Aircraft with propellers located at the wingtips

Abstract

The present invention provides an aircraft, including a fuselage, the fuselage is provided with a first wing with a curved wing tip, and is located above a second wing with a curved wing tip. A rotor assembly is located between the curved wing tips of the first wing and the second wing, and can provide vertical thrust for the aircraft to take off vertically, and can also automatically rotate to generate electrical energy to charge an onboard power supply. The first wing can be V-shaped, and an additional rotor assembly can be provided on the rotatable canard wing to provide forward and vertical thrust to the aircraft.

Description

Technical Field

[0001] This application claims priority to U.S. Provisional Patent Application 62 / 956,227 filed on December 31, 2019.

[0002] The present invention relates to an aircraft and a propeller used therein, and more particularly, to a propeller located at a wing tip, the propeller being operably coupled to an electric generator. The electric generator configuration can provide thrust for the aircraft to fly, and can also capture wing tip vortex energy during the flight of the aircraft and convert the wing tip vortex energy into electrical energy. Background Art

[0003] In recent years, with the advent of drones, many subsonic conventional aircraft and runway vertical takeoff aircraft are propeller driven to improve efficiency. The propellers on such aircraft are engaged with a rotating hub having radially projecting blades that generate lift and drag depending on the operation of the engaged motor. The propeller converts the rotational power generated by a motor operably connected to a power source into linear thrust, propelling the aircraft upward and forward depending on the operation at the time.

[0004] Such a thrust generating propeller, when operatively powered by a power source such as a battery and / or a slow discharge capacitor, gradually increases the airflow and reduces the air pressure until the propeller plane is reached. Upon reaching the plane of the rotating propeller, the air pressure of the downstream airflow increases suddenly and then gradually decreases as it decreases to the free air flow value.

[0005] In recent years, these lightweight drones or remotely piloted aircraft have been operated in a vertical take-off and landing mode. However, when equipped with a landing gear, these aircraft are easy to operate in conventional runway take-offs and landings.

[0006] In vertical operation, such aircraft generally use at least one propeller, preferably a plurality, operatively coupled to a motor. Such propellers are arranged in an orientation to produce vertical thrust during vertical take-off and landing operations.

[0007] Controlling the vehicle during vertical movement requires multiple rotors to generate and vary thrust, and / or control the pitch angle of the rotor blades. To transition from vertical to horizontal flight, some aircraft tilt thrust-generating components or the entire vehicle, while other lightweight aircraft use separate motors to drive propellers for each flight mode.

[0008] All of these systems require controllers to maintain the aircraft in flight orientation and control the various wing surfaces and propellers to keep the aircraft airborne and move vertically and horizontally during flight.

[0009] In summary, before explaining at least one preferred embodiment of the aircraft system with a propeller located at the wing tip of the present invention, it should be understood that the application of the disclosed device and system is not limited to the use details and component arrangements or steps described below or shown in the drawings. The various devices and operations in the aircraft system disclosed in the present invention may also have other embodiments and can be implemented in various ways, which will be obvious to those skilled in the art when reviewing the present invention.

[0010] Furthermore, it should also be understood that the phraseology and terminology used in the present invention is for descriptive purposes only and should not be considered as limiting. Therefore, those skilled in the art should understand that the concepts of the present invention can easily become the basis for other aircraft having propellers located at the wingtips operably engaged with electric generators. Therefore, it is important that the embodiments, objects and claims of the present invention be deemed to include the above-mentioned equivalent structures and methods without departing from the spirit and scope of the present invention. Summary of the invention

[0011] In recent years, lightweight propeller aircraft have become widely used for hobbies and jobs such as aerial observation, surveying and photography. Newer designs show great potential for providing transportation of goods and people between multiple locations, especially using vertical take-off and landing (VTOL).

[0012] The aircraft and system herein can be operated in various modes of the system and method of the present invention to provide faster flight speeds and longer flight and taxiing times. In addition, the aircraft configuration and operating system of the present invention extend the range and flight capabilities of such aircraft.

[0013] In a preferred mode of the aircraft system of the present invention, the flight range is extended by propellers located at the wingtips, each propeller being operatively coupled to an electric generator. A propeller located at the wingtips means a propeller operatively coupled to an electric generator and located between a corresponding curved wingtip of a first top wing and a corresponding curved wingtip of a second wing below the first top wing. The propellers located at the wingtips, coupled to the corresponding electric generator, rotate in a substantially horizontal plane. A substantially horizontal plane means that the rotation plane of each propeller located at the wingtips is within 20° of the plane of the first wing and / or the second wing.

