Centrifugal power system and method for an aircraft

Abstract

The present invention relates to a centrifugal power system and method for an aircraft. The aircraft comprises a housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing comprising a periphery and a plurality of air passages for directing air from the centrifugal impeller to an air outlet located at or adjacent the periphery. The advantage of the present invention is that its flight speed potential can be higher than a helicopter because by controlling the air outlet, the thrust can be completely turned from vertical to horizontal, and still be able to utilize a winged fuselage to achieve horizontal lift efficiency.

Description

Technical Field

[0001] This invention discloses a centrifugal propulsion system and method for aircraft. More specifically, it relates to the manner and method of using the disclosed centrifugal propulsion system and method to generate lift and motion required for flight. It also includes a system and method for achieving flight stability and directional control by generating torque and rotation on the aircraft. Background Technology

[0002] Aircraft have evolved and are therefore very useful in many situations. Depending on their purpose, aircraft may have specific shapes. For example, consumer aircraft may be saucer-shaped. When having a saucer-shaped or conical shape, the impeller can be placed inside the casing rather than outside the outer shell.

[0003] Controlling the movement of such aircraft is a challenge, and previous aircraft have used complex thrust vectoring systems to change the direction of thrust. One example is US11,332,241, which discloses a thrust vectoring system that changes the direction of thrust by rotating the entire centrifugal fan casing relative to the pivot body, or by rotating the nozzles relative to the centrifugal fan. Compared to the embodiment disclosed in this invention, this method has a much slower response time.

[0004] In other prior art documents, such as CN101284570, the impeller is used only for movement in one direction (i.e., lift), while directional control is provided by other systems.

[0005] Therefore, it is necessary to address the above problems and / or at least provide a practical alternative. Summary of the Invention

[0006] The present invention discloses an aircraft comprising a housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery and including a plurality of air passages for guiding air from the centrifugal impeller to an air outlet located at or adjacent to the periphery.

[0007] The housing may be substantially conical or spherical. Preferably, the air passages are located on the periphery of the housing.

[0008] These air outlets may be located near the periphery of the housing.

[0009] The housing may also include a gate adjacent to the air passages for opening to allow airflow through it, and for closing the air passages to restrict airflow; and at least one motor configured to operate one or more gates.

[0010] The present invention also discloses an aircraft in which the motor is a servo motor.

[0011] The present invention further discloses an aircraft comprising a second centrifugal impeller. Furthermore, the present invention discloses an aircraft wherein the second centrifugal impeller is supported by the housing, and wherein the housing further comprises a second plurality of air passages and a second gate adjacent to the second centrifugal impeller.

[0012] Furthermore, the present invention discloses an aircraft in which the gate is configured to slide open and close.

[0013] The present invention also discloses an aircraft in which the gate is a channel divider configured to pivot.

[0014] In this invention, an aircraft is disclosed comprising a housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery and including at least one air outlet located at or adjacent to the periphery, at least one gate located at or adjacent to the air outlet, and at least one motor configured to operate the at least one gate, wherein the motor is operable to operate the gate to open and close the air outlet to restrict airflow.

[0015] The present invention also discloses an aircraft comprising a shell having a substantially cylindrical shape. Additionally, it discloses an aircraft configured for ground movement.

[0016] The present invention also discloses an aircraft for ground movement.

[0017] The present invention discloses a method of providing an aircraft comprising a housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery, the method comprising providing a plurality of air passages for directing air from the centrifugal impeller to an air outlet located at or adjacent to the periphery.

[0018] The housing may be substantially conical or spherical. Preferably, the air outlets are located adjacent to the periphery of the housing.

[0019] The housing may also include a gate adjacent to the air passages for opening to allow airflow through it, and for closing the air passages to restrict airflow; and provide at least one motor configured to operate one or more gates.

[0020] The present invention also discloses a method in which the motor is a servo motor.

[0021] The present invention also discloses a method comprising a second centrifugal impeller.

[0022] Furthermore, the present invention discloses a method in which the second centrifugal impeller is supported by the housing, and wherein the housing further includes a second plurality of air passages and a second gate adjacent to the second centrifugal impeller. Additionally, an aircraft is disclosed in which the gate is configured to slide open and close.

