• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SU1838180A3
    申请号:SU904743795
    申请日:1990-04-19
    公开日:1993-08-30
    发明作者:Bukher Frants
    申请人:Ckи Диck, Xoлдиhг Ca；
    IPC主号:
    专利说明:

    The invention relates to aircraft, in particular to aircraft with a pair of rotors rotating in opposite directions to create a, removable and driving forces. The goal is to improve j performance. The aircraft comprises a housing 1. in which a pair of rotors and 3. is located. The housing is disk-shaped. The annular outer part 4 of the housing is formed by the outer shell 5 with air intakes. Each of the rotors 2 and 3 has an internal drive ring and a guide, between which the rotor blades 2 and 3 extend. With the drive rings of both rotors, the common drive 8 is engaged. In the housing below the plane of the rotors 2 and in sectors are arranged in the form blinds tangentially passing adjustable lamellas 15. In the center of the aircraft, in the center of gravity zone, there is a cockpit 6, radially formed by the central hole of the twelve-cylindrical cylindrical bearing part 7. 7 zpp-10, 10 ill.
    1838180 AZ
    The invention relates to aircraft, in particular to aircraft with a pair of rotors in the opposite direction of the rotors to create lifting and driving forces,
    The aim of the invention is to improve flight performance.
    Figure 1 shows a view of a radial section of an aircraft in accordance with the first embodiment; figure 2 is a partial view in accordance with figure 1 on an enlarged scale; on fig.Z - the same plan; figure 4 is the same, bottom view; in Fig.5 a detailed image of the lamellas, as well as the rotor and its mount; Fig.6 is a view of a radial section of a second exemplary embodiment of an aircraft in accordance with the invention with a turbojet drive; Fig.7 is a top view of the aircraft in accordance with Fig.6 with a partially lowered cover; Fig. 8 is a schematic view of a third embodiment of an aircraft with modified air ducts; figure 9 is the shape of the lamellas for the sectors of the driving force in the open state, 'figure 10 is the shape of the lamellas for the sectors of the driving force in the closed state.
    The aircraft contains a housing 1, in which a pair of rotors 2 and 3 are located, rotating in opposite directions. The housing is made disk-shaped. The annular outer part 4 of the casing is formed by the outer shell 5 with air intakes, which, for example, can be made in the form of cellular lattices located in sectors. In the center of the aircraft, in the center of gravity zone, there is a cabin 6, radially formed by the central hole of the twelve-cylindrical cylindrical bearing part
    7. In the lower part of the cab there is a drive unit common to both screws 8. The cab has access from above and a place 9 for two people.
    On the annular outer part 4 there are fixed guides 10 along which the outer rollers 11 move, which are located outside on the rotor blades 2 and 3. The guides 10, as well as the working surfaces of the support rollers 11 are equipped with noise-absorbing elastomeric material, for example, resistant rubber, such as for example neoprene. Guiding 10 rotor blades can be discarded if the latter are made sufficiently rigid so that their deflection under load remains within the tolerances specified by the design.
    Support rollers 12 are provided on the supporting part 7, on which rotors 2 and 3 are mounted with their internal drive rings 13. In order to absorb axial forces, these rollers 12 are mounted obliquely relative to the plane of the rotors. Preferably, the drive rings 13 can directly form parts of the support itself. Drive rings 13 are engaged with gear wheels 14.
    In the housing 1 below the plane of the rotors 2 and 3 in the sectors are arranged in the form of blinds, tangentially passing adjustable lamellas 15. In the presented example, the sectors have an angle of 30 °, so that a total of 12 such sectors are obtained. Servo drives are placed in the sectors 16. The carrier part 7 is connected to the annular outer part 4 of the housing 1 by means of power beams 17 of a triangular profile.
    In the presented design, it is possible to distinguish sectors that are intended only to create lift in recording mode and sectors that can be additionally controlled to create a driving force. The first group includes sectors a, b. d, e, g, h, k, I. The lamellas 15 in these sectors with the help of rods 18, 19 can be moved by peers coaxially relative to the jet from the rotor.
