variable pitch fan (rotor) 2010 is attached to each duct.
It is preferred that half of the fans (similar to the means of transport shown in FIG. 22 but as close to half as possible when having an odd number of ducted lift fans) rotate in the opposite direction of the other half.
A plurality of landing gears 2001 support the means of transportation on the ground and help to reduce impact during landing.
Some of the wheels used in the landing gear may be driven by power, and alternatively ground forward movement may be achieved by the use of a variable pitch pusher fan.

FIG. 23 shows an optional arrangement of a power distribution system that transmits power from, for example, each rear mounted engine shown in FIGS. 14-19 to two lift fans and two pusher fans.
As can be seen, two engines 2303 are preferably used to drive the two main lift rotors and the two pusher fans via a series of shafts and gearboxes.
The power take-off device (PTO) of each engine is connected via a short shaft 2315 to right-hand side and left-hand side rear transmissions indicated by 2302 and 2301, respectively.
From these transmissions, power is distributed to the rear rotor gearbox 2307 via two horizontal mounting shafts 2306 and also to the rear pusher propeller via an oblique shaft 2304.
The two main lift rotors are connected to their respective gearboxes via flanges 2308.
The shaft connecting the two main lift rotors to each other is divided into two parts indicated by reference numerals 2309 and 2312 which connect to the central gearbox 2310 via flexible joints.
This central gearbox is mainly responsible for connecting both shafts 2309 and 2312 parallel to the center of rotation without affecting the direction of rotation (ie, using an odd number of planar gears along its length). Fulfill.
At least one intermediate gear of the central gear box 2310 has an externally opened shaft indicated by reference numeral 2311, and the auxiliary machine has an opposite rotation direction (rotor not shown) on either side of the gear box 2310. Power can be used.
The rotor preferably rotates in the opposite direction to eliminate torque imbalance for the vehicle.

FIG. 24 shows transmission of power from two engines forming a centrally mounted engine or “twin pack” to two lift fans and two pusher fans such as the transportation means represented by FIGS. Fig. 2 shows an optional arrangement of a power distribution system for
As can be seen, the engine indicated by reference numeral 2401 is used to drive the two main lift rotors and the two pusher fans through a series of shafts and gearboxes.
Engine power take-off device (PTO) 2408 is connected to central transmission 2402 via a short shaft.
Power is transmitted directly from a co-axial extension designated as reference numeral 2409 to a forward lift fan gearbox designated as reference numeral 2410.
In addition to the two angled gearboxes indicated by reference number 2404 via two horizontally mounted shafts 2403, power is also distributed from the central transmission 2402 to the rear lift fan via the shaft indicated by reference number 2406. Is done.
Power is transmitted from the angled gearbox to the rear pusher propeller 2405 by two diagonal shafts 2405.
The central speed reducer 2402 may also have an additional shaft that is open to allow power for auxiliary equipment (rotor not shown).
The rotor preferably rotates in the opposite direction to eliminate torque imbalance for the vehicle.

FIG. 25a shows a schematic cross section and design details of an optional single duct unmanned vehicle.
The transport means includes a power plant indicated by reference numeral 2502, which may be another propulsion means, but may be based on turboshaft technology as shown in FIG. 25a.
A circumferential duct indicated by reference numeral 2501 surrounds a rotor (lift fan) indicated by 2504.
Duct 2501 can also serve to accommodate flight control and communication equipment in addition to the fuel in use.
The pumped fuel reservoir is indicated by reference numeral 2505.
A gear box indicated by reference numeral 2503 is used to reduce the rotational speed of the engine shaft so as to match the rotational speed required by the fan 2504.
Two-layer vanes (2506 and 2508) are used to control the vehicle during roll, pitch, yawing, lateral and longitudinal translation.
The vane layers are preferably oriented in a plurality of planes as described with reference to FIG. 25c.
A payload, typically a video camera, is contained in a transparent spherical section indicated by reference numeral 2512.

FIG. 25b shows an alternative lift fan arrangement that rotates the two rotors 2510 and 2511 in opposite directions to offset the torque effect that one fan, eg, 2504, exerts on the vehicle.
A slightly larger gearbox, indicated by reference numeral 2509, is used to rotate the two axes in opposite directions by concentric axes.

FIG. 25c shows a different arrangement of vanes at the duct inlet as viewed from the position generally indicated by “A” in FIG. 25a, but is also representative of a bottom (outlet) layer vane 2508. FIG.
Although many candidate examples are shown in FIG. 25c, many additional arrangements are possible.
A common principle in the in-plane vane arrangement of FIG. 25b, indicated by reference numerals 2513 to 2519, is that the vane if the arrangement is an inlet vane indicated by 2506 in FIG. 25a or an outlet vane indicated by 2508 in FIG. 25a. One half vane is typically at an angle (typically 90 to the other half) to create a combination of arbitrary force elements that result in a single equivalent force in any direction and magnitude in the plane. Degrees but other angles are possible).
Various vane arrangements are possible, such as the square pattern of FIG. 2516, the cross pattern of FIG. 2517, and the weave pattern of FIG. 2518.

FIG. 26 is an illustration of a ram, air, paraglider based emergency assistance system.
For emergency or other purposes such as long-distance flight, the ducted fan vehicle (manned or unmanned) indicated by reference number 2601 need not rely on the lift fan (2606), but instead reference number 2605. You can release a lift-generating ram / air "paraglider" as specified in the picture.
Optionally, the “paraglider” is designated by reference numeral 2607 and can be steered by use of a steering cable schematically shown.
If the pusher fan 2602 of the transportation means is operated, the transportation means can continue the horizontal flight to the destination.
Upon arrival at the destination, the vehicle will either remove the “paraglider” (2605) and continue to fly using its lift fan (2606) or use the “paraglider” (2605) still attached to the vehicle. You can choose landing.
Alternatively, if the pusher fan (2602) does not generate enough thrust, the "paraglider" (2605) preferably allows the glide ratio to be sufficiently extended relative to the spherical "standard" parachute to cause the vehicle to glide. And land.