[0014] Therefore, each propeller located between each curved wing tip can be operated when powered by the onboard power supply to provide lift to the aircraft. When not powered, the propeller operably located between the two corresponding curved wing tips will operate to capture vortex energy from the wing tips of the first wing and the second wing. The vortex energy is used to rotate each propeller and the operably engaged electric generator to collect wind energy and convert it into electrical energy to charge the onboard power supply. As is well known, such an onboard power supply can be a plurality of operably connected batteries and / or capacitors.

[0015] In addition to capturing the vortex energy generated by each wingtip during horizontal flight, experiments have found that the propellers located at the wingtips also capture the wind generated by the vortices of the wings and canards, the propeller slipstream generated by the propellers engaged to the canards, and the ambient wind. This provides multiple ways to generate electricity at the wingtips and store it in an onboard power supply.

[0016] In addition, the propellers are coupled to respective motor-generators and are located at the wingtips and are operable to provide regenerative deceleration or auto-rotation during forward movement of the aircraft during descent. This occurs when airflow is generated during descent of the aircraft, causing each propeller located at the wingtips to auto-rotate. The rotation of the propellers causes the coupled motor-generators to rotate, generating electrical current that can be transmitted to an onboard power source to charge the onboard power source.

[0017] In addition to the above-mentioned and preferred propellers located at the wing tips and horizontally facing and operatively coupled to the corresponding motor generators, in a particularly preferred mode of the aircraft of the present invention, the aircraft may include propellers driven by motor generators, coupled to the rotatable front canards. Although such propellers driven by motor generators can simply be coupled to the wings, arranging them on the canards coupled to the fuselage and located in front of the first or overhead wing and the second wing allows the horizontally rotating propellers at the wing tips to have a larger diameter, and the direction of propulsion can also be controlled by rotating the canards using actuators.

[0018] So positioned, the two canards are rotatably engaged with the fuselage, thereby rotating the plane of each propeller, which is operably connected to an electric generator, each of which is attached to each canard. For vertical takeoff and landing, the plane of each propeller engaged with the canard can be rotated by rotating the corresponding canard to move the plane of the propeller between a vertical plane and a substantially horizontal positioning plane. The substantially horizontal plane at the propeller position refers to the plane of the propeller engaged with the rotatable canard, which is parallel to the plane of the first wing and / or the second wing. The vertical positioning plane of the propeller engaged with the canard refers to the rotation plane of each of the above-mentioned propellers being normal or substantially perpendicular to the plane of the first wing and / or the second wing. Therefore, the rotation of each canard will rotate the electric generator thereon, thereby rotating the rotation plane of the corresponding propeller engaged with the corresponding electric generator.

[0019] For horizontal or forward flight, the canards can rotate, causing the plane of each propeller engaged with the canard to move from a horizontal plane to a vertical rotation plane. Each canard rotates, causing the motor generator engaged thereto to rotate, which in turn causes the plane of the propeller engaged to the motor generator to rotate.

[0020] In the aircraft mode of the present invention, an electric generator is provided, and each electric generator engaged to the canard wing is operably engaged with a corresponding propeller, and the canard wing can be rotated by a controller. During the rotation process, each propeller can rotate together between a horizontal plane and a vertical rotation plane according to the needs of a specific moment in flight. Therefore, the rotation of each propeller plane can be controlled to provide the required lift and / or forward thrust of the aircraft during takeoff, forward propulsion or landing. Software running on the controller or communicating with the controller operation can operate the actuator or motor to rotate each canard wing to provide the required lift and / or forward thrust at any time during the flight of the aircraft. Because the propellers located at the wing tips automatically rotate when unpowered, they will continuously provide lift, thereby creating a significant resistance to the stall of the aircraft.

[0021] It follows that for vertical takeoff and landing, the plane of rotation of the canards engaging the propellers can be substantially horizontal, such as the plane of rotation of the propellers engaging the wingtips. Such an orientation allows the thrust from the four propellers to lift the aircraft during takeoff, and allows the four propellers to automatically rotate to slow the descent during landing.

[0022] Once elevated, the plane of rotation of the propellers engaging the canards can be rotated by controlled rotation of an actuator engaged with each canard, thereby positioning the propellers engaging the canards to the plane of rotation, providing forward thrust to the aircraft, thereby generating lift by the first wing and the second wing during flight. During vertical take-off and landing (VTOL), the two propellers engaging the canards are rotated back to the horizontal plane of rotation, and the motor-generators engaged therewith are powered by the onboard power supply to rotate the engaged propellers during descent and / or vertical take-off. During VTOL, the motor-generators engaged with the two propellers located at the wingtips are also powered by the onboard power supply.