    The rods 18, 19 with the aim of moving the lamellas are respectively connected to the servo drive 16 of each sector. The said coaxial installation by laris contributes to the fact that the mentioned sectors of the first group do not create components of the driving force, and in each position they create only a certain lifting force. In order to control the position of the aircraft relative to the horizontal plane in the hovering mode, the lamellas 15 of individual sectors can open more or less, so that the lifting force in the corresponding sector increases or decreases. So, for example, roll, i.e. the inclination around the longitudinal axis 20 (Fig. 4) is carried out by appropriate control of the sector groups b, d and h, K. The pitch movement in the hover mode, i.e. the inclination around the transverse axis is carried out by controlling the sector groups a, I and d, e,
    In general, the lifting force, which causes the vertical raising or lowering of the aircraft, is created by the collective opening or closing of the said groups of lamellas.
    To create rotation around the vertical axis in the hovering mode, special lamellar groups 21 are provided in sectors C. The lamellas of which pass in the radial direction.
    tako / 23.
    and I now OCHI Arrows 22 indicate selectively set driving forces in the respective sectors. The neutral position of the slats (i.e., the position in the absence of a control signal) in these sectors in the hover mode is the open position, from which they deviate in accordance with the desired movements of the aircraft.
    To stabilize the planning field, stabilizers located in the outer outer part 4 can be extended. In the outer part 4, in addition, fuel tanks, folding chassis 24 can be located, as well as, if necessary, marching units 25, for example, two turbojet engines, the output ports are accordingly provided h flap 26 for deflecting the jet in the vertical direction in hovering mode. At the same time, the thrust created by the marching units 25 can only make up a small part of the starting weight, equal to about 11) kgf, since in the hovering mode the hoisting vultures are created mainly by the carrying rotations 2, 3. In the horizontal flight mode, turbojet engines take on the creation of a significant part of the horizontal traction. Instead, an airscrew can also be installed on top of the outer part 4, which, for horizontal flight mode, can be coupled to a 3s drive unit.
    Management is as follows. For control, in principle, it is necessary to distinguish between hovering mode and horizontal flight. In the hovering mode, the lifting force, as well as the horizontal thrust, are created by the main rotors, while during the planning flight a significant part of the lifting force is taken over by the correspondingly shaped body 1, the outer part 4, and the marching units 25 also take part of the horizontal thrust. from. these two different flight situations are also controlled in a different way, as has already been emphasized.
    In general, for both types of flight, six control capabilities were obtained, respectively, which in this example of execution can be influenced by two controls. To this end, the controls are connected to an electronic control unit, which, in accordance with the control program, drives the corresponding servo drives of 16 lamella sectors. Switching between the hover mode and horizontal flight is carried out automatically depending on the horizontal flight speed 5, as soon as the speed of the incoming flow on the hull profile will provide the corresponding lifting force. The operating principle of the controls is not affected by this, so that the control for both modes can be activated in the same way. The stability of the direction and horizontal position of the aircraft with idle controls 15 is supported in a known manner by automatically controlling the lamellas depending on the position sensors on which the signals of the controls are superimposed. The first of the two controls in the form of a control knob affects horizontal movements in the hover mode, while the second control, also in the form of a control knob, controls the tilts around the horizontal and lateral axes in the hover mode or in the horizontal flight mode.
    In particular, in the freezing mode, the following 30 control processes are thereby possible:
    raising and lowering as a result of the influence of the position of the lamellas in sectors a, b, d, e, g, h, k, I. In the zero position, the hovering mode is maintained, and with the help of position sensors, which are connected to the control circuit, by moving the lamellas horizontal position 40 is automatically supported, movement forward and backward by correspondingly deflecting the lamellar groups m and f from a vertical position using the first control, moving left or right by correspondingly deflecting the lamellar groups c and I from vert position using the first control element, rotation around the vertical axis by means of 50 correspondingly deflecting the lamellar groups 21 from their vertical position to create a torque around the vertical axis, using the second control element, tilting around the transverse axis by more or less closing the lamellar groups e and g or I and a using the second control, tilt around the longitudinal axis by more or less closing the lamellar groups h and k or b and d using the second control.
