Aircraft capable of being automatically unfolded

Abstract

The aircraft comprises a fuselage and turbofans arranged at the two ends or the two sides of the fuselage, turbofan adjusting assemblies are arranged on the two sides of the fuselage, and each turbofan adjusting assembly comprises a turbofan control rod used for driving the corresponding turbofan to be overlapped or unfolded relative to the fuselage; an arc-shaped sliding groove used for guiding is formed in the outer side face of the turbofan control rod, side wing bodies are stored in the fuselage, a side wing unfolding assembly used for unfolding the two side wing bodies at the same time is arranged in the fuselage, and an empennage unfolding assembly used for unfolding an empennage body is hinged to one side of the top end of the fuselage; when the aircraft is in a storage state, the side wing bodies and the empennage body are located on the inner side of the fuselage. According to the turbofan adjusting assembly, the three core problems of space storage, unfolding and flight locking of the turbofan are synchronously solved, and the key requirements of high-density deployment, quick response, long-distance cruise and high maneuverability are met.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more specifically to an aircraft capable of automatic deployment. Background Technology

[0002] With the development of aviation technology, especially unmanned aerial vehicles (UAVs), foldable aircraft, and disposable mission aircraft, higher demands are being placed on the storage, transportation convenience, and rapid deployment capabilities of aircraft. In order to adapt to the limited launch space and achieve high-density carrying capacity, foldable or variable-configuration aircraft have become an important research direction.

[0003] To accommodate an aircraft within limited storage space or a standard launch container, wings typically need to fold towards the fuselage. After launch or release, they must quickly and reliably deploy to their designated positions to provide the necessary lift and stability for flight. Existing technologies for folding and deploying aircraft components often suffer from the following problems: Folding and deploying multiple independent components often requires a separate drive motor or actuator for each moving part, such as multiple servos or linear motors. This leads to a complex system structure, increased weight, cumbersome control logic, and increases potential points of failure, reducing overall reliability.

[0004] For example, the existing patent number 2025112580311 describes a retractable aircraft and its working method. However, this aircraft has two major drawbacks. First, the way the turbofan is activated depends on the torsion spring to pop out. The torque of this pop-out method is not easy to control, and in some cases, the torque may affect the attitude of the fuselage. Second, the aircraft relies solely on the turbofan itself to provide lift and thrust for horizontal flight, which is not conducive to long-distance cruise.

[0005] Therefore, a more advanced aircraft needs to be redesigned to solve the above problems. Summary of the Invention

[0006] The purpose of this invention is to provide an automatically deployable aircraft, solving the technical problems of unstable turbofan deployment and high energy consumption over long distances in existing aircraft. To achieve this purpose, the present invention adopts the following technical solution: An automatically deployable aircraft includes a fuselage and turbofans located at both ends or sides of the fuselage. Turbofan adjustment components are provided on both sides of the fuselage. The turbofan adjustment components include turbofan control rods for driving the turbofans to overlap or deploy relative to the fuselage. The outer side of the turbofan control rods is provided with arc-shaped grooves for guidance. Side wing bodies are housed inside the fuselage. Side wing deployment components for simultaneously deploying two side wing bodies are provided inside the fuselage. A tail wing deployment component for deploying a tail wing body is hinged to one side of the top of the fuselage. When the aircraft is in its stowed state, the side wings and tail fins are located inside the fuselage; multiple turbofans are located at both ends or sides of the fuselage.

[0007] Preferably, the aforementioned automatically deployable aircraft includes an aircraft frame within the fuselage, the aircraft frame comprising an upper mounting plane and a lower mounting plane, with side wing bodies housed within both, and a side wing deployment assembly comprising a guide slot on the upper mounting plane and oblique slots on either side thereof, a wing connecting shaft slidably disposed within the oblique slots, the wing connecting shafts being fixedly connected to the side wing bodies respectively, a guide shaft slidably disposed within the guide slot, and a guide connecting shaft slidably disposed within the guide slot, the guide connecting shaft being hinged to both side wing bodies, and a torsion spring connecting the guide connecting shaft and the wing connecting shaft.