[0023] In addition, during the horizontal flight of the aircraft, the two electric generators engaged with the propellers located at the wingtips are not powered and automatically rotate during this period of flight. When performing the chord wave regeneration flight path described in the present invention, the electric generators engaged with the canards will be powered to generate thrust through the connected propellers until the highest point of the flight path. At the highest point, the electric generators engaged with the canards are disconnected from the power supply and descend, which causes the propellers on the electric generators engaged with the canards to automatically rotate due to the relative wind generated by the gravity that accelerates the aircraft downward. This causes the engaged electric generators to rotate, which can be used to generate electricity to supply the onboard power supply. When the descent reaches the bottom, the power of the onboard power supply can be reconnected to the electric generators engaged with the two canards to rotate the propellers engaged with the electric generators to provide forward thrust, allowing the aircraft to climb back to the highest point.

[0024] Another mode of the aircraft device of the present invention is characterized by a first wing or top wing having a V-shaped or V-shaped configuration. In this V-shaped configuration, the central portion of the first wing or top wing is joined to a vertical stabilizer or tail extending from the rear end of the aircraft fuselage. When viewed from above, the first wing or top wing will extend from the central portion in a V-shape toward the front end of the fuselage to which the canard is joined to a corresponding curved wing tip. The curved wing tip of the V-shaped wing is connected to one side of the electric generator and propeller located at the wing tip, such as to a bearing around which the propeller located at the wing tip rotates, or to a housing of the electric generator, or to fix the position of the electric generator in any way and allow the joined propeller to rotate. It may also vary depending on the curve of each wing tip, the manufacturing material, and other factors that may be encountered by those skilled in the art.

[0025] Experiments have found that during forward flight, this V-shaped first wing or top wing provides additional lift greater than a linear wing because it is longer than a wing that projects from the fuselage generally vertically or at only a small angle. It has also been found that the V-shaped first wing makes it easier to turn the aircraft during flight. Further tests have demonstrated that the reduced force required for such turning is because during forward flight, the V-shaped first wing directs more air to the tail or vertical stabilizer, so less power is required to move the flaps to maneuver the aircraft, saving power and extending flight time compared to providing a straight wing projecting vertically relative to the fuselage axis.

[0026] Therefore, in one mode of the aircraft of the present invention, an electric generator engaged with a propeller rotating in a horizontal plane is positioned at the intersection of the curved wing tips to capture eddy current energy during flight to recharge the onboard power supply, and to generate electricity during the descent of the aircraft to charge the onboard power supply, which brings great benefits. In a second mode of the aircraft of the present invention, an electric generator engaged with a canard and with a propeller is added, which can change the rotation plane through the controlled rotation of the canard, and generate additional electricity during vertical descent to provide thrust for vertical takeoff. In another preferred mode of the present invention, a V-shaped first wing or top wing is added to the overall configuration, increasing the overall lift during forward flight, reducing the power required for turning the aircraft, thereby extending the available power and flying longer.

[0027] With respect to the above description, before explaining in detail the present invention, i.e., an aircraft with a propeller coupled to an electric generator and provided at the wing tip, and at least one preferred embodiment thereof, it should be understood that the present invention is not limited to the application structural details and component arrangements shown in the following description or in the accompanying drawings. The present invention is capable of other embodiments and can be practiced and carried out in various ways by those skilled in the art. Furthermore, it should be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.

[0028] Therefore, those skilled in the art should understand that the concepts used in the present invention can be used to design other aircraft structures with propellers located at the wing tips, other propellers that engage the canards, and other methods and systems to achieve the purpose of the present invention. Therefore, it is important that the claims are deemed to include the above-mentioned equivalent structures and methods without departing from the spirit and scope of the present invention.

[0029] In describing various inventive features and embodiments in the claims, “comprising” is meant to include, but not be limited to, whatever follows the word “comprising.” Thus, use of the term “comprising” indicates that the listed elements are required or mandatory, but other elements are optional and may or may not be present. “Consisting of” means including and limited to whatever follows the phrase “consisting of.” Thus, the phrase “consisting of” indicates that the listed elements are required or mandatory, and other elements may not be present. “Consisting essentially of” means including any elements listed after the phrase, and only other elements that do not interfere with or contribute to the specified activity or action of the listed elements in the present invention. Thus, the phrase “consisting essentially of” indicates that the listed elements are required or mandatory, but other elements are optional and may or may not be present, depending on whether the other elements affect the activity or action of the listed elements.

[0030] Finally, if not otherwise defined with respect to the size or positioning of a particular component or configuration, the term "substantially" means plus or minus ten percent.

[0031] An object of the present invention is to capture wind vortex energy, propeller slipstream energy from a driven rotor, and ambient wind to generate electrical power during flight of an aircraft by operably engaging an electric motor generator located at a wingtip and a propeller engaged with the electric motor generator.

[0032] Another object of the present invention is to capture wind energy during descent of the aircraft by rotating an electric generator operably engaged with a propeller and located at the wing tip with wind force, the propeller automatically rotating and generating electricity during descent.