[0023] The present invention also discloses a method in which the gate is a channel divider configured for pivoting. Another method is disclosed in which the aircraft is configured for ground movement.

[0024] The present invention further discloses a method of providing an aircraft comprising a housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery and including at least one air outlet located at or adjacent to the periphery, at least one gate located at or adjacent to the air outlet, and at least one motor configured to operate the at least one gate, wherein the motor is operable to operate the gate to open and close the air outlet to restrict airflow.

[0025] The present invention also discloses a method for providing an aircraft having a substantially cylindrical shape. Attached Figure Description

[0026] To facilitate a clearer understanding of the invention, an embodiment will now be described by way of example and with reference to the accompanying drawings, wherein: Figure 1a and 1b This is a schematic diagram of the aircraft structure of the present invention; Figure 2 This is a side view of the internal cross-section of the aircraft having a first power system and a second power system according to the present invention; Figure 3a This is a top view of the conical housing with a first power system of the present invention; Figure 3b This is a cross-sectional view of the conical housing having a first power system according to the present invention; Figure 4a and 4b An additional steering valve for the first power system of this invention; Figure 5a and 5b This is the second power system and balancing airflow of the present invention; Figure 6a and 6b This is the second power system and unbalanced airflow of the present invention; Figure 7 shows the pivot guide plate of the present invention, which is fixed at an inflection point of the housing; Figure 8 The rotating pivot guide vane and channel of the first power system of the present invention; Figure 9a , 9b 9c is an exemplary aircraft of the present invention having a single power system variant on a conical shell; Figure 10a This is an example of a power system with a cylindrical housing according to the present invention; Figure 10b This is a bottom view of the power system of the present invention, which has a single gate and a servo motor. Figure 11a , 11b 12 and 13 are the power system of the present invention with offset gate and unbalanced airflow.

[0027] Figure Labels 100 aircraft / flying vehicles 101 housing 103 Shell perimeter 105 First Power System (Centrifugal Impeller) 107 Second Power System (Centrifugal Impeller) 109 Motor / Engine for the First Centrifugal Impeller 111 Motor / Engine for the Second Centrifugal Impeller 113 Battery / Fuel Supply 115 fuselage 117 Control System 119 Gates / valve / flaps / guide vanes or other suitable operable devices for allowing or restricting airflow 121 air duct 123 Pivot Channel Guide Plate 125 semi-fixed channel 127 air molecules expelled 129 air intake 131 airflow 133 Connects the centrifugal impeller to the motor / engine shaft 135 indicates downward airflow 137 Lower airway 139 Lower gate or valve 141 Downward airflow 143 Conical shell interior 145 flywheel 147 Horizontal Valve 149 Vertical Valve 151 Internal staircase configuration 153 Lower Channel Guide Plate 155 aircraft wheels 157 air outlet 159 Lower air outlet 161 servo motors 163 slot and pin pivot Detailed Implementation This invention discloses an aircraft 100 having a substantially conical shell. Figure 1a and 1bAn aircraft is shown with the substantially conical shell 101 on its top. The lower part of the aircraft can take any suitable shape. The conical shell may include curved conical surfaces, for example, to give the aircraft a saucer shape. It should be understood that the conical shell includes any similar profile. At the periphery 103 of the conical shell 101, an air duct 121 is shown, which will be discussed in more detail below.

[0028] At least two embodiments are discussed below. The first may include a dual-power system, wherein a first power system provides radial power to transmit horizontal thrust, and a second power system provides axial power to transmit vertical thrust. The second embodiment may include a single power system with both radial and axial power to transmit both horizontal and vertical thrust. In this way, the at least two embodiments can possess the ability to hover, fly at high speeds, and travel on land. Thus, the disclosed systems and methods can provide manned or unmanned land or air vehicles for hobby or transportation.

[0029] In addition to its ability to perform vertical takeoff and landing, the first advantage of the first embodiment is that its flight speed potential may be higher than that of a helicopter, because by controlling the air outlet, the propulsion can be completely shifted from vertical to horizontal, while still utilizing the airfoil fuselage to achieve horizontal lift efficiency; in contrast, helicopters cannot use airfoils to generate lift because this would obstruct the downward flow of air.

