Patent ID: 12209555

DETAILED DESCRIPTION

It will be appreciated that for simplicity and clarity of illustration, where appropriate, reference numerals have been repeated among the different figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein can be practiced without these specific details. In other instances, methods, procedures, and components have not been described in detail so as not to obscure the related relevant feature being described. The drawings are not necessarily to scale and the proportions of certain parts may be exaggerated to better illustrate details and features. The description is not to be considered as limiting the scope of the embodiments described herein. It should be noted that references to “an embodiment,” “one embodiment,” or “some embodiments” in this disclosure are not necessarily to the same embodiment, and such references mean at least one.

Several definitions that apply throughout this disclosure will now be presented.

The term “coupled” is defined as connected, whether integral with, directly attached, or indirectly attached through intervening components, and is not necessarily limited to physical connections. The connection can be such that the objects are permanently connected or releasably connected. The term “electrically coupled” is defined as being in structural electrical contact, whether directly or indirectly through intervening components, to allow the flow of electrons between the respective elements. The term “outside” refers to a region that is beyond the outermost confines of a physical object. The term “inside” indicates that at least a portion of a region is partially contained within a boundary formed by the object. The term “substantially” is defined to be essentially conforming to the particular dimension, shape or other word that substantially modifies, such that the component need not be exact. For example, substantially cylindrical means that the object resembles a cylinder, but can have one or more deviations from a true cylinder. The term “about” in relation to quantitative measurements (unless otherwise stated) includes, but is not limited to, the disclosed measure and measurements about the disclosed measure in terms of its disclosed degree. For example, “about 90” would at least include 80-100, whereas “about 90.0” would at least include 89.0-91.0. The term “comprising” means “including, but not necessarily limited to”; it specifically indicates open-ended inclusion or membership in a so-described combination, group, series, and the like.

The present disclosure is described primarily in relation to a vehicle7that is a VTOL70; however, as indicated, the PPS2can be used in any appropriate environment. As shown, it is contemplated for use with other vehicles7such as aircraft71, watercraft73, submarine72, and an enclosed transport vehicle74, e.g., vactrain and hyperloop.

FIG.1illustrates an embodiment of the VTOL70. The VTOL70comprises a personnel section1and a PPS2.

In some embodiments, the personnel section1comprises one or more of the following: a cover11, a chair12, and flight controls (not shown). In some embodiments, a personnel section1is housed in a separate module coupled to and electrically coupled to the PPS2. Cockpit noise isolation can be achieved, in part due to the location of the PPS2, compared to traditional helicopters, where propellers are overhead, and the engine is next to the passenger. Passive noise reduction techniques such as double-paned glasses and active noise cancellation can also be used. In some embodiments, the personnel section1floor could be made of sound-absorbing material to reduce noise during lift-off and landing. The VTOL70, with its minimalistic footprint, would be ideal to land in smaller places such as yards, parking lots, flat roofs, etc.

In some embodiments, the PPS2comprises an intake section21, an output section22, and a propulsion unit3. In some embodiments, the propulsion unit3comprises a motor31and a propulsion member. In some embodiments, the propulsion member comprises an extension32and blades33. In some embodiments, the propulsion member comprises a motor engagement section34that has a length greater than the extension32to increase the engagement of the motor31while still decreasing the weight of the extension32. In some embodiments, the motor31comprises a stator of an electric motor, and the motor engagement section34acts as, or is, the external rotor of an electric motor. The blades33are configured to draw in and push out fluid into and out of the PPS2. In some embodiments, the propulsion unit3comprises an upper section36and a lower section37. In some embodiments, the motor31and the propulsion member are located between the upper section36and the lower section37. In some embodiments, the personnel section1is coupled to the upper section36. In some embodiments, the upper section36is at least partially coupled to lower section37by the intake section21and/or the output section22. In some embodiments, the upper section36and/or the lower section37have outer walls that are substantially or fully solid such that fluid flow primarily or fully flows through the openings at the top and bottom thereof.