    The corresponding control processes are provided in the horizontal flight mode, and, however, the lamellas, as explained, occupy other positions. At the same time, control is carried out only with the help of the second governing body, while the first governing body is turned off. In the horizontal forward flight mode, in the described embodiment, all lamellas up to lamellae of sectors m and f, as well as lamella groups 21, are closed. They have a residual opening, as a result of which the jet from the rotor in these sectors deviates relative to the direction of flight down. Flight control on a curved path is carried out by changing the position of the lamellar groups 21. For tilting around the transverse axis in the horizontal flight mode, respectively, the lamellar groups m or f open more: which increases the lifting force in the corresponding zone.
    The profile of the lamellas in these sectors, in order to better deflect the jet from the rotor, can be bent so that the jet deviates by 70 °, as shown in Fig. 9 when the lamellas are open to the side and in Fig. 10 when the lamellas are closed. Thereby, losses due to jet deflection can be reduced.
    As follows from the above explanations, for the corresponding control processes, the same groups of 21 lamellas are used respectively in the hover mode and in the horizontal flight mode, the first time from the open ground position and the other time from the basically closed ground position. Moreover, the second control is provided for rotation around three axes, which contributes to the necessary control processes in the horizontal flight mode.
    The transition from the hover mode to the horizontal flight mode and vice versa is not carried out abruptly. Moreover, the lifting force due to the jet and from the rotor is gradually reduced to the same extent by closing Sectors b, c, d and h, I, k, as the dynamic lifting force increases as a result of an increase in speed and vice versa. Moreover, in particular, during the transition from the hovering mode to the horizontal flight mode of the lamella in sectors I and b. as well as e and g can be installed coaxially not in pairs, but coaxially to create the corresponding horizontal rods. Using these sectors is similar to freezing.
    so when switching to horizontal flight mode, you can influence the angle of inclination of the aircraft relative to the horizontal plane in the direction of flight.
    In a second embodiment of the aircraft in accordance with the invention of FIGS. 6 and 7, a turbine 27 is provided. It is located in the cockpit 6 between the seats, designed both to create the lifting force of the rotors and to create horizontal thrust. The turbine using a gearbox 28 (schematically) drives the rotors, as already described above. In addition, the exhaust turbine gases act as a jet engine, and with the help of the shields 29 of the jet can be deflected in the vertical and horizontal directions. An air suction port 30 is located on the underside of the cab. In the hovering mode, the flaps 29 deflect the turbine exhaust gases in a vertical direction and thereby contribute to the creation of lifting force (Fig.6). In the horizontal flight mode, the exhaust gas stream enters and exits mainly horizontally.
    A third exemplary embodiment of an aircraft in accordance with the invention with a modified arrangement of lamellas is shown in FIG. Moreover, sectors c and I, in addition to sectors m and f, are intended to create horizontal thrust by deflecting the jet from the rotor. The lamellas 31 in these sectors extend across the flight direction and preferably have a profile according to FIGS. 9 and 10, which reduces losses when the jet deviates from the rotor. Since using this arrangement in the horizontal flight mode, respectively, four sectors are uniformly distributed along the perimeter of the jet from the main rotor and are open, an even distribution of pressure is established in the main rotor housing. Otherwise, with regard to individual control processes, reference may be made to the above-described exemplary embodiments.
    The aircraft described in the manner described can be designed as an unmanned aerial vehicle or as a manned aircraft. This aircraft combines the advantages of a helicopter with the benefits of a rat-winged aircraft. In this case, in particular, the aircraft can perform all the maneuvers of the helicopter, without creating a danger of contact with the rotor and without causing the pendulum gear to move in a direction that is relative to the vertical axis, which is eliminated by means of a controllable air duct. Thereby flying ί the device, for example, when used for saving purposes, can fly up to objects with direct contact with them. In the horizontal _ flight mode, basically all tevras of a traditional aircraft can be performed. In particular ”, steering may be carried out> on the track. In the event of engine failure, the aircraft, due to the small high load of the bearing planes, can make an emergency landing from a small height in the planning flight mode. For the planning flight mode with spruce control on the hull, stabilizers 23 are provided.