[0030] The second advantage is likely the design of the internally rotating blades. Because the centrifugal impeller guide vanes are stored inside the casing, this provides a safety guarantee against contact with people or obstacles.

[0031] The third advantage is the ability to convert from an aircraft into a land vehicle by continuing to use centrifugal impellers for forward propulsion without requiring power to drive wheels. This pair of horizontal rotors allows the aircraft to yaw or turn, and because there are no external propellers, there are no risks associated with driving on land.

[0032] Previous centrifugal power plants, whether using Type 1 (centrifugal fan) or Type 2 (using an additional air collector), required multiple power systems to be installed on the aircraft to achieve vertical takeoff and landing. This was obviously achieved by changing the power difference between the systems to achieve balance in the air.

[0033] Just as a single-rotor helicopter is more efficient than a typical multi-rotor aircraft, so too is a centrifugal propulsion rotor. That is, a single large centrifugal impeller rotor, or a pair of rotors arranged along the same axis of rotation, is far more efficient than multiple centrifugal impeller rotors distributed along different axes of rotation. In order to achieve hovering using a rotor on a single axis, new control functions need to be added to the propulsion system as disclosed below, which involves the control of three-axis rotation (yaw, pitch, and roll).

[0034] There may be a difference between a propeller and a centrifugal impeller. A conventional propeller directly draws air from the front to the rear. In the disclosed centrifugal impeller power technology, the incoming air is first propelled outward from the plane of rotation, and then exhausted through an outlet opened on the side of the casing. This may generate a reaction force on the system to propel it in a direction perpendicular to the centrifugal impeller's plane of rotation.

[0035] Alternatively, in another possible manner, the centrifugal impeller drives the air outward radially until it contacts the housing. This housing is designed with an internal shape that deflects the air flowing towards it downwards. The air then exits from an opening in the housing, which may be located at the bottom or side of the housing.

[0036] This could cause the system and the aircraft to be propelled in the opposite direction of the deflecting air, which is the same as the axis of the rotating centrifugal impeller.

[0037] There are generally two (2) types of shell shapes that can effectively deflect air. One is as discussed later. Figure 3b and 4b As shown in the cross-sectional view, a conical shell is used for straight diagonal edge deflection; or as discussed later. Figure 5a As shown in Figure 6, a spherical shell is used for curved edge deflection. Both shell shapes deflect incoming air downwards. Therefore, the lower outer edge of the shell can be opened to allow air to escape.

[0038] Main components Centrifugal impeller: Any known centrifugal impeller shape used in centrifugal fans and compressors that can accelerate air radially outward using rotating blades can be used for the power purposes of this invention. Larger centrifugal impellers are more efficient; therefore, this invention includes a centrifugal impeller that is relatively large relative to the overall size of the aircraft to benefit from the efficiency gained from the larger size.

[0039] Air intake: The air intake can be located at or near the central axis of rotation of the centrifugal impeller, and can be located on the top or bottom side. The air intake may include channels (similar to a compressor) to reduce turbulence during air intake. The two propulsion systems can share the same air intake, which can be located at the top of the aircraft as shown in Figure 1, or at the bottom (not shown in the figure).

[0040] Air outlet: The air outlet is the point where air leaves the aircraft from the air duct. The air outlets are arranged in a ring and can be located near the perimeter of the aircraft to facilitate effective control, manipulation, and balance.

[0041] Airway and gate: As air is swept out by the centrifugal impeller, the airflow diffuses in all directions. Any surface of the propulsion system that the propelled air passes over before exiting through the outlet can form part of the air duct. The design of the air duct is directly related to the direction and power of the propulsion. Compared to a single duct, multiple air ducts separated by guide vanes offer an efficiency advantage in axial power. Furthermore, each duct can have an independent gate to control the airflow, thereby providing maneuverability to the aircraft.