[0008] Preferably, in the aforementioned automatically deployable aircraft: a second guide groove adapted to the first guide groove is provided at the bottom end of the lower mounting plane; the bottom end of the guide connecting shaft extends to the bottom end of the lower mounting plane through the second guide groove and forms a sliding connection with the bottom end of the guide connecting shaft; bushings for sliding of the worm gear are provided at both ends of the aircraft frame; the two oblique grooves are symmetrically arranged along the guide shaft, and the near ends contract inward synchronously, while the far ends are located at the angle between the end face of the aircraft frame and the bushings. When the side wing body is in the retracted state, the wing connecting shaft is near the far end of the oblique through groove, and the torsion spring is in a torsional state; when the side wing body is in the deployed state, the wing connecting shaft is near the near end of the oblique through groove, and the torsion spring is in a non-stressed state.

[0009] Preferably, the aforementioned automatically deployable aircraft includes a turbofan control stick comprising a short control stick and a long control stick, a guide post installed on the inner side of the bushing, the guide post and the arc-shaped slide groove forming a sliding connection, and drive gears for driving the worm gear to move are installed at both ends of the upper mounting plane located on the bushing. When the drive gear moves the worm gear to one side of the aircraft frame, the arc-shaped slide moves the turbofan to both sides of the aircraft frame.

[0010] Preferably, in the aforementioned automatically deployable aircraft: a limit buckle is installed on one side of the bushing, the two ends of the limit buckle extend to the inside of the bushing, a frustum is fixedly installed at the end of the worm gear, and the extended end of the limit buckle includes a guide slope and a limit end face. When in flight, the limit buckle simultaneously abuts against the short control rods and the long control rods on both sides.

[0011] Preferably, in the aforementioned automatically deployable aircraft: the opposite side and the adjacent side of the long control stick are both configured as short control sticks, the end of the worm gear is connected to a tilting assembly, the tilting assembly includes a motor sleeve and a tilting motor, one end of the motor sleeve is connected to the worm gear, the tilting motor is installed inside the motor sleeve, and the drive end of the tilting motor is fixedly connected to the turbofan.

[0012] Preferably, in the aforementioned automatically deployable aircraft: a top connecting rod is provided at the top of the aircraft frame, and a tail fin deployment assembly is installed on one side of the top connecting rod. The tail fin deployment assembly includes a tail fin body, a second motor sleeve, a second torsion spring, and a tail fin motor. Both sides of the second motor sleeve are hinged to the top connecting rod and connected through the second torsion spring. The tail fin motor is installed inside the second motor sleeve, and the end of the tail fin motor is connected to the tail fin body. When the aircraft is in the retracted state, the second torsion spring is under stress.

[0013] Preferably, the aforementioned automatically deployable aircraft also includes a battery compartment and a cargo compartment.

[0014] Preferably, the aforementioned automatically deployable aircraft has a square frame, and its outline in the stowed state matches the empty slot of the aircraft launch bay.

[0015] Preferably, the aforementioned automatically deployable aircraft uses a ducted fan as its turbofan.

[0016] The beneficial effects of this invention are as follows: The turbofan, side wings, and tail fins of this invention are completely housed within the frame when retracted, resulting in a regular overall outline that matches the empty slot of the launch bay, facilitating storage, transportation, and launch deployment. Through the combined arrangement of the side wing deployment assembly and the tail fin deployment assembly, the side wings and tail fins automatically spring open via hinges and torsion springs, reducing independent drive components and lowering system complexity.

[0017] During long-distance cruise, the deployed wings can provide lift to achieve long-distance cruise.

[0018] In the retracted state, torsion spring one is in a torsional energy storage state. When the aircraft is released, the elastic potential energy stored in torsion spring one is released instantaneously, assisting in the movement of the guide connecting shaft, thereby quickly and actively ejecting the side wings into place, reducing the need for external driving force and energy consumption; after deployment, it slides to the near end of the oblique through-slot via the wing connecting shaft. At this time, the spanwise force of the side wing body will act on the side wall of the through-slot through the connecting shaft, forming a self-locking effect of the structure, enhancing the stiffness and stability in the deployed state, and better able to withstand aerodynamic loads during flight.

[0019] Each turbofan can tilt at a certain angle, improving the aircraft's maneuverability during operation and ensuring the diversity of flight modes.