    The described aircraft, not even its versatility, can be economically used for longer яния idle times, which is ensured by the high coefficient of operability CTi ΐ after switching to the planning horizontal flight mode. The control is very simple, since it corresponds to the natural reaction of a person and is done exclusively with the help of Rus, so, in particular, there is no need to operate the leg furnaces. In addition, due to the generally symmetrical design of the rotating non-bearing parts, the aircraft is structurally simple compared to a traditional aircraft, since individual sectors can be manufactured to a large extent unified.
    权利要求:
    Claims (8)
    [1]
    Claim
    1. Aircraft, containing two rotationally rotational rotors from the same drive in the opposite direction, located concentrically to the inside of the hull, having an external shape made in the form of an annular force creating an airfoil, the hull has controllable air ducts with lamels installed in the exit zone of the jet from rotors with the ability to change the mind of the installation, and a folding chassis, which is characterized by the fact that, in order to take into account the flight technical characteristics of the IR, the cabin is located in the center of the hull in the sleep of its center ACC, the drive is installed in the cabin compartment, the rotors are located on the outer side of the cabin to koltseSch | vg M) about the outer outer part in the zone of the air duct, divided into sectors by passing radially power beams connecting the body to the annular outer part, while the lamellas are installed on the power beams, the duct zone is divided into at least twelve sectors ^. B, c, d, e, f, g. h, I. k, I, m, each of which covers about 30 °. lamellas are installed in sectors (from a. b, d to hk I, t) with the possibility of pairwise rotation in the opposite direction, and at least in sectors located along the longitudinal axis (m. f) of the apparatus, and at least in some part sectors (I, c) located across the longitudinal axis. the lamellas are mounted perpendicular to the longitudinal axis of the aircraft with the possibility of deflection in one direction, and the aircraft is equipped with a dual-mode electronic control system for horizontal flight and hovering mode.
    [2]
    2. The device according to claim 1, characterized in that the control system provides servomotors for controlling the lamellas associated with the remote control manual control in the cockpit.
    [3]
    3. The apparatus according to claim 1, with the fact that the control system is equipped with sensors for determining the horizontal position of the apparatus and automatic control of the installation angle of the lamellas.
    [4]
    4. The apparatus according to claim 1, with the fact that each of the rotors is equipped with an internal drive ring that interacts with the housing by means of support rollers and is associated with the drive.
    [5]
    5. The apparatus according to claim 1, with the fact that the body is made in the form of a regular polygon, the corners of which the power beams are connected with the annular external part.
    [6]
    6. The apparatus according to claim 1, characterized in that the power beams have a triangular profile. ''
    [7]
    7. The apparatus according to claim 1, characterized in that it is equipped with at least one power drive for horizontal flight.
    [8]
    8. The apparatus ποπ.Ι, οτη, which means that the lamellas in the sectors serving for horizontal traction have a curved profile, while the lamellas of other sectors are made with rectilinear
    55 filme.