[0042] This embodiment relates to a simplified centrifugal-powered aircraft invention that uses a single gate for control and eliminates the need for air ducts. This offers the advantage of reducing aircraft parts and weight. Furthermore, by using multiple servo motors to control this single gate, it can move to any position in two dimensions, which is more precise in setting the thrust direction than using multiple gates that can only move in one dimension. Moreover, the gate in this invention can be directly supported and pivoted on the servo motors, without having to hinge the gate to the housing.

[0043] A shell with an internal air deflection shape: Using a conical or spherical shell as part of a channel to deflect air downwards can provide thrust along the axis of rotation of a centrifugal impeller, thereby propelling the unveiled aircraft upwards to generate lift.

[0044] Furthermore, this embodiment uses a cylindrical shell, which can also generate air pressure inside to produce lift, and has higher efficiency.

[0045] power supply: The power source can be any type of conventional power source, such as batteries and motors, internal combustion engines, water jet propulsion, etc.

[0046] Control system: The control system, similar to that of a drone, utilizes gyroscopes to control rotor power and valve opening. This drone-like control system can be used to control the flight of the disclosed aircraft. Unlike drones, which achieve their required three-axis rotational position and altitude by controlling motor power, this control system can control valve opening degree, deflector angle, and motor power. Valve opening can be precisely set in minute increments, achieved using servo motors or hydraulic systems similar to those used to control aircraft flaps. The control system can provide automatic flight control to maintain in-flight stability or manual control for maneuvering.

[0047] Figure 2A side view of the internal cross-section of the revealed aircraft 100 is shown, which has a first propulsion system and a second propulsion system. The first propulsion system 105 is depicted in the figure. The first propulsion system operates centrifugally and can provide radial power to transmit horizontal thrust. The centrifugal impeller is a drive rotor used to increase fluid pressure and flow rate. The centrifugal impeller 105 can operate without the second propulsion system, or depending on the provided stable configuration (as described below). Figure 8 The centrifugal impeller 107 is provided (as discussed).

[0048] The second propulsion system 107 can also operate centrifugally and provide axial power to transmit vertical thrust or lift. The centrifugal impeller rotor 105 of the first propulsion system can rotate in the opposite direction to the centrifugal impeller rotor 107 of the second propulsion system to protect the airframe from reverse yaw and maintain stability. In other words, by making the rotation direction of the centrifugal impeller 105 of the first propulsion system opposite to that of the centrifugal impeller 107 of the second propulsion system, the airframe can avoid reverse yaw. Yaw can be achieved by changing the power difference between clockwise and counterclockwise rotating rotors, which is the same as the way an aircraft rotates. It should be understood that various mechanisms can provide stability to the airframe to avoid reverse yaw.

[0049] The lower part of the aircraft may include a motor / engine 109 for the first centrifugal impeller 105 and a second motor / engine 111 for the second centrifugal impeller 107. Furthermore, Figure 2 The text also depicts a battery / fuel supply 113, a body 115, and a control system 117.

[0050] Although aircraft 100 is discussed here, the depicted aircraft 100 may include a ground-mobility device 129 (number 155), such as wheels or tracks. Because it includes a ground-mobility device 129, which deviates from a typical aircraft configuration, the aircraft depicted here may be referred to as a flying vehicle or other suitable name.

[0051] The air passage 121 depicted on the periphery 103 of the conical housing 101 is shown adjacent to the sliding gate 119, with arrows indicating the direction of movement of the sliding gate 119. It should be understood that the configuration of the air passage and the gate (also referred to as a valve), whether a sliding gate or a pivoting gate, encompasses all suitable configurations where the gate can have both sliding and pivoting functions, and can include any suitable manner for opening or closing to varying degrees. For example, such gates or valves can open radially. It should be understood that any suitable manner that allows or prevents air from passing through the air passage is within the scope of this discussion.

[0052] Figure 2The figure depicts motors 109 and 111 used to control centrifugal impellers 105 and 107. A motor used to control the gate 119 adjacent to the air duct 121 is not shown. These motors may be simple motors, or, depending on the degree of control required for the gate 119, servo motors or other actuators. The control system 117 may include various sensors and software to respond to the status of the disclosed aircraft 100 during flight or ground movement.