[0020] The turbofan adjustment component in this invention simultaneously solves the three core problems of turbofan space storage, deployment, and flight locking, while taking into account the key requirements of high-density deployment, rapid response, long-distance cruise, and high maneuverability. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments of the present invention will be briefly described below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of the aircraft after the state switching of the present invention.

[0023] Figure 2 This is a schematic diagram of the internal structure of the aircraft of the present invention located in the launch bay.

[0024] Figure 3 This is a structural diagram of the aircraft in its stowed state according to the present invention.

[0025] Figure 4 This is the present invention. Figure 3 Enlarged structural diagram at point A in the middle.

[0026] Figure 5 This is a schematic diagram of the worm gear structure in its stowed state according to the present invention.

[0027] Figure 6 This is the present invention. Figure 5 Enlarged structural diagram at point B.

[0028] Figure 7 This is a schematic diagram of the turbofan regulating component of the present invention.

[0029] Figure 8 This is a schematic diagram of the torsion spring structure in the stored state of the present invention.

[0030] Figure 9 This is a schematic cross-sectional view of the aircraft frame structure of the present invention.

[0031] Figure 10 This is a schematic diagram of the exploded structure of the present invention in its unfolded state.

[0032] Figure 11 This is a schematic diagram of the exploded structure of the present invention in its stored state.

[0033] Figure 12 This is a schematic diagram of the guide post and worm gear structure of the present invention.

[0034] Figure 13 This is a structural schematic diagram of the tilt motor of the present invention in its assembled state.

[0035] Figure 14 This is a structural schematic diagram of the aircraft in the deployed state of the present invention.

[0036] Figure 15 This is a schematic diagram of the torsion spring structure in the unfolded state of the present invention.

[0037] In the diagram: 1. Fuselage; 3. Turbofan; 4. Turbofan adjustment assembly; 401. Short control lever; 402. Long control lever; 403. Arc-shaped slide; 404. Drive gear; 405. Limiting buckle; 406. Guide slope; 407. Limiting end face; 408. Frustum; 5. Tilting assembly; 501. Tilting motor; 502. Motor sleeve; 6. Aircraft frame; 601. Upper mounting plane; 602. Lower mounting plane; 603. Top connecting rod; 04. Bushing; 605. Guide column; 7. Side wing deployment assembly; 701. Guide slot one; 702. Angled slot; 703. Wing connecting shaft; 704. Torsion spring one; 705. Guide connecting shaft; 706. Guide shaft; 707. Guide slot two; 708. Side wing body; 8. Tail wing deployment assembly; 801. Tail wing body; 802. Motor sleeve two; 803. Torsion spring two; 804. Tail wing motor; 9. Cargo bay; 10. Aircraft launch bay. Detailed Implementation

[0038] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0039] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual images. They should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0040] like Figures 1 to 15 As shown, this invention provides an automatically deployable aircraft, including a fuselage 1 and turbofans 3 located at both ends or sides of the fuselage 1. Turbofan adjustment components 4 are provided on both sides of the fuselage 1. The turbofan adjustment components 4 include turbofan control rods for driving the turbofans 3 to overlap or deploy relative to the fuselage 16. The outer side of the turbofan control rods is provided with an arc-shaped groove 403 for guidance. Side wing bodies 708 are housed inside the fuselage 1. Side wing deployment components 7 for simultaneously deploying two side wing bodies 708 are provided inside the fuselage 1. A tail wing deployment component 8 for deploying a tail wing body 801 is hinged to one side of the top of the aircraft frame 6. When the aircraft is in the stowed state, the side wing body 708 and the tail wing body 801 are both located inside the aircraft frame 6; the multiple turbofans 3 are all located within the projection range of the aircraft frame 6.

[0041] The drive gear 404 drives the worm gears on both sides of the aircraft frame 6 to slide inward synchronously. During the inward sliding process, the combination of the arc-shaped slide groove 403 and the guide post 605 drives the turbofan 3 to rotate to the preset position and is locked by the limit buckle 405, so that the turbofan 3 at both ends moves to the outside of the aircraft frame 6 and avoids displacement. This prevents the worm gear from rotating during the flight, which would cause the aircraft to be unstable, and ensures a stable and reliable deployment process.