[0033] Another object of the present invention is to provide rotatable canards coupled to the fuselage, the canards being controllable to rotate electric motor-generators operatively connected to the propellers to rotate the plane of rotation of the propellers for vertical and horizontal flight.

[0034] Another object of the present invention is to provide a biplane aircraft having a first or top wing that is substantially V-shaped to increase airflow for the horizontal stabilizer or tail during flight.

[0035] Other objects, features and advantages of the present aircraft, as well as its advantages over the prior art, will be described below and will be fully disclosed through the improvements described in the present invention and the improvements described below, but should not be considered as limiting. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings are incorporated into the specification of the present invention and form a part of the specification, and illustrate examples of embodiments and / or features of various modes of the aircraft of the present invention, but are not exclusive or exclusive, and these examples can be used alone or in combination. The embodiments and drawings disclosed in the present invention should be regarded as illustrative rather than limiting.

[0037] In the drawing:

[0038] Figure 1 A front perspective view of the aircraft system herein is shown showing a preferred configuration of an electric motor generator engaged with a propeller, the electric motor generator being located between the curved wing tip of a first / top wing and the curved wing tip of a second wing below the first wing, Figure 1 The V-shaped configuration of the first wing / top wing is also shown.

[0039] Figure 2 is a top plan view of the aircraft of the present invention, showing the V-shaped first wing / top wing and showing the horizontal rotation plane of the propeller engaged with the electric generator at the wing tip, and depicting the canard rotated to a position where the electric generator engaged with the canard is provided with a propeller that engages the electric generator in a substantially vertical rotation plane.

[0040] Figure 3 Depicted Figure 1 and Figure 2 The aircraft system, showing the canard from Figure 1 The horizontal position is rotated to the vertical position, whereby the propeller connected to the canard can be positioned to rotate between a vertical rotation plane, a horizontal plane, or various rotation planes therebetween.

[0041] Figure 4 Similar to Figures 1 to 3 , but showing the first wing / top wing extending substantially at a perpendicular angle to the fuselage axis.

[0042] Figure 5 A particularly preferred position for the second rotor is shown wherein the propeller is coupled to the motor-generator such that the propeller is operatively connected between the first / top wing and the curved wing tip of the second wing below, for example to a bearing and / or to the housing of the motor-generator.

[0043] Figure 6 A typical mode of operation of the aircraft system of the present invention during vertical takeoff and landing is depicted.

[0044] Figure 7 The operating mode of the aircraft system of the present invention is shown, which can capture vortex energy during forward flight and / or gliding, rotate the propellers located at the wingtips, and generate electricity during flight.

[0045] Other aspects of the present aircraft system will become more readily understood in conjunction with the accompanying drawings and the following detailed description, neither of which should be construed as limiting. DETAILED DESCRIPTION

[0046] In this specification, directional prepositions such as up, upward, down, downward, front, rear, top, above, bottom, below, left, right, first, second, and other such terms refer to the orientation of the equipment in the accompanying drawings and are intended for convenience only and do not limit or imply that aircraft equipment must be used or placed in any particular orientation.

[0047] Reference now Figures 1 to 7 In the accompanying drawings, in which like parts are represented by like reference numerals, Figure 1 Visible therein is a front perspective view of the vehicle 10 showing a preferred configuration including a first motor-generator 12 and a second motor-generator 13 in a rotor assembly operably connected to a propeller 14 having a plurality of blades 16 thereon.

[0048] In a preferred mode of the aircraft 10, the first rotor assembly 11 is provided with a first motor-generator 12, operably coupled to a propeller 14 having a plurality of blades 16; the second rotor assembly 15 is provided with a second motor-generator 13, operably coupled to the propeller 14 having a plurality of blades 16; both rotor assemblies are operably positioned at the following positions: between a first curved wing tip 18 of a first wing or top wing 20 and a second curved wing tip 22 of a second wing 24 located below the first wing 20. As shown in the figure, the first rotor assembly 11 having the first motor-generator 12 is located on the starboard side of the fuselage 26, and the second rotor assembly 15 having the second motor-generator 13 is located on the port side of the fuselage 26.