[0053] To switch from flight mode to land mode, valve 119 of the first power system 105 is opened, while valve 139 of the second power system 107 is closed, thus preventing the generation of vertical lift. The disclosed aircraft 100 can then travel on land and steer by changing the power difference between centrifugal impellers 105 and 107.

[0054] For example, airflow is sensed by sensors. When lift, downdrafts, or crossdrafts are present, the sensors can detect the ambient airflow in real time, and the control system 117 can adjust the gate 119 based on this information. The control system 117 can also be operated by a user who controls the direction of the aircraft's movement. It should be understood that the control system can communicate with, for example, multiple sensors and at least one user control device.

[0055] Figure 3a This is a top view of the conical casing with the first power system, depicting the first centrifugal impeller 105. The text above the arrow indicates the "direction of thrust." Figure 3a To the left. That is, the direction of thrust is the direction in which the aircraft 100 moves. In this case, for example, the air ducts can be grouped into four quadrants. They can be formed and opened. Figure 3a The upper right quadrant is designated to allow airflow passing through the centrifugal impeller 105 to exit from that quadrant.

[0056] Similarly, Figure 3b As shown, the figure depicts a side cross-sectional view of the revealed aircraft 100, with its thrust direction being... Figure 3a Similar to the diagram shown, it is located on the left side of the chart. Since the gate 119 adjacent to the arrow is open, the airflow 131 is directed to the right.

[0057] The first power generation system 105 can control the horizontal speed and direction. Assuming the centrifugal impeller is as follows... Figure 3a Rotating clockwise as shown opens only the valve 119 at the upper right air outlet 121, allowing the scavenged air from the centrifugal impeller 105 to be directly discharged to the rear of the housing 101. As previously mentioned, this will... Figure 3aA thrust is generated on the left side. Similarly, opening the lower right gate or valve 119 will result in a thrust to the right. Opening the lower right gate or valve 119 will generate a thrust towards the top, while opening the upper left valve 119 will generate a thrust towards the top. Figure 3a The thrust on the bottom side.

[0058] The amount of air flowing out of the vent can be controlled by an independent valve 119 installed on the vent or air duct 121. According to the test, it can be concluded that the thrust is related to the vent, that is, the direction of the thrust is opposite to the direction of the air flowing out of the vent of the aircraft.

[0059] As previously mentioned, information can be provided to control system 117 using sensors (not shown). Control system 117 may include a gyroscope to maintain the aircraft's balance and maneuverability in the air. Rather than changing the power supply to one or two centrifugal impeller motors 105 and / or 107 for maneuverability, better maneuverability can be provided by opening gates or valves 119 of the corresponding air ducts or vents 121 (similar to how an aircraft uses flaps, for example, using servo motors). In other words, precise adjustments can be provided by utilizing a closed-loop control system 117 with a feedback mechanism.

[0060] Reference Figure 4a and 4b , can be Figure 3a and 3b An additional deflector is added to the first power system 105 (and the second power system 107) to generate a downward airflow. Therefore, the first power system 105 is able to provide centrifugal power.

[0061] Figure 4a A top-view cross-sectional view through the first centrifugal impeller 105 is depicted. As shown in Figure 4, the power system that generates horizontal thrust can also be used to generate vertical lift by opening the valves at all air outlets. Air can be deflected downwards by the surface of the deflector 119, which directs the airflow downwards, as indicated by the circle 135 marked with an "x". Accordingly, the first power system 105, in conjunction with the downward-opening channel 135, can generate combined lift, for example, during takeoff.

[0062] More specifically, in Figure 4a and 4b The figure shows that the lift provided by the second power system 107 can be provided using the air passage 121 and its respective gate or valve 119, without having to include the second power system 107 itself. The figure shows that the gate 119 is slidably opened to allow airflow into the air passage 121, and that the gate 119 is pivotally opened to allow airflow through the air passage in a downward direction 135. In this manner, the direction of thrust or lift is upward.