In FIG. 27, additional air is supplied to a lift duct shielded from the side by a nacelle or aerodynamic surface, represented by the means of transport shown in FIGS. 1, 5, 6, 8, 9 and 11-22. An optional means is shown.
In FIG. 27, the fan with lift generating duct indicated by reference numeral 2703 is preferably partially shielded from the surrounding air by the nacelle 2702.
Comparison of the ducted fan (2703) with the air openings shown as reference numbers 2704 and 2705 allowing external air to flow in from the side (2707) through the channel (2706) and merge with the inflow from the top (2708) Create a flow state with little disturbance.
Appropriate openings 2704 and 2705 can minimize the effect of the nacelle on the effectiveness of the vane control and the thrust enhancement of the ducted fan.
The exit portions of openings 2704 and 2705 are preferably matched to and substantially coincide with the duct upper position of ducted fan 2703.

28a-28e are more detailed schematic top views of the position of the attending physician in the emergency room of the vehicle shown at 14b, 14c and 1Gb.
FIG. 28a schematically shows how the cabin is arranged relative to the vehicle.
FIG. 28 b shows the attending physician, indicated by reference numeral 2802, sitting forward and resting his arm on the table 2801.
FIG. 28c shows an intermediate position physician who can easily reach the patient's chest and abdomen as indicated by reference numeral 2803 lying on a stretcher / stretcher that is free to move along the rails on the table 2801 and can be fixed in any intermediate position. Show.
FIG. 28d shows the attending physician in an extremely rotated position (2805), which is necessary for the attending physician to remove unwanted items from the patient's respiratory tract, reaching from the back to the patient's head, and extremely “inside the cabin”. The patient stretcher moved to position is shown.
FIG. 28 e is a schematic view of a rotating seat 2806 used by the attending physician 2802.
Shown simultaneously schematically in FIG. 28e is a patient stretcher 2807 guided by four wheels and moving along a guide rail 2810, although a different number of wheels or rollers 2814 can be used.
When the attending physician faces forward, as in 2802 of FIG. 28b, for example, the patient is not riding, the seat 2806 of FIG.
When the stretcher is loaded, the stretcher is usually placed in the position shown pictorially in FIG. 28a and schematically as 2808 in FIG. 28e.
In this position, the attending physician 2802 can sit on the chair 2806 and rotate to the intermediate position 2813 to gain access to the patient's chest and abdomen.
The position of this chair corresponds to the position of the attending physician shown as a picture 2804 in FIG. 28c.
If the attending physician needs to reach from the back to the patient 2803's head, the stretcher 2807 is moved along the track 2810 and the attending physician, shown as reference numeral 2805 in FIG. 28c, sees the seat 2806 in FIG. Rotate to the leftmost position indicated by number 2812.

FIG. 29 is a side view showing optional additions to the cockpit area of the vehicle shown in FIGS.
The pilot designated by reference number 2901 is shown with an optional room for the occupant or passenger 2902 behind the pilot.
Also shown is the patient lying on the extreme “cabin inside” 2904 on the attending physician 2903 and cabin table 2905.
The cockpit floor shown as reference number 2906 may be sealed to separate the cockpit from the cabin.

FIGS. 30a-30d show alternative internal arrangements for various elements that are generally similar to those of FIG. 18, but include a cabin arrangement that can carry five passengers or combatants.
FIG. 30a is a top view schematically showing the position of each crew member.
FIG. 30b is a longitudinal sectional view showing the arrangement of passengers and equipment inside the transportation means, and FIGS. 30c and 30d are transverse sectional views of specific positions of the transportation means.
A representative passenger or combatant 3002 is shown in FIG. 30c.
The top of the cabin 3001 is raised from the top of FIG. 18 to accommodate passengers or combatants in the center of the vehicle.
FIG. 19 shows a single main transmission (3004) that is an alternative power transmission system to the power transmission system of FIG.
Power is transmitted from the engine 3003 to the main transmission 3004.
Power is transmitted to the rear pusher fan 3009 by one inclined shaft 3005, and power is transmitted to the rear lift rotor gearbox 3010 by a second horizontal shaft 3006 which is generally horizontal.
The shaft 3006 is housed in an airfoil housing 3008 that also supports the rear lift rotor gearbox 3010 mechanically.
The central fuselage second transmission 3007 is connected to each of the main lift rotor gearboxes 3010 and 3011 and houses the attachment of the auxiliary device.

  FIG. 31 shows a top view of a vehicle that is generally similar to the vehicle of FIGS. 30a-30d, but with the fuselage extended for nine passengers or combatants.

FIGS. 32a-32g show means for allowing an external air flow to penetrate the front side face 3201 of the forward ducted fan of the transport means described in FIGS. 1-21 and 30, 31 during forward flight.
One configuration used to obtain such airflow penetration is shown in FIG. 32b and generally at the front end of FIG. 32a.
A row of general vertical openings 3204 that allow air to flow through is shown with the rest of the duct structure including an upper edge 3202 and a lower ring 3205.
An airfoil vertical support 3203 serves to stabilize the structure and protect the fan in the duct.
The slot 3204 remains open at all times.
A second shape for obtaining such airflow penetration is shown in FIG. 32c, where the entire front wall of the front duct is cut away and generally two rectangular openings 3206 are obtained with an optional central support 3207. .
One additional option is shown in FIGS. 32d and 32e, which is an extension of the method of FIG. 32b, in which an externally driven rotary valve 3208 is mounted inside each slot 3204. FIG.
When the vehicle is stationary in the air, the valve closes the slot as shown in FIG. 32e.
If the vehicle is flying forward and air inflow into the duct is desired, the external drive valve 3208 rotates to the “open” position and the air flow 3209 is free to flow through the slot, as shown in FIG. 32d.
An alternative to the concept of FIGS. 32d and 32e is shown in FIGS. 32f and 32g, where a number of vertical supports 3203 are pivoted about a number of vertical axes 3210, taking the position shown in FIG. Each vertical support 3203 is attached to the upper edge 3202 and the lower ring 2305 by hinges that allow the air to be closed to the external air flow.