[0042] The fuselage 1 contains an aircraft frame 6, including an upper mounting plane 601 and a lower mounting plane 602. Side wing bodies 708 are housed within these two planes. The side wing deployment assembly 7 includes a guide slot 701 on the upper mounting plane 601 and oblique slots 702 on either side thereof. A wing connecting shaft 703 is slidably disposed within the oblique slots 702, and the wing connecting shaft 703 is fixedly connected to the side wing body 708. A guide shaft 706 is slidably disposed within the guide slot 701, and a guide connecting shaft 705 is disposed within the guide slot 701, sliding along the guide shaft 706. The guide connecting shaft 705 is hinged to both side wing bodies 708. A torsion spring 704 connects the guide connecting shaft 705 and the wing connecting shaft 703. This sliding deployment mechanism ensures that the final deployed width of the wing is much greater than its retracted width within the frame, thus achieving superior aerodynamic performance while maintaining a small retracted volume.

[0043] The bottom end of the lower mounting plane 602 is provided with a second guide groove 707 that is adapted to the first guide groove 701. The bottom end of the guide connecting shaft 705 extends to the bottom end of the lower mounting plane 602 through the second guide groove 707 and forms a sliding connection with the bottom end of the guide connecting shaft 705. The two ends of the aircraft frame 6 are respectively provided with bushings 604 for the worm gear to slide. The two oblique grooves 702 are symmetrically arranged along the guide shaft 706, and the near ends shrink inward synchronously, while the far ends are located at the angle between the end face of the aircraft frame 6 and the bushing 604. When the side wing body 708 is in the retracted state, the wing connecting shaft 703 is near the far end of the oblique through slot 702, and the torsion spring 704 is in a torsional state. When the side wing body 708 is in the deployed state, the wing connecting shaft 703 is near the near end of the oblique through slot 702, and the torsion spring 704 is in a non-stressed state. The corresponding arrangement of the guide through slot 707 and the guide through slot 701 prevents the guide connecting shaft 705 from tilting during sliding, ensuring the tilt angle of the side wing body 708 in the deployed state and guaranteeing flight quality.

[0044] The worm gear includes a short control lever 401 and a long control lever 402. A guide post 605 is installed on the inner side of the bushing 604. The guide post 605 and the arc-shaped slide groove 403 form a sliding connection. The upper mounting plane 601 is located at both ends of the bushing 604, and drive gears 404 for driving the worm gear to move are installed. When the drive gear 404 drives the worm gear to move to one side of the aircraft frame 6, the arc-shaped slide groove 403 drives the turbofan 3 to move to both sides of the aircraft frame 6. The combination of the long and short control levers ensures that the distance between the left and right turbofan 3s is the same and that they do not interfere with each other during rotation.

[0045] A limiting buckle 405 is installed on one side of the bushing 604, with both ends of the limiting buckle 405 extending to the inner side of the bushing 604. A frustum 408 is fixedly installed at the end of the worm gear. The extended end of the limiting buckle 405 includes a guide slope 406 and a limiting end face 407. When in flight, the limiting buckle 405 simultaneously abuts against the short control lever 401 and the long control lever 402 on both sides. The guide slope 406 facilitates the engagement of the frustum 408 with the limiting end face 407.

[0046] The opposite side and the adjacent side of the long control stick 402 are both equipped with short control sticks 401. The end of the worm gear is connected to a tilting assembly 5. The tilting assembly 5 includes a motor sleeve 502 and a tilting motor 501. One end of the motor sleeve 502 is connected to the worm gear, and the tilting motor 501 is installed inside the motor sleeve 502. The drive end of the tilting motor 501 is fixedly connected to the turbofan 3. The tilting assembly 5 is used to adjust the tilt angle of the turbofan 3 and moves synchronously with the worm gear to ensure the versatility of aircraft control.

[0047] A top connecting rod 603 is provided at the top of the aircraft frame 6. A tail fin deployment assembly 8 is installed on one side of the top connecting rod 603. The tail fin deployment assembly 8 includes a tail fin body 801, a second motor sleeve 802, a second torsion spring 803, and a tail fin motor 804. Both sides of the second motor sleeve 802 are hinged to the top connecting rod 603 and connected through the second torsion spring 803. The tail fin motor 804 is installed inside the second motor sleeve 802, and the end of the tail fin motor 804 is connected to the tail fin body 801. When the aircraft is in the retracted state, the second torsion spring 803 is under stress. The tail fin deployment assembly 8 has a simple structure. When the aircraft is ejected, the tail fin body 801 can quickly extend under the action of the second torsion spring 803, improving the stability during the ejection process.