[0049] As shown in the figure, the first rotor assembly 11 and the second rotor assembly 15 are respectively located at a joint position, and the joint position is located between the distal end of the first curved wing tip 18 and the distal end of the second curved wing tip 22. The first curved wing tip 18 is located at both ends of the first wing 20, and the second curved wing tip 22 is located at both ends of the second wing 24. The first curved wing tip 18 and the second curved wing tip 22 are connected to the first rotor assembly 11 and the second rotor assembly 15, which may be connected to the housing of the corresponding first motor generator 12 or the second motor generator 13, or the first curved wing tip 18 and / or the second curved wing tip 22 are connected to the housing surrounding the first motor generator 12 and the second motor generator 13, or fasteners or connectors may be used between the two, or the first curved wing tip 18 may be connected to the bearing that allows the propeller 14 to rotate or is installed around the bearing, and the second curved wing tip 22 is connected to the outside of the first motor generator 12 or the second motor generator 13. Therefore, connecting the first rotor assembly 11 and the second rotor assembly 15, each having an electric motor generator engaged with a propeller, between the first curved wing tip 18 and the second curved wing tip 22 means that the respective first rotor assembly 11 and the second rotor assembly 15 are fixed in position, allowing the propeller 14 to be operatively engaged with the electric motor generator with sufficient space to rotate in the horizontal plane of rotation, which extends into the space 31 between the first wing 20 and the second wing 24.

[0050] When the first motor generator 12 and the second motor generator 13 are in the power supply mode and receive power from the onboard power supply 34, the propeller 14 operatively engaged with the first rotor assembly 11 and the second rotor assembly 15 rotates the plurality of blades 16 engaged thereto in a generally horizontal plane. As described above, the horizontal plane extends into the space 31 located between the two wings on one side of the two rotor assemblies.

[0051] During forward flight of the aircraft, vortices are generated at the ends of the first wing 20 and the second wing 24 where the curved wing tips meet, applying a rotational force to the plurality of blades 16 and the propeller 14. The rotational force rotates the first motor generator 12 of the first rotor assembly 11 and the second motor generator 13 of the second rotor assembly 15, generating compromised energy that is transmitted to the onboard power supply 34 to assist in charging.

[0052] During the landing process of the aircraft, the airflow colliding with the multiple blades 16 of the propeller 14 exerts a force to rotate the first motor generator 12 and the second motor generator 13, thereby causing both to rotate automatically, slowing down the descent speed, and generating electricity, which can be transmitted to the onboard power supply 34; the power supply 34 can be a battery and / or a capacitor or other power storage device widely known in the art, which can be a single one or a combination, and can be operably wired to connect the first motor generator 12, the second motor generator 13, the third rotor assembly 45 having the third motor generator 46, and the fourth rotor assembly 47 having the fourth motor generator 48 to send and receive electricity.

[0053] Although the aircraft described in the present invention is provided with a third rotor assembly 45 and a fourth rotor assembly 47, which are engaged with the starboard canard 38 and the port canard 40 at the front of the fuselage 26 to provide forward thrust to the aircraft for horizontal flight, the aircraft can also be provided by a two-wing structure without the starboard canard 38 and the port canard 40, and the two-wing structure has a first rotor assembly 11 and a second rotor assembly 15, and the first rotor assembly 11 and the second rotor assembly 15 are installed at the curved wing tip between the two wings. Therefore, the third rotor assembly 45 is operably connected to the aircraft to provide forward thrust for horizontal flight in a mode of the aircraft 10 of the present invention, in which the propellers 14 on the first rotor assembly 11 and the second rotor assembly 15 can also rotate, so that the aircraft still obtains power and lift from them. In this way, the starboard canard 38 and the port canard 40 can be omitted, and the propellers 14 of the first rotor assembly 11 and the second rotor assembly 15 can still provide significant power and lift when they rotate horizontally automatically.

[0054] like Figures 1 to 3 As shown, a tail or horizontal stabilizer 28 is provided at the rear of the aircraft fuselage 26, and a center section 30 of the first wing 20 is operatively connected to the tail or horizontal stabilizer 28. The first wing 20 and the second wing 24 are shown to have control surfaces such as flaps 32, and may also include other conventional control surfaces within the skill of the art.

[0055] The aircraft 10 of the present invention can operate well in any aircraft described below: the aircraft includes a first wing 20 and a second wing 24, the first wing 20 having a first curved wingtip 18, and the second wing 24 having a second curved wingtip 22, wherein the first rotor assembly 11 and the second rotor assembly 15 are joined between the corresponding distal ends of the first curved wingtip 18 at opposite ends of the first wing 20, and the second curved wingtip 22 at opposite ends of the second wing 24, the first curved wingtip 18 is curved toward the second wing 24, and the second curved wingtip 22 is curved upward toward the first wing 20. Figures 1 to 3 This construction is shown in Figure 4 Zoom in.

[0056] Of course, those skilled in the art may also conceive of other configurations, in which the first curved wing tip 18 of the first wing 20 and the second curved wing tip 22 of the second wing 24 are bent toward each other and respectively engaged with the first rotor assembly 11 and the second rotor assembly 15. In such engagement, the first rotor assembly 11 and the second rotor assembly 15 each have a propeller 14 rotating in a horizontal plane, and the propellers 14 extend into the space 31 between the first wing 20 and the second wing 24. This configuration may also bring the benefits described herein and is included in the claims of the present invention.