Figures 33a-33e show an alternative means for allowing the internal airflow to escape from the wall of the rear ducted fan of the vehicle described in Figures 1-21 and 30, 31 during forward flight.
One form for obtaining such an air outlet is shown in FIG. 33b and generally also at the rear end of the vehicle of FIG. 33a.
A row of general vertical openings 3304 that allow air to escape is shown, along with the rest of the duct structure including the upper edge 3302 and the lower ring 3305.
An airfoil vertical support 3303 serves to stabilize the structure and protect the fan in the duct.
The slot 3304 is preferably left open at all times.
A possible second option for obtaining such an air outlet is shown in FIG. 33c, where the entire rear wall of the rear duct is cut away, and generally two rectangular openings 3306 are optionally provided in the central support. With 3307.
One additional option is shown in FIGS. 33d and 33e, which is an extension of the method of FIG. 33b, in which an externally driven rotary valve 3308 is mounted inside each slot 3304. FIG.
When the vehicle is stationary in the air, the slot is closed by the valve as shown in FIG. 33e.
If the vehicle is flying forward and air outflow from the duct wall is desired, the external drive valve 3308 rotates to the “open” position as shown in FIG. 33d, allowing the air flow 3309 to flow freely through the slot.
An alternative to the concept of FIGS. 33d and 33e is shown in FIGS. 33f and 33g, where a number of vertical supports 3203 are rotated about a number of vertical axes 3210, taking the position shown in FIG. Each vertical support 3203 is attached to the upper edge 3202 and the lower ring 3305 by hinges that allow the airflow to be closed to the external air flow.

Figures 34a-34c show alternative means for directing the internal air flow out with a backward velocity component in order to minimize the momentum resistance of the vehicle during forward flight.
As can be seen, the lower front portion of the front duct 3401 is curved backward at an angle that gradually increases along the circular front duct wall, reaching a maximum angle in its central area.
The curvature from the vertical changes everywhere in the duct, for example, when stationary in the air, tilts 30-45 degrees back from the vertical at the center and gradually decreases to the side of the duct.
Similarly, the lower front part 3402 of the central fuselage, the lower rear part 3403 of the central fuselage, and the lower rear part 3404 of the rear duct are bent backward, and the flow flowing out of the duct during forward flight of the vehicle is caused by the flow flowing in. Align well.
The geometric reconstruction of the duct outlet described above may be fixed (ie, incorporated into the duct shape) as in FIG. 34a, or may be variable in shape, such as the flexible duct lower portion shown in FIG. 34b.
Various methods for obtaining the shape change for the lower duct portion described above can be used.
In one option of FIG. 34b, a flexible or segmented lower portion 3406 is attached to the upper duct fixture 3405.
An outer sleeve 3408 of a flexible push-pull cable 3407 is connected to a flexible or segmented lower portion 3406 and is shown as an actuator 3409 mounted inside the fuselage, or optionally as 3409 and 3410 optionally. Pulling cable 3407 with two actuators affects the duct shape as desired.
The lower rear part 3404 of the central fuselage is similar to the forward duct lower front part 3401 described above, but is pulled by an actuator inside the fuselage as in FIG. 34b to move the lower part of the rear duct backward. It is moved backwards in different ways, including pushing the push-pull cable without any flexibility.

FIGS. 35a-35c include a rear duct for allowing external air to pass through the wall surface of the front duct of the transport means of FIGS. Fig. 5 shows an additional alternative for allowing internal air flow to escape through the wall of the fan.
As shown in FIG. 35 a, the front portion of the front duct has an upper portion 3501, an air inlet opening 3502, and a lower ring 3506.
Similarly, the rear portion of the rear duct has an upper portion 3504, an inlet airflow opening 3505, and a lower ring 3506.
Optional central supports 3509, 3510 are provided in the front and rear ducts, respectively, to support the lower rings 3503 and 3506.
In Figures 35b and 35c, an enlarged cross section of the front duct is shown with an optional flow blocker 3507.
The flow blocker 3507 is preferably a rigid curved barrier that slides into the upper edge during forward flight and slides down to prevent flow when stationary in the air.

FIG. 35c shows how the flow blocker 3507 is lowered by a hidden actuator or other means to engage with the ring 3506 on the lower ring or other similar means when the vehicle is flying at low speed or in the air. Shows whether to block the air flow and keep the duct straight cylinder shape to the duct outlet.
A similar arrangement can be applied to the rear end of the rear duct.
The flow blocker 3507 may be single for each duct or split into two parts, for example with the option of adding vertical supports 3509 and 3510.

36-41 is a VTOL aircraft having a ducted fan lift generating unit 3601 in the front and a second similar lift generating unit 3602 in the rear.
Further, the vehicle is characterized by two ducted fan propulsors 3603 and 3604 located at the rear, a horizontal stabilizer 3605 that provides pitch stability to the vehicle, and a movable flap that generates additional lift due to flap deflection. Also features 3606.
Stabilizer plate 3605 may also optionally be mounted on the shaft as a unit around the pivot axis shown as 3707.
As an alternative or addition to the movable flap and pivot stabilizer, other flow control aerodynamic means such as air suction or blowout, piezoelectric material, or other actuators or fluid control devices may be included.
The transportation means of FIGS. 36 to 41, for example, is characterized by a compartment such as a cabin 3608 that occupies the central part of the transportation means, is below the cockpit seat 3609, and is substantially next to the cockpit seat 3609.
The longitudinal section indicated by AA is drawn on FIG. 36 and shown in FIG. 42 (however, the landing gear is omitted).