    Fig.Z
    FIG. 4 £ 1
    J7
    FIG. 70
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1838180A3|1993-08-30|Flying vehicle
    AU659787B2|1995-05-25|Aircraft with a ducted fan in a circular wing
    US6086016A|2000-07-11|Gyro stabilized triple mode aircraft
    US5178344A|1993-01-12|VTOL aircraft
    US3785592A|1974-01-15|Vtol aircraft
    US3489374A|1970-01-13|Air-ground vehicle
    US2807428A|1957-09-24|Aircraft with enclosed rotor
    US6402088B1|2002-06-11|Passenger vehicle employing a circumferentially disposed rotatable thrust assembly
    JP4603222B2|2010-12-22|Airplane and flight method
    US8622335B2|2014-01-07|Ducted fan VTOL vehicles
    US2876965A|1959-03-10|Circular wing aircraft with universally tiltable ducted power plant
    US4778128A|1988-10-18|Flying disc aircraft
    US6367736B1|2002-04-09|Convertiplane
    US4214720A|1980-07-29|Flying disc
    US7472862B2|2009-01-06|Rotating blade aircraft control system
    US5803199A|1998-09-08|Lift augmented ground effect platform
    EA014867B1|2011-02-28|Airborne vehicle
    WO2005019027A1|2005-03-03|Vertical lift aircraft having an enclosed rotary wing
    US5213284A|1993-05-25|Disc planform aircraft having vertical flight capability
    WO2004031876A1|2004-04-15|Flight control system for vtol aircraft
    US6082478A|2000-07-04|Lift augmented ground effect platform
    CN1424234A|2003-06-18|Cyclone jet aircraft
    US2726829A|1955-12-13|Circular wing aircraft
    KR101675250B1|2016-11-10|Variable pitch type drone
    US4674708A|1987-06-23|Amphibious discoidal aircraft
    同族专利:
    公开号 | 公开日
    CA2014774A1|1990-10-19|
    DE59005795D1|1994-06-30|
    AU5297590A|1990-10-25|
    AT106052T|1994-06-15|
    US5064143A|1991-11-12|
    EP0393410B1|1994-05-25|
    EP0393410A3|1991-07-03|
    EP0393410A2|1990-10-24|
    AU631857B2|1992-12-10|
    JPH0367799A|1991-03-22|
    BR9001816A|1991-06-11|
    ES2054133T3|1994-08-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    RU2572980C1|2014-08-12|2016-01-20|Виктор Андреевич Гапека|Turbodisc|
    RU179110U1|2017-06-07|2018-04-26|Азрет Рамазанович Аслануков|Winged Aircraft|
    RU2674534C1|2018-02-07|2018-12-11|Вячеслав Сергеевич Перфильев|Atmospheric disc-shaped aircraft|CA678700A|1964-01-28|Tomen Dan|Vertical and horizontal flight aircraft|
    CA676481A|1963-12-24|J. O. Wessels Wessel|Vertical-take-off and-landing aircraft|
    US2461435A|1945-04-19|1949-02-08|Charles A Neumann|Fluid propelled and controlled aircraft|
    US2777649A|1952-08-13|1957-01-15|Samuel B Williams|Fluid sustained aircraft|
    US2880945A|1955-11-17|1959-04-07|Joseph H Crane|Aircraft|
    US2863621A|1957-04-12|1958-12-09|John W Davis|Vertical and horizontal flight aircraft|
    FR1347733A|1962-10-30|1964-01-04|Aircraft|
    US3395876A|1966-05-05|1968-08-06|Jacob B. Green|Aircraft with housed counter rotating propellors|
    US3397852A|1966-08-30|1968-08-20|Katzen Sol|Aircraft|
    US3437290A|1967-04-24|1969-04-08|Francis A Norman|Vertical lift aircraft|
    US3599901A|1969-04-25|1971-08-17|Allan J Relkin|Vehicle adapted to land and air travel|
    AT304273B|1970-03-02|1972-12-27|Pichler Hubert|helicopter|
    AU4943172A|1972-01-03|1974-05-30|Rosta W N|Rotary wing aircraft|
    AU474805B2|1973-02-01|1974-08-01|vertical lift aircraft|
    AT357045B|1977-04-12|1980-06-10|Steinkellner Rudolf|DISC SHAPED MISSILE|