[0063] Figure 5a and5b A second power system for axial thrust to transmit vertical power or hovering is described. Figure 5a A vertical cross-sectional view of the lower half of the revealed aircraft 100 is shown. Figure 5b This image shows a 3D view of the air ducts and centrifugal impeller, focusing only on the lower half of the aircraft (model 100). (Brief reference) Figure 1b and Figure 2 Visible are the outer perimeter 103, air duct 137, air outlet 159, and gate or valve 139 adjacent to the second power system 107, which is located inside the conical housing 101, 143. Figure 5a and 5b In the middle, the second power system 107 is shown inside the conical housing 101 at the interior 143.

[0064] Figure 5a It shows the upward direction of thrust or lift, where the gate or valve 139 is opened to allow the airflow 141 to move downward. Figure 5b The airflow 141 is generated by the movement of the blades of the centrifugal impeller 107. The propelled air 141 initially flows in a vortex motion within a channel formed by the inner and outer spherical layers covering the centrifugal impeller. The air then enters the channel guide vanes 153, which divide it into multiple air passages 137. These guide vanes are curved in profile, causing the airflow vortex to be guided axially downward toward the outlet 159, as shown by the downward airflow 141. Since the guide vane surfaces face circumferentially, any tangential velocity component of the airflow vortex is converted into an axial velocity component. By utilizing the complete vector of air velocity, the vertical thrust is maximized.

[0065] Figure 6a and 6b A second power system with unbalanced airflow is depicted, for example, for pitch or roll control. In this example, due to the varying degrees of opening of the gate 139, the second centrifugal impeller 107 can push different components of airflow toward opposing channels. That is, in terms of pitch, this can be achieved by... Figure 6a The rear valve on the right side is more Figure 6a This is achieved by opening the valve in front of the air outlet shown on the left to a larger extent. In terms of rotation, the valve on the left or right can be opened to a larger extent than the valve on the right or left. Figure 6b On the right, a larger circle with an "x" indicates a larger airflow, while Figure 6b On the left, smaller airflow is indicated by a smaller circle with an "x".

[0066] Figure 7a and 7bA pivoting guide vane fixed at an inflection point of housing 101 is depicted, which can pivot freely or be driven by a motor about that inflection point. The exhaust passage may include these pivoting guide vanes connected to housing 101, allowing air to flow out in a plurality of channels 125 separated by pivoting guide vanes 123 to maintain or increase exhaust velocity. Figure 7a The pivot guide vane 123 of display channel 125 is aligned with the direction of airflow. (See reference...) Figure 7b As the radius increases, the surface area of ​​the fixed channel 125 may increase. Therefore, the depicted air duct 125 accelerates airflow by reducing the surface area, which is achieved by lowering the height of the outlet further from the center point of the conical housing 101 to compensate for the increased horizontal distance. The depicted air duct 125 may be positioned inside the channels shown in other figures of this disclosure. The channel 125 can reduce airflow turbulence by controlling the airflow through it, thereby allowing air to exit more rapidly.

[0067] The pivot deflector 123 functions similarly to an aircraft tail to stabilize flight and prevent reverse yaw and pitch, thus maintaining a straight flight path. Figure 8 The diagram depicts a rotating pivot vane 123 that deflects outflowing air, which may cause the casing to yaw clockwise to counteract counter-yaw. The pivot vane 123 and its channel 125 make it possible to maintain the stability of the aircraft 100 using only a single power system 105 without the need for a counter-rotating rotor 107.

[0068] Reference Figure 8 By using adjustable / rotatable deflectors in the exhaust duct, the aircraft 100 can generate yaw, thereby counteracting reverse yaw. The magnitude of the yaw torque depends on the angle formed between the deflector and the airflow moving linearly along the exhaust duct. Therefore, the adjustable deflector 123 functions similarly to an aircraft's rudder flaps to adjust yaw. This makes it possible to maintain stability using only a single power system without reverse-rotating the rotor, thus maximizing the efficiency of the aircraft 101.

[0069] Figure 9a , 9b Figure 9c depicts an aircraft with a single propulsion system and a variant of the conical hull 101. A side cross-sectional view of the hull 101 shows the conical profile truncated towards the center of the aircraft 100. As previously stated, it should be understood that any substantially conical hull profile is within the scope of discussion, including variations in curvature and slope.