FIG. 39 shows the longitudinal cross section AA of FIG. A central cabin 3608 showing the cabin height h is illustrated, providing sufficient space and head clearance for the vehicle occupant.
The outer upper and lower boundaries of the cabin 3608, indicated at 3615 and 3616, respectively, are functionally configured and feature a relatively flat surface that provides a substantially constant cabin height and is approximately in line with the longitudinal axis of the vehicle. In order to reduce drag, both the ceiling 3615 and floor 3616 of the cabin are preferably substantially parallel to the air flow during flight.

FIG. 40 shows the air flow around the cabin 3608 during forward cruise.
Air flow far from the vehicle, illustrated diagrammatically as 3617 streamlines, is not disturbed by the vehicle, but closer streamlines are affected by the shape of the vehicle and the action of the front and rear lift fans.
They include air that flows into the front duct 3610, shown schematically at 3618, and air that flows over the cabin 3608, shown schematically at 3619, and into the rear duct 3611.
The stagnation point shown schematically at 3620 is always present, and all air below the streamline end of this stagnation point flows into the forward lift duct 3610, and all air above this streamline end of the stagnation point is the roof of the cabin. Part of which continues to flow backward, and part of it flows into the rear lifting duct 3611.
It should be noted that due to a sudden change in the profile of the vehicle at the outlet of the flow from the front duct, the flow cannot swirl and remain stuck to the bottom of the cabin.
Instead, in the range indicated by 3621, the flow continues to move downward and aligns with the free flow that flows back only after a distance from the vehicle.
This separation of the flow from the bottom of the cabin 3608 results in considerable resistance and increased momentum resistance throughout the vehicle during forward cruise.
The flow pattern shown in FIG. 40 is not limited to the central portion AA, but generally spreads in the width direction of the transport means cabin, and a two-dimensional flow that does not overflow in the lateral direction of the transport means is formed.
This is mainly caused by the suction effect of the lift fan, and the rear fan is the main contributing factor.
The second contributing factor for the absence of overflow from the central portion is the elevated side overhang roof or cockpit 3609, 3622 shown in FIGS.
However, it is emphasized that the two-dimensional flow without lateral overflow is also mainstream in transportation means that do not have a raised side overhanging roof or ceiling shape, such as the transportation means shown in FIGS.
Furthermore, although the flow of FIG. 40 is shown sticking without separation even in the rear of the cabin, in high-speed cruising, without the action of a rear fan that creates a suction force that sticks the flow to the surface of the vehicle Impossible.

FIG. 41 shows the effect that streamlines flowing over the cabin roof have on local air pressure adjacent to the outer surface of the vehicle.
Shown at 4101 and 4102 are two typical low pressure areas, formed by acceleration of air flow over the forward curved end of the cabin 3608 and re-acceleration of air as it passes near the rear curved end of the cabin.
Since the cabin roof is almost flat, no significant change in air pressure is experienced directly above the cabin.
As a result of the generation of the low pressure zones 4101 and 4102, two accompanying suction forces are created, acting from the air shown schematically at 4103 and 4104 on the outer surface of the vehicle and the net effect of some additional aerodynamic lift. Bring.

FIG. 42 shows a Navier-Stokes analysis result of the pressure coefficient distribution for a flat upper surface indicated by 4201 similar to the top of the central portion of the vehicle of FIG.
As can be seen, a low negative pressure peak with an absolute value of 4202 is formed at the front edge of the top surface, dropping to a moderate pressure on the flat surface, and the flow proceeds through the back curve of the roof to the lift fan. If it goes down, it will increase again and will become high attraction | suction Cp.
The slight turbulence of 4203 caused by local flow separation in the smooth Cp curve is noticeable, but immediately re-sticks to the surface of the vehicle before entering the rear lift fan.

FIG. 43 illustrates a change to a roof profile in which a convex surface shape or blister 4301 is added to a substantially flat roof shape 4303. (The roof shape 4302 has the same or almost the same shape as the roof 3615 of FIG. 39.)
The presence of the blister and the continuous convex surface obtained on the outer surface creates a new low pressure region, as shown schematically as 4303, with additional suction 4304 providing additional lift to the vehicle.
It should be noted that the low pressure zone 4303 and all accompanying forces are shown schematically to illustrate the mechanism by which additional lift is obtained simply by adding a blister 4301 over the roof of the cabin. .
Shown at 4401 in FIG. 44 are some characteristics regarding the shape of the blister 4301.
Since the radius is R and the maximum thickness occurs at approximately the middle point, a substantially constant upper circular arc with C≈1 / 2A has a maximum thickness B and a longitudinal dimension A with approximately B / A≈0.20 to 0.40. It is shown together with the value of R for determining the ratio of.

FIG. 45 shows the result of Navier-Stokes analysis of the pressure coefficient distribution on the curved upper surface indicated by 4501 similar to the top of the blister 4301 in FIG.
The original flat cabin roof is shown at 4502 for reference.
As can be seen, a low negative pressure indicated by the absolute value of 4503 begins to form at the front end of the top surface, but unlike the pressure distribution of FIG. 42, the pressure continues to increase to the high suction Cp, which is almost the highest of the blister. The maximum value is reached in the department.
Similar to FIG. 42, the slight disturbance of 4504 is also noticeable in the smooth Cp curve, which is larger than that of FIG. 42 and also caused by local flow separation, but again before entering the rear lift fan. Immediately re-attach to the surface of the vehicle.

In FIG. 46, shown here at 4601, it is not substantially symmetrical like the blister 4301 of FIG. 43, has an intentional forward slope, and the blister outer surface radius closer to the incoming air is smaller, As a result, the blister 4601's front-facing curvature is steep and steep, indicating a modification of the blister shape that is steeper than the curvature of the rear portion.
As a result, the acceleration of air on the front of blister 4601 is more rapid, acting on similar sized parts of the vehicle body, but the generated low pressure shown in 4602 is higher than on a standard flat roof. Has a lower pressure, thereby producing a stronger lift as shown at 4603, but unlike the symmetrical blister of FIG. 43, it produces a negative thrust component in the flight direction in addition to the lift component It also has this resultant force leaning forward.
The shape of the low-pressure zone and the magnitude and direction of the resulting force are only to illustrate the mechanism by which additional lift is obtained through the low-pressure field created by the presence of blisters on a nearly flat standard cabin roof It should be emphasized again that it is shown schematically.