[0057] like Figure 1-3 As shown, a particularly preferred configuration of the first wing 20 is substantially V-shaped.

[0058] The V-shaped first wing 20 as described above provides additional advantages by directing the airflow to the horizontal stabilizer 28, enhancing the turning of the aircraft, by causing horizontal airflow to flow over the upper surface of the second wing 24 and under the first wing 20. Experiments have shown that increased airflow contact can make it easier to maneuver the aircraft and keep it more stable in a horizontal plane 36 that is substantially aligned with the plane of the second wing 24 or substantially extends parallel to the plane of the second wing 24. Therefore, in addition to the first motor-generator 12 and the second motor-generator 13 located at the wingtips, the first wing 20 provided with this V-shape further improves the performance of the aircraft.

[0059] Figure 1 Also shown is a starboard canard 38 and a port canard 40, both configured to rotate 360 ​​degrees and provide additional utility for VTOL (vertical take-off and landing) and forward thrust. A controller 42 is in operative communication with canard actuators 44 or motors to cause the starboard canard 38 and the port canard 40 to rotate 360 ​​degrees. Figure 3 Such controller 42 is general purpose and may include gyroscopes, accelerometers, magnetometers, and other components that allow the controller 42 to calculate and adjust the position of the aircraft by adjusting the position of the starboard canard 38 and the port canard 40, the propeller speeds of all propellers, and adjusting control surfaces (e.g., flaps 32) before and during flight. Controller 42 may be onboard or in operative communication with control actuators, etc., on the aircraft.

[0060] When the starboard canard 38 and the port canard 40 are included, the controlled rotation allows both to Figure 1 and Figure 2 The basic horizontal positioning shown is rotated to Figure 3The position of the starboard canard 38 changes, simultaneously changing the orientation of the third rotor assembly 45 and the third motor or third motor-generator 46 coupled thereto. The rotation of the port canard 40 simultaneously changes the position of the fourth rotor assembly 47, also changing the orientation of the fourth motor or fourth motor-generator 48 and the propeller 14 coupled thereto.

[0061] The third motor generator 46 and the fourth motor generator 48 both have a propeller 14 coupled thereto, and the propeller 14 has a plurality of blades 16 thereon. Figure 1 to Figure 2 As shown, the starboard canard 38 and the port canard 40 are rotated by the canard actuator 44 to be substantially aligned with the horizontal plane 36, or substantially parallel to the substantially horizontal position of the horizontal plane 36, so that the aircraft can fly forward. This configuration can be used during runway takeoff and forward flight. Of course, the canards are engaged with the actuator 44 and can be rotated at any time and operated in any plane.

[0062] like Figure 3 As shown, the starboard canard 38 and the port canard 40 have both rotated to a substantially vertical position, wherein the third rotor assembly 45, the fourth rotor assembly 47 and the plurality of propellers 14 and the plurality of blades 16 thereon rotate in a substantially horizontal plane, just like the plurality of propellers 14 on the first rotor assembly 11 and the second rotor assembly 15. This configuration can be used for vertical take-off and landing of an aircraft, thereby driving all the propellers 14 on the first motor generator 12, the second motor generator 13, the third motor generator 46 and the fourth motor generator 48 to rotate, so as to provide VTOL lift.

[0063] During the vertical landing of the aircraft, the plurality of propellers 14 automatically rotate to rotate one or more of the first motor generator 12, the second motor generator 13, the third motor generator 46 and the fourth motor generator 48 to generate electricity, which can be transmitted to the onboard power supply 34 for charging. Of course, during flight, under the command of the controller 42, the canard actuator 44 rotates the starboard canard 38 and the port canard 40 to manipulate the aircraft as needed and / or change its direction and / or altitude.

[0064] As pointed out, Figure 4 An alternative configuration of the aircraft 10 is shown in FIG. 1 , wherein the first wing 20 and the second wing 24 are in a more bi-plane configuration, rather than Figures 1 to 3 In addition, any person skilled in the art can conceive that a configuration having a first wing 20 located above a second wing 24 so that the first rotor assembly 11 and the second rotor assembly 15 can be positioned between the first curved wing tip 18 and the second curved wing tip 22 at both ends of the two wings is also within the scope of the present invention.

[0065] Figure 5 For an enlarged view, the second rotor assembly 15 is shown at the wing tip, with the second motor generator 13 thereon, and the second motor generator 13 having a propeller blade. As shown, the first wing 20 has a first curved wing tip 18, which is bent downward toward the second wing 24, and the second wing 24 is also shown, with a second curved wing tip 22, which is bent upward toward the first wing 20 above. The second rotor assembly 15 is operably engaged with the first curved wing tip 18 and the second curved wing tip 22, and as shown, the second rotor assembly 15 is provided with a second motor generator 13 engaged with the propeller 14. The first rotor assembly 11, which is provided with the first motor generator 12, is engaged between the first curved wing tip 18 and the second curved wing tip 22 on the opposite ends of the two wings in the same manner.