[0070] As mentioned above, using two (2) sets of valves to guide airflow, and relying solely on the first power system to provide horizontal and vertical thrust, is also within the scope of this discussion. Alternatively, as... Figure 9a , 9bAs shown in 9c, the second power system can be replaced by a counter-rotating flywheel 145 used only for stabilization and yaw control purposes.

[0071] To generate lift and hover in the air, all vertical valves 149 can be closed and horizontal valves 147 opened, directing air downwards. Flywheel 145 can rotate in the opposite direction to counteract yaw and increase stability. To generate both lift and forward thrust simultaneously, horizontal valve 147 can be opened halfway, and vertical valves 149 only on one side, as some lift can be provided by the curved sphere and conical shape at the top of housing 101. Yaw can be generated by... Figure 8 The rotating guide vanes in the exhaust passage shown counteract this, thus slowing down or shutting off the rotation of flywheel 145 during flight to reduce energy waste.

[0072] Figure 9b The thrust direction is depicted as upward, where airflow 131 is guided downward in order to achieve the upward thrust. Figure 9c The direction of thrust is depicted on the left side of the graph. Figure 9c Further depiction shows the vertical valve 147 sliding downwards to allow airflow 131 to... Figure 9c Move to the right.

[0073] In this invention, Figure 10a An embodiment of an aircraft 100 is shown, employing an axial centrifugal propulsion system controlled by a single gate 139 capable of rotating the aircraft in any direction about a horizontal axis. The aircraft has a cylindrical shell 101 with an air inlet 129 located at the top center and an annular lower exhaust 159 located at the bottom adjacent to the outer perimeter 103 of the shell. Even without internal air ducts, propelled air can swirl downwards due to increased air pressure and exit from the lower exhaust 159 due to lower atmospheric pressure. The cylindrical shell may be more efficient in generating thrust than other shell shapes.

[0074] When thrust is generated by a single centrifugal impeller 105, the reverse yaw of the aircraft can be counteracted by a counter-rotating element or flywheel 145, the axis of rotation of which is parallel to the axis of rotation of the centrifugal impeller, such as... Figure 11b As shown.

[0075] like Figure 10a and 10bAs shown, adjacent to the annular air outlet 159 is also a smaller annular gate 139, shown in gray to distinguish it from the housing. To allow for adjustment, this gate is pivotally connected via slots and pins 163 to the cranks of four servo motors 161 mounted at different locations on the bottom of the housing 101. Each pair of opposing servo motors operates synchronously in opposite directions of rotation to move the gate with balanced force. The front and rear servo motors can move the gate to the left or right, while the left and right servo motors can move the gate forward or backward.

[0076] exist Figure 10b In this configuration, all servo motors 161 are set to position 0, positioning the gate 139 at the center of the bottom of the housing 101. Because the exhaust vents 159 are evenly distributed on the periphery, the aircraft can perform vertical takeoff, hovering, or vertical landing depending on the power supplied to the centrifugal impeller. Figure 11a In the middle, the cranks of the front and rear servo motors rotate, while the left and right servo motors are set to position 0, causing the gate to move to the right and cover part of the air outlet on the right side. The unbalanced airflow 141 on the left and right sides will generate torque on the aircraft, and as... Figure 11b The figure shows a clockwise roll (rotation around the y-axis clockwise). The arrow indicates the new thrust direction is diagonally upward. When the vertical thrust component balances gravity, the net horizontal thrust component causes the aircraft to accelerate to the right.

[0077] Figure 12 The cranks of the left and right servo motors rotate to move the gate forward, while the front and rear servo motors are set to position 0. Following the same logic, this will cause the aircraft to dive (rotate clockwise around the x-axis) and fly forward.

[0078] Figure 13 The combined rotation of all four servo motor cranks away from position 0 causes the gate to move to the left front position, which in turn causes the aircraft to rotate around the diagonal horizontal axis between x and y, thus flying in the left front direction.

[0079] Accordingly, in this embodiment, by controlling a single gate pivoted on four servo motors, the aircraft can rotate around a horizontal axis in any direction and change any thrust and flight direction. These servo motors can be configured for manual directional control or controlled by gyroscopes to maintain flight stability.