Shown at 4701 in FIG. 47 are some characteristics regarding the shape of the blister 4601.
A lower radius of curvature R in the front section and a non-constant upper arc will occur within a distance range of approximately C≈0.2A-0.3A from the front end, and at the same time approximately B / A≈0.20-0. Shown with representative values for determining the desired ratio of maximum thickness to longitudinal dimension A in the range of 40.

FIG. 48 shows Navier-Stokes analysis results of the pressure coefficient distribution on the curved upper surface indicated by 4801 similar to the top of the blister 4601 in FIG.
The original flat cabin roof is shown at 4802 for reference.
As can be seen, a low negative pressure, indicated by an absolute value of 4803, begins to form at the front edge of the top surface, but rises steeply and reaches a maximum value at approximately the highest portion of the blister.
Similar to FIGS. 42 and 45, the slight disturbance of 4808 is also noticeable in the smooth Cp curve, again caused by local flow separation, but again on the surface of the vehicle before entering the rear lift fan. Stick again immediately.

In FIG. 49, a forward tilted blister similar to the blister shown at 4601 in FIG. 46 is shown as L1 acting on the roof through the blister, compared to the generally symmetrical blister shape shown at 4301 in FIG. It shows how it has the effect of moving the forward lift forward.
The center of gravity is shown at 4902, and the transportation means rotates around it as a free body.
The eccentricity shown as e1 occurs during
The result is a pitching moment that lifts the nose due to the blister's forward lift line arrangement, but it must be reduced to maintain the balance of the vehicle in pitching.
The additional lift shown as L2 can be easily generated by the horizontal stabilizer shown at 4904 and can be balanced with the pitching moment caused by L1 due to the lift and the eccentricity e2 of L2 with respect to the center of gravity 4902.
It is useful to note that if a counter, such as a forward-sloped blister 4601, that maintains the necessary balance of moments about the center of gravity, the horizontal stabilizer could not be used to generate lift. The net result is that the additional lift L2 now acts on the vehicle and further increases the cruising lift.

  In FIG. 50, when the forward-inclined blister shown as 4601 in FIG. 46 is made hollow and the roof of the cabin is changed to make the blister substantially as shown in 5001, the rear direction shown as 5002 is directed. The raised crew is raised relative to forward facing crew 5003 and the cabin floor is shown at 5004, creating additional benefits that can be reconstructed in the manner described in FIG. 51, shown at 5005 from the front duct exit. Shows how to provide smooth air outflow and reduce resistance during cruise of the vehicle and in particular momentum resistance.

In FIG. 51, the present invention is not limited to a crew member facing backwards, both the crew members shown in 5101 and 5102 may face forward, or may further sit in any intermediate position in the cabin. It shows that.
It should be emphasized that the crew described herein is for illustrative purposes only and can be replaced with the function or content of the cargo or other cabin or payload chamber.
Further illustrated in FIG. 51 is the reconstructed floor configuration common to FIGS.
As shown schematically in 5103, as soon as the inner surface of the front duct passes through the tip of the wing of the propeller, the outer boundary surface of the cabin begins to curve backward from the point marked 5104 and continues to the rear at a shallow angle, It joins at a point marked 5105, which is considerably rearward from the flat cabin bottom and the front end of the cabin.
It can be seen that the radius of curvature is small at the beginning near point 5104 (ie, a relatively sharp angle), and then a relatively flat (large radius of curvature) slope continues to point 5105.
Two purposes are achieved by making the cabin floor surface a bottom surface with a relatively flat angle rather than a constant arc.
(A) The relatively sharp contour curve near point 5104 facilitates early separation of the flow from the front bottom of the cabin when the vehicle is stationary in the air, thereby eliminating flow distortion or unnecessary airframe below the propeller Interaction does not occur.
(B) If the flow is stuck in forward flight, the relatively flat diagonal surface between points 5104 and 5105 causes the low pressure and negative lift that would have been generated if the profile had a nearly constant radius and Avoid increasing suction.

  The ratio L1 / L2 is in the range of approximately 0.30-0.60, and the oblique cabin floor line between the reconstructed points 5104 and 5105 is flat with only local bends to avoid sharp corners. It should also be noted that it is considerably longer than when it is provided on the cabin floor (ie L1 / L2 = 1).

FIG. 52 shows an alternative cabin shape in which the upper cabin roof at 5201 is still curved substantially in the shape of FIG. 46, but the bottom of the cabin area shown at 5202 is substantially planar.
Although not immediately suitable for accommodating the crew members of FIGS. 50 and 51, the flat-bottomed cabin shape is large enough for cargo or unmanned transportation, or the cabin shape is high enough to secure the crew's headroom It will still be available as a means of transport.
The shape of the flat-bottom cabin is schematically shown at 5301 in FIG. 53, and the ratio of t / c is approximately t / c≈0.30 to 0.50.
The main aerodynamic advantage of the flat bottom 5202 over the curved bottom surface shown at 5004 in FIG. 50 is the avoidance of downward suction and the good lift resistance ratio obtained during forward cruising.

FIG. 54 shows a further variation of the cabin floor shape, with the bottom surface being concave as shown at 5401.
The concave surface of the floor has the inconvenience of reducing the available cabin inner surface height and effective volume, but has the aerodynamic advantage of increasing the positive pressure on the cabin bottom, which is more than the flat bottom of FIG. It may further improve the lift resistance ratio.
The shape of the concave bottom cabin is shown at 5502 in FIG. 55, where t / c is the same as before, that is, within the range of t / c≈0.30 to 0.50, and the concave ratio s / c is approximately s / c. ≈0.05 to 0.15.