[0066] The engagement of the curved wing tip with the first rotor assembly 11 and the second rotor assembly 15 may be engaged to the housing of the first motor generator 12 or the second motor generator 13, or engaged to a bearing or other mount that fixes the first motor generator 12 or the second motor generator 13, thereby maintaining the propeller 14 and the extended plurality of blades 16 in a fixed horizontal plane. This enables the propeller 14 to provide vertical thrust for vertical lift when powered by the onboard power supply 34, and to automatically rotate during descent to slow descent and generate electricity at the same time. In addition, during forward flight, this positioning allows the engaged propeller 14 to capture the vortex force generated at the wing tip to generate the electricity required to recharge the onboard power supply 34.

[0067] Figure 6 An exemplary flow chart of process 100 is shown, detailing the steps of operating the starboard canard 38 and canard actuator 44 for VTOL operation, rotors and capacitors, corresponding to aircraft 100 ( Figures 1 to 5 )'s flight curve ( Figure 7 curve 200).

[0068] The process begins at step 102. At step 104, it is determined that the canard is facing upward. At step 106, all motor generators are powered to generate lift. At step 108, the aircraft climbs to a desired or favorable altitude. At step 110, the canard angle is reduced.

[0069] At step 112, the aircraft begins to descend. The electric generators are disconnected from power at step 114. The electric generators located at the wingtips begin to automatically rotate at step 116, allowing the onboard power supply 34 to charge. At step 118, the aircraft descends to a desired or advantageous altitude. Once this altitude is reached, the aircraft proceeds to step 120, where the angle of attack of the starboard canard 38 and the port canard 40 is increased to generate momentum for the aircraft and allow the aircraft to climb. At step 122, for example, the controller 42 detects that the aircraft speed is decreasing, and the power supply 34 begins to discharge at step 124. The rotors are powered and operated at step 126, and the aircraft then climbs to the maximum altitude of step 108.

[0070] Figure 7 An example of an operating mode of the inventive aircraft 10 is shown, wherein vortex and autorotational energy is captured to rotate propellers located at the wingtips to generate electricity to charge the power source 34 during flight.

[0071] Curve 200 shows the aircraft 100 (eg Figures 1 to 5 The various power generation stages when ascending or descending in altitude (as shown).

[0072] Phase 201 represents the initial expenditure phase, corresponding to the phase when the aircraft 10 takes off from the ground. During this phase, the aircraft rises in altitude, consuming power from the power source 34.

[0073] Step 202 represents a segment / point on curve 200 corresponding to a vertical take-off and landing (VTOL) of aircraft 10 .

[0074] Step 204 represents a section of the curve 200 corresponding to the initial climb altitude of the aircraft 10 .

[0075] Phase 205 represents the glide regeneration phase of the aircraft of the present invention. During this phase, the aircraft altitude decreases while the angle of attack relative to the external crosswind (the first motor generator 12 on the starboard side and the second motor generator 13 on the port side ( Figure 1 )) changes, the first motor generator 12 and the second motor generator 13 automatically rotate, increase the lift from the second wing 24 and the first wing 20, and rotate to generate electricity to regenerate energy. In addition, the third motor generator 46 and the fourth motor generator 48 can be disconnected from the power supply to capture and store the corresponding wind-generated electricity.

[0076] Step 206 represents a section of the curve 200 corresponding to the start of unpowered gliding.

[0077] Step 208 represents the inflection point in curve 200, representing Figures 1 to 3 The aircraft 10 begins to recover and rise to the original altitude.

[0078] Phase 209 represents the discharge phase of the power source 34, wherein energy from the power source 34, such as from batteries and / or capacitors that can be charged onboard, is advantageously used to power onboard operations on the aircraft. The portion of the curve 200 corresponding to the power source discharge segment exhibits an advantageous slope or angle to maximize lift-to-drag ratio, wing performance, additional lateral wind power generation, etc. Altitude gain and loss, as well as the generation or use of power generated by an onboard electric generator, are described in each of the sections mentioned in the present invention.

[0079] Stage 211 shows energy regeneration during the vehicle's glide, which may be enabled during unpowered glide 212, where some or all of the motor-generators are powered, rotated as described above, and generate electricity.

[0080] The aircraft system disclosed in the present invention includes an electric generator located between the curved wingtips of two wings of the aircraft and engaged with corresponding propellers, but it also has other applications that can be identified by those skilled in the art. The feature description of the present invention does not limit the claims of the present invention, and other applications developed by those skilled in the art after reading the present invention are deemed to be included in the present invention.