In some embodiments, the blades33rotate about or outside the periphery of the personnel section1. It is believed that having the PPS2below and the blades33and fluid flow outside the periphery enhances aerodynamic and/or rideability effects because the active air thrust is out along the periphery.

In some embodiments, the motor31is coupled to or an integral part of the lower section37and acts to support or partially support the upper section36. In some embodiments, the motor31comprises an electric motor, an internal combustion motor, or a combination thereof.

FIG.2Aillustrates an embodiment of the motor31and the motor engagement section34. In some embodiments, there is an air gap314between the motor31and the motor engagement section34. In some embodiments, the air gap314is consistent about the motor31. In some embodiments, the motor engagement section34rotates about the motor31. In some embodiments, there is a bearing35located between one or both (upper and lower bearing), the motor engagement section34and the upper section36, and the motor engagement section34and the lower section37. In some embodiments, the one or more of the bearings35comprises balls351.

The diameter315of the motor engagement section34can be set to achieve optimum performance. In some embodiments, too small a diameter would have difficulty supporting the weight of the upper section36and the personnel section1during the flight, while too large a diameter would create impractically ultra-fast spinning ball bearings, causing severe friction loss and destruction. Currently, there is no ball-bearing technology to operate on the periphery of the propulsion unit3, at the required speeds, in the weight and the size suitable for a VTOL70able to carry a passenger. In contrast, in some embodiments of the current design, by using the extension32, the bearing35can reduce its required speed and lessen friction. In some embodiments, the diameter315of the motor engagement section34is about 50 cm and in some embodiments the diameter315is less than 50 cm. In some embodiments, the balls351can be roll-bearings, which, in some embodiments, can provide better lift handling.

In some embodiments, the motor31comprises stator of an electric motor, and the motor engagement section34is the external rotor of the electric motor. In some embodiments, the balls351are located on both ends of the motor engagement section34, and the air gap314is well-defined and constant to create the required stator-rotor separation. The direct engagement of the balls351with the motor engagement section34and when the motor engagement section34is the external rotor of the electric motor can allow for efficiencies that allow for better power consumption. Designs of the prior art may use traditional ball bearings to secure the rotor to a motor shaft and use thrust bearings to couple the shaft to the body. In some embodiments, given that there is no need for traditional ball bearings, the weight and/or friction is reduced, resulting in greater efficiency.

FIG.2Billustrates an embodiment of the motor31and the motor engagement section34. In some embodiments, the motor engagement section34defines one or more ball grooves341. In some embodiments, the ball grooves341comprise of an upper ball groove3410and the lower ball groove3411. In some embodiments, the upper section36defines an upper section groove361and the balls351at least partially reside inside the spaces defined by the upper ball groove3410and the upper section groove361. In some embodiments, the lower section37defines a lower section groove371and the balls351at least partially reside inside the spaces defined by the lower ball groove3411and the lower section groove371. The bearings35allow for low friction movement between motor engagement section34and the upper section36and/or the lower section37. Also in some embodiments, the motor engagement section34, and the extension32, the blades33, or a combination thereof can be integral.

FIG.2Cillustrates an embodiment of the PPS2comprising a motor31located in the lower section37. In some embodiments, the motor engagement section34extends from the motor31, is coupled to or integral with the extension32, and the extension32is coupled to or integral with the blades33. In some embodiments, the motor31is a stator and the motor engagement section34is a rotor. While it is shown inFIG.1Bthat the motor31is located in the lower section37, it is to be understood that the orientation can be flipped such that the motor31is located in the upper section36and the motor engagement section34extends down from the motor31.

FIG.3Aillustrates an embodiment of the output section22. In some embodiments, the output section22acts to provide for the reduction of torque or torque-free operation of the propulsion unit3. In some embodiments, the output section22comprises a flow guide24. In some embodiments, the flow guide24comprises one or more output vanes241. In some embodiments, the output vanes241define internally curved surfaces that absorb the rotational momentum of the exiting air created by blades33and directs the fluid straight out of the output section22. This effectively cancels the exiting fluid torque and produces a uniform outward thrust. In some embodiments, the angle, curvature, thickness of the blades33, or a combination thereof can be changed. In some embodiments, the output vanes241extend the majority of the, if not the entire, length of the flow guide24.