56 and 57, the transport of FIG. 57 showing the cabin-shaped transport means of FIGS. 56 and 52 showing the cabin-shaped transport means of FIG. The influence of the means on the shape of the streamline in the lift fan and the outlet is shown.
In FIG. 56, the reference numeral 5601 indicates a high attraction speed for flowing through the blades indicated by the rear fan 5602 shown schematically in 5603.
The same description can be applied to the front fan of the vehicle.
In FIG. 57, a smaller attraction speed, indicated at 5701, is flowing through the fan, but at high speeds additional lift, for example, schematically shown at 5702, is produced on the cabin roof, resulting in a corresponding increase in the weight of the vehicle. If the total lift required is the same, there is a need to reduce the fan's lift contribution—the reduction of the attraction speed through the fan blades.
Since the change in the attraction speed in FIGS. 56 and 57 is basically at a constant flight speed, the magnitude of the free flow speed shown in 5604 and 5703 from the air speed vector diagram remains constant. It can be seen that the vertical attraction components shown at 5605 and 5704, respectively, for the high and low attraction rates result in a resultant flow gradient assumed to be fairly shallow in FIG. 56 relative to FIG.
This flow behavior in the vicinity of the vehicle has the effect of reducing the momentum resistance component of the total resistance experienced when the vehicle moves through the air, and has the advantage of generating cruising lift on the cabin roof and stabilizer. And reduce some of the load performed by the fan that can be performed by the equipment shown in FIGS.
It should be noted that the advantages of the streamline shape and arrangement region described above can be applied to center shapes other than FIGS.

  While the invention has been described in terms of several preferred embodiments, it will be understood that it has been described by way of example only and that many other variations, modifications, and applications of the invention are possible. .