[0081] It is also noted that although this device is shown in the simplest form and possible configuration, the various components and aspects of the disclosed wing system can have different shapes or be slightly modified when making the invention herein. Therefore, it should be understood by those skilled in the art that the description of the present invention is only to describe examples within the overall scope and intent of the present invention, i.e., the preferred mode of the curved wing system coupled with the electric generator, and should not be considered to be limiting in any way.

[0082] In addition, although the present invention has been shown and described with reference to specific embodiments, all essential characteristics and features may be modified, various changes and substitutions may be made in the foregoing disclosure and in the claims that follow, and some features of the present invention may be used in certain circumstances without correspondingly using other features without departing from the scope of the present invention as set forth. It should also be understood that various substitutions, modifications and changes may be made by those skilled in the art without departing from the spirit or scope of the present invention. Therefore, all such modifications, changes and substitutions are included within the scope of the following claims.

Claims

1. An aircraft, comprising: a fuselage having a forward end and a rearward end, the fuselage having a starboard side and a port side opposite the starboard side; The first wing, located above the second wing; The first wing has a first curved wingtip located on the starboard side of the fuselage and a second curved wingtip located on the port side of the fuselage; The second wing has a first curved wing tip located on the starboard side of the fuselage and a second curved wing tip located on the port side of the fuselage; a first rotor assembly disposed between a distal end of the first curved wingtip of the first wing and a distal end of the first curved wingtip of the second wing; a second rotor assembly disposed between a distal end of the second curved wing tip of the first wing and a distal end of the second curved wing tip of the second wing; The first rotor assembly has a first motor-generator and a first propeller engaged with the first motor-generator, the propeller having a plurality of blades rotating in a common horizontal plane extending into a gap between the first wing and the second wing; The second rotor assembly has a second motor-generator and a second propeller engaged with the second motor-generator, the propeller having a plurality of blades rotating in the same horizontal plane.

2. The aircraft according to claim 1, further comprising: The first wing is V-shaped; a horizontal stabilizer having a first end coupled to the fuselage and extending to a distal end; and The first wing has a center portion that engages a distal end of the horizontal stabilizer.

3. The aircraft of claim 1, further comprising: a starboard canard having a first end joined to the starboard side of the fuselage and extending to a distal end; a port canard having a first end engaged with the port side of the fuselage and extending to a distal end; a third rotor assembly located on the starboard canard, the third rotor assembly having a third motor-generator engaged with the propeller; A fourth rotor assembly is located on the port canard, the fourth rotor assembly having a fourth motor-generator engaged with the propeller.

4. The aircraft of claim 2, further comprising: a starboard canard having a first end joined to the starboard side of the fuselage and extending to a distal end; a port canard having a first end engaged with the port side of the fuselage and extending to a distal end; a third rotor assembly located on the starboard canard, the third rotor assembly having a third motor-generator engaged with the propeller; A fourth rotor assembly is located on the port canard, the fourth rotor assembly having a fourth motor-generator engaged with the propeller.

5. The aircraft according to claim 3, further comprising: The first end of the starboard canard and the first end of the port canard are both engaged with the actuator; The actuator is rotatable; The starboard canard and the port canard can be rotated between a horizontal position and a vertical position by rotation of the actuator; The horizontal positioning positions the propeller of the third rotor assembly and the propeller of the fourth rotor assembly in a vertical position so that the propellers generate forward thrust during horizontal flight of the aircraft; The vertical positioning positions the propeller of the third rotor assembly and the propeller of the fourth rotor assembly in a horizontal position so that the propellers generate vertical thrust during vertical flight of the aircraft.

6. The aircraft according to claim 4, further comprising: The first end of the starboard canard and the first end of the port canard are both engaged with the actuator; The actuator is rotatable; The starboard canard and the port canard can be rotated between a horizontal position and a vertical position by rotation of the actuator; The horizontal positioning positions the propeller of the third rotor assembly and the propeller of the fourth rotor assembly in a vertical position so that the propellers generate forward thrust during horizontal flight of the aircraft; The vertical positioning positions the propeller of the third rotor assembly and the propeller of the fourth rotor assembly in a horizontal position so that the propellers generate vertical thrust during vertical flight of the aircraft.

7. The aircraft according to claim 5, further comprising: a regenerative charging process that charges an onboard power source on the aircraft by automatically rotating a propeller engaged with the first rotor assembly and a propeller engaged with the second rotor assembly; The electrical energy generated by the regenerative charging process is transferred to the onboard power supply, thereby recharging the onboard power supply.

8. The aircraft according to claim 6, further comprising: a regenerative charging process that charges an onboard power source on the aircraft by automatically rotating a propeller engaged with the first rotor assembly and a propeller engaged with the second rotor assembly; The electrical energy generated by the regenerative charging process is transferred to the onboard power supply, thereby recharging the onboard power supply.

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