In some embodiments, the output section22comprises three or more output throttles25. In some embodiments, the one or more of the throttle vanes242comprise output vane vectoring elements2410, or also called throttle vane vectoring elements. In some embodiments, the output vanes241comprise throttle vanes242that have an output throttle25controlling the flow of fluid therebetween. In some embodiments, the output vanes241comprise an output vane vectoring elements2410configured to at least partially direct fluid flow out the output section22.

In some embodiments, the extension32comprises a spoke configuration comprising two or more arms extending from the motor engagement section34with a blade33on the end. The motor engagement section34will rotate, which will cause the blades33to move and force fluid into the output section22and through the output vanes241, output throttles25, and/or the throttle vanes242. In some embodiments, output throttles25extend, horizontally, in and out from the lower section37to adjust air flow. In some embodiments, the output throttles25are located below the throttle vanes242and/or are configured to extend in and out from the lower section37.

In some embodiments, due to the peripheral structure of the PPS2, the blade angle332of the blades33can stay constant and does not change radially, so the resultant downward flow is vortex-free and uniform, allowing better torque cancellation. In some embodiments, the blades33are able to rotate according to need, and one or all the vanes, as a set or individually, are able to rotate in order to increase torque cancelation. Further, the output vanes241need to be of sufficient length to be effective and provide a smooth downward fluid flow transition. In some embodiments, the curvature and/or the combination of the length and the curvature of the output vanes241are arranged such that no fluid could travel straight through the output section22without altering its path. In some embodiments, one would not be able to see straight through the output section22due to the shape and location of the output vanes241.

FIG.3Billustrates an embodiment of the output section22comprising output section vectoring elements221. It is to be understood, that the output section vectoring elements221may line up with the output vanes241or be offset therefrom. The number and location of the output section vectoring elements221is not limited. In use the output section vectoring elements221can work independently, all together, or in different groups. In some embodiments, output throttle25resides in a different vane than output section vectoring element221. Output vane vectoring element2410achieves the same task as output vane vectoring element2410. In some embodiments, there will be both output section vectoring elements221and output vane vectoring elements2410, and in some embodiments, the output section vectoring elements221and the output vane vectoring elements2410can be aligned with the same output vane241. In some embodiments, there are output section vectoring elements221, output vane vectoring elements2410, intake vane vectoring elements, blade vectoring elements331, or a combination thereof.

FIG.3Cillustrates an embodiment of the output vanes241define a trailing distance2411. In some embodiments, the trailing distance2411is defined by the distance between the trailing input edge2413and the trailing output edge2414of an output vane241. In some embodiments, the trialing distance is greater than or equal to the distance between the trailing input edge2413and the leading input edge2415of an adjacent output vane241. In some embodiments, the trailing distance2411and the location of the leading input edge2415of an adjacent output vane241are situated such that there is no way for fluid to flow straight through the output section22. The fluid will have to alter its course to some degree as it flows through the output vanes241. There is a trailing edge tangent24140that is the tangent of the trailing output edge2414, and in some embodiments, the trailing edge tangent24140is set to, or about, 90 degrees in relation to the output plane. There is also a trailing input edge tangent24130that is the tangent of the trailing input edge2413, and in some embodiments, the trailing input edge tangent24130is set to, or about, 45 degrees in relation to the intake plane. In some embodiments, the output vanes241defines a shape where the output vane241near the entry is thicker than it is at the output. In some embodiments, the output vanes241are substantially a curved tear-drop shape. In some embodiments, the total height of the output vane241is, or about, two times the effective length2416of the output vanes241. In some embodiments, the ability of the output throttle25to limit flow between the throttle vanes242can be set as desired. As can be seen inFIG.3B, in some embodiments, the output throttle25, when extended, only covers a portion of the entry. In some embodiments, the output throttle25covers a majority, if not all of the entry when fully extended (e.g., anything between 50% to 100%).