The present invention will now be described by way of example with reference to the accompanying drawings.
1 illustrates one form of a VTOL vehicle constructed in accordance with the present invention having two ducted fans. 6 illustrates another structure having four ducted fans. Fig. 2 illustrates a similar structure to Fig. 1 with a free propeller (i.e. a fan without a hug). Fig. 3 illustrates a structure similar to Fig. 2 with a free propeller. Illustrating a structure similar to that of FIG. 1, but instead of a single propeller, two propellers are arranged side by side in a single elliptical duct at each tip of the vehicle. FIG. 6 is a side view of another means of transportation constructed in accordance with the present invention, including a pusher propeller in addition to a lift generating propeller. FIG. 6 is a top view of another means of transportation constructed in accordance with the present invention, including a pusher propeller in addition to a lift generating propeller. FIG. 5 is a rear view of another means of transportation constructed in accordance with the present invention, including a pusher propeller in addition to a lift generating propeller. FIG. 6 shows a drive system in the vehicle disclosed in FIGS. Figure 6a schematically shows a transport means according to figures 6a-6c and 7; FIG. 9 exemplifies various tasks and missions that can be achieved by the means of transportation shown in FIG. 8. FIG. 9 exemplifies various tasks and missions that can be achieved by the means of transportation shown in FIG. 8. FIG. 9 exemplifies various tasks and missions that can be achieved by the means of transportation shown in FIG. 8. FIG. 9 exemplifies various tasks and missions that can be achieved by the means of transportation shown in FIG. 8. It is a side view and a top view, respectively, of another VTOL transport means according to the present invention. It is a side view and a top view, respectively, of another VTOL transport means according to the present invention. Fig. 9 schematically shows a drive device in the vehicle described in Figs. 9a and 9b. FIG. 12 is a side view of one of the VTOL transport means described in FIGS. 6a-11, but with a deployable short wing and shown in these views with the wing housed. FIG. 12 is a top view of one of the VTOL transport means described in FIGS. 6a-11, but with a deployable short wing and shown in these figures in a situation where the wing is housed. It is a figure corresponding to Drawing 11a, but showing a short wing of a position which was developed and extended. FIG. 12 is a view corresponding to FIG. 11 b but showing the short wing in a deployed and extended position. For example, FIG. 6a to 10 show whether the transportation means shown in FIGS. 6a to 10 is modified by adding a lower skirt to become a hovercraft moving on the ground or on the water. For example, FIG. 6a to 10 show whether the transportation means shown in FIGS. 6a to 10 is modified by adding a large wheel to change the transportation means to an ATV (all terrain vehicle). Fig. 4 schematically shows an alternative vehicle arrangement in which the vehicle is relatively small and the pilot's cockpit is provided on one side of the vehicle. It shows that various modifications can be made to the payload. Fig. 4 schematically shows an alternative vehicle arrangement in which the vehicle is relatively small and the pilot's cockpit is provided on one side of the vehicle. It shows that various modifications can be made to the payload. Fig. 4 schematically shows an alternative vehicle arrangement in which the vehicle is relatively small and the pilot's cockpit is provided on one side of the vehicle. It shows that various modifications can be made to the payload. Fig. 4 schematically shows an alternative vehicle arrangement in which the vehicle is relatively small and the pilot's cockpit is provided on one side of the vehicle. It shows that various modifications can be made to the payload. Fig. 4 schematically shows an alternative vehicle arrangement in which the vehicle is relatively small and the pilot's cockpit is provided on one side of the vehicle. It shows that various modifications can be made to the payload. Although assembled generally according to the configuration of FIGS. 14a-14e, illustrates a lower skirt for converting a vehicle to a hovercraft for ground or water movement. It is a top view regarding various payload arrangement | positionings in the transport means of FIG. It is a top view regarding various payload arrangement | positionings in the transport means of FIG. It is a top view regarding various payload arrangement | positioning in the transport means of FIG. 14c. It is a top view regarding various payload arrangement | positioning in the transport means of FIG. FIG. 16b is a perspective front view of FIG. 16a showing various additional features and internal arrangement details of the vehicle. Fig. 16b is a longitudinal section of the vehicle of Fig. 16b showing various additional features and details of the internal arrangement of the vehicle. FIG. 19 is a sketch of a vehicle for unmanned operation similar to the vehicle described in FIGS. 16-18, but different in that there is no pilot compartment. FIG. 20 is a further illustration of an optional unmanned vehicle having an engine arrangement slightly different from FIG. 19. 16b is a top view of the vehicle of FIG. 16b with extendable wings for high speed flight. It is a figure which shows the side surface and upper surface which show the VTOL transport means for increasing payload capacity | capacitance with a some lift fan, respectively. It is a figure which shows the side surface and upper surface which show the VTOL transport means for increasing payload capacity | capacitance with a some lift fan, respectively. FIG. 20 is a schematic view showing a power distribution system used in the vehicle shown in FIGS. FIG. 21 is a schematic diagram showing a power distribution system used in the transportation means shown in FIG. 20. Figure 2 shows a schematic cross section and design details of an optional single duct unmanned vehicle. Figure 2 shows a schematic cross section and design details of an optional single duct unmanned vehicle. Figure 2 shows a schematic cross section and design details of an optional single duct unmanned vehicle. An illustration of a ram / air / paraglider based emergency assistance system. Fig. 4 illustrates a selective means of supplying additional air to a lift duct shielded from its sides by nacelles. It is a more detailed illustration top view of the position of the attending physician in the emergency room of the transport means shown in 14b, 14c and 1Gb. It is a more detailed illustration top view of the position of the attending physician in the emergency room of the transport means shown in 14b, 14c and 1Gb. It is a more detailed illustration top view of the position of the attending physician in the emergency room of the transport means shown in 14b, 14c and 1Gb. It is a more detailed illustration top view of the position of the attending physician in the emergency room of the transport means shown in 14b, 14c and 1Gb. It is a more detailed illustration top view of the position of the attending physician in the emergency room of the transport means shown in 14b, 14c and 1Gb. FIG. 19 is a side view of optional additions to the cockpit area of the vehicle shown in FIGS. FIG. 19 shows alternative internal arrangements for various elements that are generally similar to those of FIG. 18 but include a cabin arrangement that can carry five passengers or combatants. FIG. 19 shows alternative internal arrangements for various elements that are generally similar to those of FIG. 18 but include a cabin arrangement that can carry five passengers or combatants. FIG. 19 shows alternative internal arrangements for various elements that are generally similar to those of FIG. 18 but include a cabin arrangement that can carry five passengers or combatants. FIG. 19 shows alternative internal arrangements for various elements that are generally similar to those of FIG. 18 but include a cabin arrangement that can carry five passengers or combatants. 30a shows a top view of a vehicle that is generally similar to the vehicle of FIGS. 30a-30d, but with the fuselage extended for nine passengers or combatants. In order to reduce the momentum resistance of the vehicle during forward flight, a means for allowing an external air flow to penetrate the wall of the front ducted fan of the vehicle described in FIGS. 1-21 and FIGS. In order to reduce the momentum resistance of the vehicle during forward flight, a means for allowing an external air flow to penetrate the wall of the front ducted fan of the vehicle described in FIGS. 1-21 and FIGS. In order to reduce the momentum resistance of the vehicle during forward flight, a means for allowing an external air flow to penetrate the wall of the front ducted fan of the vehicle described in FIGS. 1-21 and FIGS. In order to reduce the momentum resistance of the vehicle during forward flight, a means for allowing an external air flow to penetrate the wall of the front ducted fan of the vehicle described in FIGS. 1-21 and FIGS. In order to reduce the momentum resistance of the vehicle during forward flight, a means for allowing an external air flow to penetrate the wall of the front ducted fan of the vehicle described in FIGS. 1-21 and FIGS. FIG. 32 shows an alternative means for letting the internal air flow out of the wall of the rear ducted fan of the vehicle according to FIGS. 1-21 and FIGS. 30 and 31 in order to reduce the momentum resistance of the vehicle during forward flight. FIG. 32 shows an alternative means for letting the internal air flow out of the wall of the rear ducted fan of the vehicle according to FIGS. 1-21 and FIGS. 30 and 31 in order to reduce the momentum resistance of the vehicle during forward flight. FIG. 32 shows an alternative means for letting the internal air flow out of the wall of the rear ducted fan of the vehicle according to FIGS. 1-21 and FIGS. 30 and 31 in order to reduce the momentum resistance of the vehicle during forward flight. FIG. 32 shows an alternative means for letting the internal air flow out of the wall of the rear ducted fan of the vehicle according to FIGS. 1-21 and FIGS. 30 and 31 in order to reduce the momentum resistance of the vehicle during forward flight. FIG. 32 shows an alternative means for letting the internal air flow out of the wall of the rear ducted fan of the vehicle according to FIGS. 1-21 and FIGS. 30 and 31 in order to reduce the momentum resistance of the vehicle during forward flight. In order to minimize the momentum resistance of the vehicle during forward flight, an alternative means for directing the internal air flow to exit with a backward velocity component is shown. For the purpose of minimizing the momentum resistance of the vehicle during forward flight, external air is passed through the wall surface of the front duct of the vehicle of FIGS. 1 to 21 and FIGS. Additional selection means for exiting are shown. For the purpose of minimizing the momentum resistance of the vehicle during forward flight, external air is passed through the wall surface of the front duct of the vehicle of FIGS. 1 to 21 and FIGS. Additional selection means for exiting are shown. For the purpose of minimizing the momentum resistance of the vehicle during forward flight, external air is passed through the wall surface of the front duct of the vehicle of FIGS. 1 to 21 and FIGS. Additional selection means for exiting are shown. It is a side elevation showing one form of 2 duct VTOL air transportation means constituted based on the present invention. FIG. 37 is a front view of the transportation means shown in FIG. 36. FIG. 37 is a front elevation view of the vehicle shown in FIG. 36. FIG. 39 is a longitudinal cross-sectional view taken along line 39-39 of FIG. 38. The two-dimensional airflow pattern which flows around the cross-section outer side boundary surface of the transport means shown in FIG. 39 is shown. FIG. 37 shows whether a suction force is generated on the upper surface of the central portion of the transportation means shown in FIG. 36. FIG. 37 shows a typical pressure coefficient distribution on a top surface similar to the central portion of the vehicle of FIG. It shows how an external aerodynamic blister produces additional suction and provides additional lift to the vehicle at high speeds. FIG. 44 illustrates an exemplary dimensional shape relationship for the blister shown in FIG. FIG. 37 illustrates a typical pressure coefficient distribution on a blister attached to the top surface of the central portion of the vehicle of FIG. It shows how the resulting attraction on the blister is adjusted to obtain high lift and low resistance by forming a prominent front end with the blister. FIG. 44 illustrates an exemplary dimensional shape relationship for the blister shown in FIG. FIG. 47 illustrates a typical pressure coefficient on a blister similar to that shown in FIG. 46 when attached to the top surface of the central portion of the vehicle shown in FIG. Figure 8 illustrates how it is possible to combine additional useful lift from the horizontal stabilizer of the vehicle by moving the lift vector obtained by the blunted blister. FIG. 47 illustrates an application in which the interior cabin roof is raised to coincide with the outer edge of the blister described in FIG. 46, while allowing deformation of the cabin to improve the flow under the vehicle. FIG. 50 shows a modified example of the cabin arrangement shown in FIG. 50, in which the dimensional shape when the cabin floor is deformed is additionally clarified, and the two crew members are both facing the front. 36 shows an application example in which the entire center portion of the transportation means shown in FIG. 36 is formed into a wing shape having a substantially flat bottom. FIG. 53 illustrates an exemplary dimensional shape relationship for the blister shown in FIG. 52. 36 shows an application example in which the entire center portion of the transportation means shown in FIG. 36 is formed into a wing shape having a substantially convex bottom. FIG. 57 illustrates an exemplary dimensional shape relationship of the blister described in FIG. Effect of the magnitude of the speed induced by the lift fan on the natural flow speed in the form of streamline flow around the central part including inside and outside of the lift fan of the vehicle described in FIGS. 40 and 52 Is illustrated. Effect of the magnitude of the speed induced by the lift fan on the natural flow speed in the form of streamline flow around the central part including inside and outside of the lift fan of the vehicle described in FIGS. 40 and 52 Is illustrated.