    CH672465A5|1986-12-11|1989-11-30|Franz Bucher|Helicopter with concentric contra-rotatory rotors - has adjustable slats for guidance of air entering apertures in upper surface of sectors of housing|BR9106696A|1990-07-25|1993-06-08|Sadleir Vtol Aircraft Co Pty L|FLUSHING UNIT FOR VTOL AIRCRAFT|
    US5240204A|1991-07-19|1993-08-31|Kunz Bernard P|Lift generating method and apparatus for aircraft|
    US5150857A|1991-08-13|1992-09-29|United Technologies Corporation|Shroud geometry for unmanned aerial vehicles|
    AT398298B|1991-12-19|1994-11-25|Almer Josef|Autogyro aircraft|
    CH685692A5|1992-01-29|1995-09-15|Sky Disc Holding Sa C O Norasi|Aircraft.|
    AU666211B2|1992-06-22|1996-02-01|United Technologies Corporation|Toroidal fuselage for unmanned aerial vehicle|
    US5351911A|1993-01-06|1994-10-04|Neumayr George A|Vertical takeoff and landingflying disc|
    DE4439073C1|1994-11-02|1996-05-15|Kunkel Klaus Dr Ing|Discus-shaped missile with a jet engine and a rocket engine arrangement|
    US5653404A|1995-04-17|1997-08-05|Ploshkin; Gennady|Disc-shaped submersible aircraft|
    US5730391A|1995-06-05|1998-03-24|Miller, Jr.; John A.|Universal fluid-dynamic body for aircraft and watercraft|
    US6308912B1|1997-10-21|2001-10-30|Natural Colour Kari Kirjavainen Oy|Rotorcraft|
    AT248745T|1998-12-11|2003-09-15|Moller Int Inc|STABILIZING DEVICE FOR A ROBOTIC OR REMOTE CONTROLLED FLYING PLATFORM|
    US6170778B1|1999-04-22|2001-01-09|Sikorsky Aircraft Corporation|Method of reducing a nose-up pitching moment on a ducted unmanned aerial vehicle|
    NO310402B1|2000-02-01|2001-07-02|Simicon As|Device for a horizontal and vertical flying aircraft|
    WO2001087707A1|2000-05-15|2001-11-22|Sunlase, Inc.|Aircraft and hybrid with magnetic airfoil suspension and drive|
    CN2437594Y|2000-05-17|2001-07-04|高恒伟|Annular-wing helicopter|
    IL138695A|2000-09-26|2004-08-31|Rafael Armament Dev Authority|Unmanned mobile device|
    US7275712B2|2002-05-28|2007-10-02|Urban Aeronautics, Ltd.|Ducted fan vehicles particularly useful as VTOL aircraft|
    US6464166B1|2001-05-29|2002-10-15|Romeo Yankee Ltd.|Ducted fan vehicles particularly useful as VTOL aircraft|
    AU2002309237A1|2001-06-04|2002-12-16|Romeo Yankee Ltd.|Vehicles particularly useful as vtol vehicles|
    US6575401B1|2001-08-07|2003-06-10|Howard J. Carver|Vertical-lift and horizontal flight aircraft|
    US20040094662A1|2002-01-07|2004-05-20|Sanders John K.|Vertical tale-off landing hovercraft|
    US20060144994A1|2002-08-30|2006-07-06|Peter Spirov|Homeostatic flying hovercraft|
    US6834829B2|2003-01-02|2004-12-28|Percy E. Dunagin, Jr.|Vertical lift aircraft having an enclosed rotary wing|
    US7059931B2|2003-05-27|2006-06-13|Veratech Aero-Rpv Corporation|Reduced visibility rotorcraft and method of controlling flight of reduced visibility rotorcraft|
    FI20031095A|2003-07-22|2005-01-23|Kari Johannes Kirjavainen|Air flow controlled flight and hovercraft|
    US7857253B2|2003-10-27|2010-12-28|Urban Aeronautics Ltd.|Ducted fan VTOL vehicles|
    WO2006072960A2|2005-01-10|2006-07-13|Urban Aeronautics Ltd.|Ducted fan vtol vehicles|
    US7946528B2|2005-04-15|2011-05-24|Urban Aeronautics, Ltd.|Flight control system especially suited for VTOL vehicles|
    US7717368B2|2005-06-07|2010-05-18|Urban Aeronautics Ltd.|Apparatus for generating horizontal forces in aerial vehicles and related method|