[0048] A battery compartment 1 is installed at the top of the aircraft frame 6, and a cargo compartment 9 is installed at the bottom of the aircraft frame 6. The battery compartment 1 is electrically connected to multiple motors to meet the flight requirements of the aircraft.

[0049] The aircraft frame 6 has a square outline, and its outline fits the empty slot of the aircraft launch bay 10 when it is stowed. The outline of the aircraft can be adjusted according to actual needs to meet different usage scenarios.

[0050] The turbofan, side wings, and tail fins of this invention are completely housed within the frame during storage, resulting in a neat overall profile that matches the launch bay's empty slot, facilitating storage, transportation, and launch deployment. Through the combined arrangement of the side wing deployment assembly 7 and the tail fin deployment assembly 8, the side wings and tail fins automatically spring open via hinges and torsion springs, reducing independent drive components and lowering system complexity. Simultaneously, the deployed wings and tail fins provide lift during flight, significantly reducing flight energy consumption and facilitating long-range cruise.

[0051] In the retracted state, torsion spring 704 is in a torsional energy storage state. When the aircraft is released, the elastic potential energy stored in torsion spring 704 is released instantaneously, assisting in the movement of the guide connecting shaft 705, thereby quickly and actively ejecting the side wings into place, reducing the need for external driving force and energy consumption; after deployment, it slides to the near end of the oblique through-slot 702 via the wing connecting shaft 703. At this time, the spanwise force of the side wing body 708 will act on the side wall of the through-slot through the connecting shaft, forming a self-locking effect of the structure, enhancing the stiffness and stability in the deployed state, and better able to withstand aerodynamic loads during flight.

[0052] The four turbofan engines 3 are tiltable and retractable. When retracted, they are located at the end of the fuselage 1, occupying minimal space. When in flight, different flight attitudes can be achieved by tilting the turbofan engines 3, as detailed in existing technology (2025112580311). Figure 2 The relevant descriptions will not be repeated in this embodiment.

[0053] It should be stated that the above-described specific embodiments are merely preferred embodiments of the present invention and the technical principles employed. Those skilled in the art should understand that various modifications, equivalent substitutions, and variations can be made to the present invention. However, such variations, as long as they do not depart from the spirit of the present invention, should be within the scope of protection of the present invention. Furthermore, some terminology used in this specification and claims is not limiting, but merely for ease of description.

Claims

1. An aircraft capable of automatic deployment, characterised in that: The utility model provides a kind of aircraft, including fuselage (1) and the turbofan (3) of being arranged at the both ends or both sides of fuselage (1), the both sides of the fuselage (1) are provided with turbofan adjusting assembly (4), the turbofan adjusting assembly (4) includes the turbofan control rod for driving turbofan (3) relative to fuselage (1) overlap or deploy, the outer side of the turbofan control rod is provided with arc-shaped sliding groove (403) for guiding, the inside of the fuselage (1) is accommodated with side wing body (708), the inside of the fuselage (1) is equipped with side wing deployment assembly (7) for simultaneously deploying two side wing bodies (708), the side of the top end of the fuselage (1) is hinged with tail wing deployment assembly (8) for deploying tail wing body (801); When the aircraft is in the accommodation state, the side wing body (708) and the tail wing body (801) are located on the inside of the fuselage (1), and the plurality of turbofans (3) are located at the both ends or both sides of the fuselage (1).