As indicated below, in some embodiments the intake vanes231are a reflection, or substantially a reflection of, the output vanes241. In some embodiments, the intake vanes231comprise an intake trailing input edge and an intake trailing output edge. The intake trailing input edge defines an intake trailing input edge tangent, and the intake trailing output edge defines an intake trailing output edge tangent. Each intake vane231defines an effective length. In some embodiments the intake trailing input edge tangent is about 90 degrees, the intake trialing output edge tangent is about 45 degrees, or a combination thereof. In some embodiments, each intake vane231comprises a leading input edge; and a distance between trialing input edge and the leading input edge of an adjacent output vane is less than or equal to the effective length.

FIG.3Dillustrates a representation of an embodiment of the propulsion unit3. In some embodiments, the blades33are set at a blade angle332in relation to extension32. In some embodiments, the blades33will encounter the substantially linear fluid flow at the blade angle332. In some embodiments, the blade angle332is set to 45 degrees, and the blades33will encounter the substantially linear fluid flow at a 45-degree angle. In some embodiments, the blades33are planar; in other embodiments, the blades33have a non-planar shape. In some embodiments, the blades33are all the same shape; however, in other embodiments, all blades33do not have the same shape.

FIG.3Eillustrates an embodiment of the propulsion unit3. In some embodiments, the extension32comprises a disk that extends from the motor engagement section34to the blades33. In some embodiments, the one or more blades33comprise one or more blade vectoring elements331that can change the angle of the leading edge or the trailing edge of the blade33.

One of the benefits of electrical motors is the low-end torque they can exert, while one of the drawbacks of those same electrical motors is the energy required for high-end speed. Thus, one advantage of the extension32and the blades33, located a distance away from the motor31, allows the propulsion unit3to utilize the advantages of a motor31that is electric. The distance away from the motor31will increase the speed of the blades33in relation to the motor31, and it will increase the torque required to move the motor engagement section34. Thus, it uses the extension32as a means to employ the torque as a means to increase speed. The extension32exploits the ability of an electric motor to exert a large amount of torque at lower speeds. Also, as stated above, the location of the bearing35, being so close to the center, allows for slower rotation of the balls351.

FIG.4Aillustrates an embodiment of the PPS2comprising an intake section21and an output section22that are coupled together. In some embodiments, the intake section21and the output section22share parts, are integral, separate from each other, coupled together and/or electrically coupled. In some embodiments, the intake section21comprises intake vanes231. In some embodiments, the intake vanes231are very similar to the output vanes241. In some embodiments, the intake vanes231are situated such that there is no way for fluid to flow straight through the intake section21. The fluid will have to alter its course to some degree as it flows through the intake vanes231. There is an intake input edge tangent, and in some embodiments, the intake input edge tangent is set to, or about, 90 degrees relative to the exit plane. There is also an intake trailing edge tangent, and in some embodiments, the intake trailing edge tangent is set to, or about, 45 degrees relative to the intake plane. In some embodiments, the intake vanes231define a shape where the intake vane231near the entry is thicker than at the output. In some embodiments, the intake vanes231define a substantially curved tear-drop shape cross-section.

In some embodiments, the intake vanes231and the output vanes241are a reflection of each other, as if they were flipped 180 degrees. In some embodiments, as can be seen, when the fluid exits the intake vanes231, the fluid is directed in a direction, at least partially, that the blades33rotate. Further, the output vanes241are angled in a direction, at least partially, opposite to the blades33rotate. It is believed that the shape and angle of the output vanes241and or the intake vanes231will help reduce or cancel the torque created by the rotation of the blades33.

In some embodiments, as the propulsion unit3operates, fluid is drawn in through the intake section21and out the output section22by the blades33. In some embodiments, the fluid will be drawn through the intake vanes231, out the output vanes241, or both. In some embodiments, the fluid will be directed from a perpendicular flow, entering the intake section21, to a relative angled flow, exiting the intake section21; an angled flow, entering the output section22, to a perpendicular flow, exiting the output section22; or both as shown inFIG.4B.

In some embodiments, the intake vanes231, the output vanes241, the blades33, or a combination thereof, are able to rotate to the desired angle.