    US7559506B2|2005-09-14|2009-07-14|Kissel Jr Waldemar F|Integral powered wing aircraft|
    US8020804B2|2006-03-01|2011-09-20|Urban Aeronautics, Ltd.|Ground effect vanes arrangement|
    US8833692B2|2006-11-27|2014-09-16|Urban Aeronautics Ltd.|Wall effects on VTOL vehicles|
    EP2152576A2|2007-05-02|2010-02-17|Urban Aeronautics Ltd.|Control flows and forces in vtol vehicles|
    WO2010036419A2|2008-06-06|2010-04-01|Frontline Aerospace, Inc.|Vtol aerial vehicle|
    US20100051754A1|2008-08-27|2010-03-04|Davidson Robert M|Aircraft|
    WO2010026517A2|2008-09-02|2010-03-11|Urban Aeronautics Ltd.|Vtol vehicle with coaxially tilted or tiltable rotors|
    US8573937B2|2008-11-21|2013-11-05|Xzeres Corp.|System for providing dynamic pitch control in a wind turbine|
    US8876038B2|2010-10-05|2014-11-04|Urban Aeronautics Ltd.|Ducted fan for VTOL vehicles with system and method to reduce roll moments|
    JP6038819B2|2011-03-02|2016-12-07|ゲーム・チェンジャーズ・リミテッド・ライアビリティ・カンパニーＧａｍｅ Ｃｈａｎｇｅｒｓ， Ｌｌｃ|Vehicle movement control method, movement control device, non-transitory computer storage medium, and flight control system|
    CN102774497B|2012-08-16|2014-11-19|柴贵景|Driving device of double-helical panel saucer-shaped aircraft|
    US9011250B2|2012-10-05|2015-04-21|Qfo Labs, Inc.|Wireless communication system for game play with multiple remote-control flying craft|
    US10486835B2|2013-03-12|2019-11-26|William R. Crowe|Centrifugal force amplification method and system for generating vehicle lift|
    US10518595B2|2013-03-15|2019-12-31|Terrafugia, Inc.|Combined flying/driving vehicle with vertical takeoff and fixed-wing cruise capabilities|
    JP6357707B2|2013-07-01|2018-07-18|エンテコー ピーティーワイ リミテッドＥｎｔｅｃｈｏ Ｐｔｙ Ｌｔｄ|Aerodynamic lift device|
    IL231811A|2014-03-30|2017-08-31|Yefim Kereth|Asymmetric multirotor helicopter|
    RU2591103C2|2014-07-08|2016-07-10|Геворг Серёжаевич Нороян|Vertical take-off and landing aircraft|
    US9688396B2|2015-06-18|2017-06-27|Avery Aerospace Corporation|Ducted oblique-rotor VTOL vehicle|
    CN104925262A|2015-07-10|2015-09-23|徐际长|Electric flying saucer|
    US10071800B2|2015-10-23|2018-09-11|Jedidya L. Boros|Heavy Lift airborne transport device|
    US10258888B2|2015-11-23|2019-04-16|Qfo Labs, Inc.|Method and system for integrated real and virtual game play for multiple remotely-controlled aircraft|
    RU2634469C2|2016-02-09|2017-10-30|Александр Николаевич Головко|Vertical take-off and landing|
    EP3442815A1|2016-04-15|2019-02-20|Terrafugia, Inc.|Electronic gear shifter assembly for a dual-mode flying and driving vehicle|
    US11021242B2|2016-08-11|2021-06-01|The Hayden Effect, Llc|Apparatus for providing rail-based vertical short takeoff and landing and operational control|
    US10669020B2|2018-04-02|2020-06-02|Anh VUONG|Rotorcraft with counter-rotating rotor blades capable of simultaneously generating upward lift and forward thrust|
    US20200140078A1|2018-11-06|2020-05-07|Weimin Lu|Compact vertical take-off and landingaircraft unit having propeller for generating vertical lift|
    RU2714973C1|2019-05-30|2020-02-21|Валерий Николаевич Шарыпов|Aircraft for transportation of large-sized cargoes|
    ES2880527R1|2021-10-05|2021-11-29|Toran Manuel Bernedo|Lenticular manned aircraft|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    CH149289|1989-04-19|
    [返回顶部]