Claims (18)

A duct air current transport means,
An airframe having a long axis and including a first cockpit on one side with respect to the long axis and a central portion in the vicinity of a lower portion of the first cockpit;
The first airflow duct including a first main air mover that is attached to the airframe and causes the surrounding airflow to flow through the first airflow duct; and the second main air that is attached to the airframe and causes the airflow around the airflow to flow through the second airflow duct The second airflow duct including a mover,
The upper and lower surfaces of the central portion have an aerodynamic shape that (a) enhances the aerodynamic lift generation of the central portion and (b) reduces the airflow resistance existing in the first airflow duct. Duct airflow transportation means.   2. The duct airflow transportation means according to claim 1, wherein the upper surface outside the central portion has a convex shape, and the outer lower surface has a concave shape.   There is a second cockpit on the opposite side of the long axis, and the first and second cockpits are lifted by passing air over the upper surface of the central portion between the first and second cockpits. The duct air current transport means according to claim 1, wherein the duct air current transport means is generated.   The duct air current transport means according to claim 3, wherein the upper surface of the central portion forms a convex shape to generate a low pressure aerodynamic lift.   5. The duct airflow transportation means according to claim 4, wherein the convex shape defines an arc having a substantially continuous radius.   The said convex surface shape is asymmetrical, the front bay local part is prescribed | regulated by the 1st radius, and the rear bay local part is prescribed | regulated by the 2nd radius different from the said 1st radius, The said Claim 5 characterized by the above-mentioned. Duct air current transportation means.   The duct airflow transportation means according to claim 4, wherein the central portion of the airframe includes a cabin payload area, the convex shape is hollow, and forms at least a roof portion of the cabin.   8. The duct airflow transport means according to any one of claims 5 to 7, wherein the outer lower surface is substantially flat.   5. The duct airflow according to claim 4, wherein at least a part of the outer lower surface is substantially flat and is inclined upward in the direction of the front side of the plurality of airflow ducts. Means of transport.   The duct airflow transportation means according to claim 4, wherein the outer lower surface is a convex surface, and the central portion has a wing-like cross-sectional shape, thereby increasing a positive pressure at a lower portion of the airframe.   2. The duct air current transport means according to claim 1, wherein the first air current duct is located on a front side of the first cockpit, and the second air current duct is arranged on a rear side of the first cockpit.   12. The duct airflow transport means according to claim 11, wherein the first and second airflow ducts are aligned with the major axis.   The duct shafts of the first and second airflow ducts are substantially parallel to each other and tilt forward to generate a force component in the tilt direction. The duct air current transportation means described in any one of thru | or 12.   A plurality of control vanes are disposed in and across the inlets of the airflow ducts on the front and rear sides, at least some of the control vanes having a span substantially along the major axis The duct air current transport means according to claim 1, further comprising a width axis.   15. The duct airflow transportation means according to claim 14, wherein at least some of the plurality of control vanes are also arranged so as to cross a part of an exhaust port of the airflow duct. .   The duct airflow according to claim 14, wherein the control vane has a blade cross-sectional shape with a leading edge disposed in a direction of a main intake air flow through the first and second davit airflows. Means of transport.   At least some of the vane-shaped control vanes have a chord line that approximately matches the expected duct airflow vector direction at different positions in the direction of the vane spanwise axis so that the chord line varies along the spanwise axis. 17. The duct air current transport means according to claim 16, wherein the duct air current transport means is directed. The chord line of the control vane is directed at a stepped angle as a function of the position of the control vane in the first and second airflow ducts. The duct air current transportation means described.

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