2. An automatically deployable aircraft according to claim 1, wherein: The inside of the fuselage (1) is equipped with an aircraft frame (6), the aircraft frame (6) includes an upper mounting plane (601) and a lower mounting plane (602), the side wing body (708) is accommodated inside the two, the side wing deployment assembly (7) includes a guide through slot one (701) provided in the upper mounting plane (601), and oblique through slots (702) located on both sides thereof, the inside of the oblique through slots (702) is slidably provided with wing connecting shafts (703), the wing connecting shafts (703) are respectively fixedly connected with the side wing bodies (708), the inside of the guide through slot one (701) is slidably provided with a guide shaft (706), the inside of the guide through slot one (701) is provided with a guide connecting shaft (705) sliding along the guide shaft (706), the guide connecting shaft (705) is hingedly connected with the two side wing bodies (708) at the same time, and the guide connecting shaft (705) and the wing connecting shafts (703) are connected with torsion springs one (704).

3. An automatically deployable aircraft according to claim 2, wherein: The bottom end of the lower mounting plane (602) is provided with a guide through slot two (707) matched with the guide through slot one (701), the bottom end of the guide connecting shaft (705) extends to the bottom end of the lower mounting plane (602) through the guide through slot two (707) and is slidably connected with the bottom end thereof, the both ends of the aircraft frame (6) are respectively provided with shaft sleeves (604) for sliding of worms, the two oblique through slots (702) are symmetrically arranged along the guide shaft (706) and synchronously shrink inward at the proximal ends, and the distal ends are located at the included angle between the end face of the aircraft frame (6) and the shaft sleeve (604). When the side wing body (708) is in the accommodation state, the wing connecting shafts (703) are close to the distal ends of the oblique through slots (702), and the torsion springs one (704) are in the torsion state; when the side wing body (708) is in the deployment state, the wing connecting shafts (703) are close to the proximal ends of the oblique through slots (702), and the torsion springs one (704) are in the non-stress state.

4. An automatically deployable aircraft according to claim 3, wherein: The turbofan control rod comprises a short control rod (401) and a long control rod (402), a guide column (605) is arranged on the inner side of the shaft sleeve (604), the guide column (605) is in sliding connection with the arc-shaped sliding groove (403), and the upper mounting plane (601) is arranged on both ends of the shaft sleeve (604) and is provided with a driving gear (404) for driving the worm to move. When the driving gear (404) drives the worm to move to one side of the aircraft frame (6), the arc-shaped sliding groove (403) drives the turbofan (3) to move to both sides of the aircraft frame (6).

5. An automatically deployable aircraft according to claim 4, wherein: One side of the shaft sleeve (604) is provided with a limiting buckle (405), the limiting buckle (405) extends to the inner side of the shaft sleeve (604), the tail end of the worm is fixedly provided with a circular truncated cone (408), the extending end of the limiting buckle (405) comprises a guide inclined surface (406) and a limiting end surface (407), and when in the flight state, the limiting buckle (405) is in abutment with the short control rod (401) and the long control rod (402) on both sides.

6. An automatically deployable aircraft according to claim 5, wherein: The opposite side of the long control rod (402) and the adjacent side are provided with the short control rod (401), the tail end of the worm is connected with a tilting assembly (5), the tilting assembly (5) comprises a motor sleeve one (502) and a tilting motor (501), one end of the motor sleeve one (502) is connected with the worm, the tilting motor (501) is arranged on the inner side of the motor sleeve one (502), and the driving end of the tilting motor (501) is in fixed connection with the turbofan (3).

7. An automatically deployable aircraft according to claim 2, wherein: The top end of the aircraft frame (6) is provided with a top connecting rod (603), one side of the top connecting rod (603) is provided with a tail wing unfolding assembly (8), the tail wing unfolding assembly (8) comprises a tail wing body (801), a motor sleeve two (802), a torsional spring two (803) and a tail wing motor (804), the motor sleeve two (802) on both sides is in hinged connection with the top connecting rod (603) and is connected through the torsional spring two (803), the tail wing motor (804) is arranged in the motor sleeve two (802), and the tail end of the tail wing motor (804) is connected with the tail wing body (801); when the aircraft is in the storage state, the torsional spring two (803) is in the stressed state.

8. An automatically deployable aircraft according to claim 1, wherein: The fuselage (1) is also provided with a battery compartment and a cargo compartment (9).

9. An automatically deployable aircraft as in claim 1, wherein: The aircraft frame (6) has a square outline, and the outline in the storage state is matched with the air slot of the aircraft launching compartment (10).

10. An automatically deployable aircraft as in claim 1, wherein: The turbofan (3) is a ducted fan.

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