[0080] Many modifications to the above embodiments will be apparent to those skilled in the art without departing from the scope of the invention.

[0081] Throughout this specification and the following claims, unless the context otherwise requires, the word "comprising" and its variations are understood to mean including the said integers, steps, or groups of integers or steps, but not excluding any other integers, steps, or groups of integers or steps. References to any prior publications (or information derived therefrom) or any known matters in this specification should not and should not be construed as an admission or acceptance that such prior publications (or information derived therefrom) or known matters constitute part of the general common sense in the field to which this invention pertains.

Claims

1. An aircraft, characterized in that: The aircraft includes a housing that supports at least one centrifugal impeller substantially axially positioned within the housing; the housing includes a periphery and a plurality of air ducts for guiding air from the centrifugal impeller to an outlet located at or near the periphery.

2. The aircraft according to claim 1, characterized in that: The air passage is located on the periphery of the housing.

3. An aircraft according to claim 1 or 2, characterized in that, The housing includes: a gate adjacent to the air passages, which is opened to allow airflow through the air passages and closed to restrict airflow through the air passages; and at least one motor for operating one or more of the gates.

4. An aircraft according to claim 3, characterized in that: The gate is a pivotable channel divider.

5. An aircraft, characterized in that: The aircraft includes a housing that supports at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery, and: At least one air outlet located on or near the perimeter; At least one gate located at or near the air outlet; At least one motor configured to operate the at least one gate; The motor can operate the gate to open and close the air outlet, thereby restricting airflow.

6. An aircraft according to any one of claims 1 to 5, characterized in that: The gate is configured to open and close by sliding.

7. An aircraft according to any one of claims 1 to 6, characterized in that: This motor is a servo motor.

8. An aircraft according to any one of claims 1 to 7, characterized in that: The shell has a substantially conical or spherical shape.

9. An aircraft according to any one of claims 1 to 7, characterized in that: The shell has a substantially cylindrical shape.

10. An aircraft according to any one of claims 1 to 9, characterized in that: The aircraft includes a second centrifugal impeller.

11. An aircraft according to claim 10, characterized in that: The second centrifugal impeller is supported by the housing; wherein the housing further includes a second plurality of air passages and a second gate adjacent to the second centrifugal impeller.

12. An aircraft according to any one of claims 1 to 11, characterized in that: The aircraft is configured for ground operations.

13. A method of supplying an aircraft, comprising an aircraft housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery, characterized in that: The method includes providing a plurality of air passages to guide air from the centrifugal impeller to an air outlet located at or near the periphery.

14. The method according to claim 13, characterized in that: These air outlets are located near the periphery of the housing.

15. The method according to claim 13 or 14, characterized in that: The housing includes a gate adjacent to the air passages for opening to allow airflow through it, and for closing the air passages to restrict airflow; and provides at least one motor configured to operate one or more gates.

16. The method according to claim 15, characterized in that: The gate is a pivotal channel divider.

17. A method of supplying an aircraft, comprising a housing supporting at least one centrifugal impeller substantially axially positioned within the housing, the housing including a periphery, characterized in that: The method includes: At least one air outlet located on or near the perimeter; At least one gate located at or near the air outlet; At least one motor configured to operate the at least one gate; The motor can operate the gate to open and close the air outlet to restrict airflow.

18. The method according to any one of claims 13 to 17, characterized in that: This motor is a servo motor.

19. The method according to any one of claims 13 to 18, characterized in that: The gate is configured to open and close by sliding.

20. The method according to any one of claims 13 to 19, characterized in that: The shell has a substantially conical or spherical shape.

21. The method according to any one of claims 13 to 19, characterized in that: The shell has a substantially cylindrical shape.

22. The method according to any one of claims 13 to 21, characterized in that: The method further includes providing a second centrifugal impeller.

23. The method according to claim 22, characterized in that: The second centrifugal impeller is supported by the housing, and the housing further includes a second plurality of air passages and a second gate adjacent to the second centrifugal impeller.

24. The method according to any one of claims 13 to 23, characterized in that: The aircraft is configured for ground operations.

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