Some embodiments comprise an enhanced torque cancellation. As shown inFIG.4A, the intake section21and the output section22, through the intake vanes231and output vanes241, which act to straighten both intake and exit fluid flow. While output vanes241cancel exiting air circulation, intake vanes231prevent incoming air circulation. In combination or separately, the intake section21and the output section22act to reduce or cancel the total air torque and can produce a uniform outward thrust. The use of the intake vanes231and output vanes241can help achieve true torque cancellation. The use of the intake vanes231, as opposed to just the use of the output vanes241, may increase the torque cancellation. Stronger incoming air circulation can occur if only the output vanes241are used, reducing the torque cancellation of the PPS2. In some embodiments, the intake vanes231and output vanes241, while in a different orientation, are of the differing or same size and/or shape. In some embodiments, one or more of the intake vanes231, one or more of the output vanes241, or a combination thereof are of a differing shape or size from the other intake vanes231and/or output vanes241. In some embodiments, additional set, or sets, of vanes are located in the intake section21, output section22, or a combination thereof.

It is believed that the proper cancelation of torque of the PPS2would improve efficiency considerably. It is well-known that about 30% of power is lost in the booms of traditional helicopters. Similar losses are expected in modern multi-copter, although their opposing rotating propellers cancel each other's torque. However, power loss occurs in the opposing airflow rotations.

A further benefit of torque cancellation is less acoustic noise. Energy loss in circulating air contributes much to audible noise, so the non-circulating fluid flow in this would generate less noise. In some embodiments, the PPS2will comprise sound-absorbing materials designed to absorb and dissipate sound power at the frequencies of generated noise. Furthermore, the intake section21, the output section22, the intake cover210, or a combination thereof, reduce lateral noise emissions.

In some embodiments of the VTOL70, the loudest noise is generated during lift-off and landing, and the torque cancelation and/or the sound-absorbing materials will reduce the peak noise level in the vicinity of the VTOL's70takeoff and landing sites. These noise reduction benefits can be significant for acoustic comfort, and regulatory requirements that VTOL70should not generate more than certain noise levels in residential areas. These materials can also be used in different embodiments, parts, and locations of the PPS2.

Some embodiments of the PPS2use dual peripheral anti-rotating propulsion units3.

In some embodiments, the PPS2comprises a mechanism such as a swash plate used in traditional helicopters to enable propeller pitch control to vary lift force.

In some embodiments of the VTOL70, a payload module is mounted to the PPS2. In some embodiments where the payload is located below the PPS2and sized such that the payload module has a smaller diameter than the extension32, the payload will not block the fluid flow from the PPS2.

In some embodiments, the VTOL70comprises a parachute. In some embodiments, the parachute is coupled to the personnel section1. In some embodiments, the personnel section1is detachable from the remainder of the VTOL70, reducing weight and allowing for more support from a parachute if deployed. One advantage that the VTOL70has, by having the PPS2located below the personnel section1, the parachute is free from possible interference by the propulsion unit3. In other designs, a deployed parachute may interact with propellors above the personnel compartment.

FIG.5illustrates an embodiment comprising four output throttles25. The output throttles25work in conjunction to limit the fluid flow out of the output section22in certain areas to allow for directional control. In some embodiments, there are three output throttles25; in some, there are four or more.

In some embodiments, the propulsion control or assistance thereof is done by the output throttles25. In some embodiments, the output throttles25will control the direction or assist in directing the vehicle (e.g., VTOL70, aircraft71, submarine72, watercraft73). The three or more output throttles25allow for two-dimensional directional control and stabilization. In some embodiments, the output vane vectoring elements2410, are only coupled to one or more the throttle vanes242, which can provide further control of direction, rotation, and/or torque cancellation. Having control in an x-y axis allows full two-dimensional operation. In some embodiments, output throttles25, or the outputs thereof, are positioned at the periphery of the PPS2, and away from its center of gravity. In some embodiments, the output throttles25, and their positioning can provide the ability to maintain stability during lift-up, flight, and landing of the VTOL70. It is understood that one or more of the output vanes241can comprise output vane vectoring elements2410. It is understood that all the vectoring elements (e.g., output vane vectoring elements2410, blade vectoring elements331, etc.) can act in unison, in different groups, or independently.

FIG.6Aillustrates an embodiment of an intake cover210. In some embodiments, the intake cover210will be located above the intake section21. In some embodiments, the intake cover210comprises an intake cover grille2101. In some embodiments, the intake cover grille2101will prevent items of varying sizes from entering the intake section21, and the effective opening sizes can be varied as desired. In some embodiments, the intake cover2010comprises intake grille vanes2102. In some embodiments, the intake grille vanes2102are configured to straighten the fluid flow entering the intake section21. In some embodiments, the tear-drop shape will reduce fluid flow resistance and reduce turbulent flow generation by the fluid flowing through the intake grille vanes2102, reducing noise and/or increasing efficacy. In some embodiments, the intake grille vanes2102define a tear-drop shape cross-section. In some embodiments, the intake grille vanes2102will straighten the fluid flow while preventing items of a certain size from entering the intake section21. In some embodiments, the PPS2comprises two intake covers210located on either side of the PPS2. In some embodiments, the intake grille vanes2102can rotate to any desired angle.

FIG.7Aillustrates an embodiment of the VTOL70in use. After initial lift-up and levitation in the air, the whole VTOL70could tilt forward to allow horizontal forward flight. This way, air thrust would support the weight of the VTOL70and provide the forward propulsion force.

FIG.7Billustrates an embodiment of the VTOL70in use and having a chair12that will allow the user to remain vertical or substantially vertical during flight. In some embodiments, the user will be able to fix the chair12or allow for gyroscopic movement and maintain position in relation to the horizon. This could give a better travel experience and a better view of the surroundings. Any front display or console could also follow the passenger's gyroscopic movement as well. In some embodiments, the amount of movement can be limited to allow for user feedback as to the flight of the VTOL70.

FIGS.8A,8B, and8Cillustrate one or more PPS2used to propel an aircraft71. The PPS2can be located about the center of the aircraft71, between the wing and the tail, and/or on the tail. In some embodiments, the PPS2is tapered. In some embodiments, the PPS2can be tapered to better allow for takeoff and landing. In some embodiments, the PPS2would divide the cabin into two sections.

FIG.8Dillustrates a submarine72comprising a PPS2.

FIG.8Eillustrates a watercraft73comprising a PPS2.

FIG.8Fillustrates an enclosed transport vehicle74comprising a PPS2. In some embodiments, the enclosed transport vehicle74is a vactrain. In some embodiments, wheels, rails, or a magnetic levitation/drive could be used. The movement could be bidirectional, and only the direction of rotation of the motor31needs to be reversed and/or the angle of the blades33. In some embodiments, the blades33, the intake vanes231, the output vanes241, the intake grille vanes2102, or a combination thereof can also be rotated as desired and/or for a reverse operation. In some embodiments, the PPS2comprises two intake covers210located on both sides of the PPS2.

In some embodiments, the VLOT70is a remote vehicle, comprises a camera, a self-guidance system, a package delivery system, or a combination thereof. It is understood that in some embodiments, the VTOL70is a remote delivery vehicle configured to transport packages from one location to another.

The embodiments shown and described above are only examples. Even though numerous characteristics and advantages of the present technology have been set forth in the foregoing description, together with details of the structure and function of the present disclosure, the disclosure is illustrative only, and changes may be made in the detail, including in matters of shape, size and arrangement of the parts within the principles of the present disclosure up to, and including, the full extent established by the broad general meaning of the terms used in the claims.

It should also be noted that elements of embodiments may be described in reference to the description of a particular embodiment; however, it is disclosed that elements of disclosed embodiments can be switched with corresponding elements of embodiments with the same name and/or number of other disclosed embodiments.

Depending on the embodiment, certain steps of methods described may be removed, others may be added, and the sequence of steps may be altered. It is also to be understood that the description and the claims drawn to a method may include some indication in reference to certain steps. However, the indication used is only to be viewed for identification purposes and not as a suggestion as to an order for the steps.