The invention relates to an air vessel designed around an internal propulsion function, which means that for stabilization and movement in all directions the air vessel additionally utilizes the air movement which is created by the rotation of the propeller about its axis and directed into the turbine part designed as an air duct within a frame. In the previously known solutions, i.e. open-ended systems, propellers are used to create lift and movement in all directions and do not provide additional utilization of air movement in a primarily horizontal direction. The design of the air vessel according to the invention is based on improved air flow utilization rate in a primarily horizontal direction. The blade tips are fitted with additional blades which generate increased thrust and force the air into the air duct, optionally fitted with static blades which further direct the air flow and build excess pressure in the air duct. This method of air capture produces additional lift by means of the lower nozzles on the lower part of the air duct, while lateral nozzles utilize the captured air to produce horizontal or rotational movement of the air vessel.

The structural design of the air vessel allows for the movement of air in a primarily horizontal direction, which is created by the rotating propeller. This air is directed into the turbine part, designed as an air duct within a frame, thereby creating excess pressure in the air duct. A plurality of nozzles are arranged along the circumference of the air duct. The controlled discharge of air from the air duct through nozzles creates forces which act on the frame in the reverse direction of the flow of air travelling through the nozzles. The controlled discharge of air through the nozzles can be utilized to produce additional lift, can stabilize and manipulate the air vessel in horizontal directions, and control the rotation of the air vessel in the horizontal plane.

Previously known air vessels using external propellers to produce vertical lift, e.g. helicopters, quadrocopters, and other similar air vessels, require a minimum of two propellers to prevent unwanted torsion caused by the reaction force between the frame of the engine and the engine drive axle. Manipulation of the previously known air vessels requires a minimum of two propellers, or a possibility to change the angle of the propeller blades. The most commonly used air vessel version is a helicopter with a propeller featuring variable blade angle adjustment and an additional vertical tail propeller preventing rotation of the helicopter body caused by the lift propeller. A helicopter may also have two or more lift propellers which rotate in opposite directions in order to eliminate the torsion and are either placed on an identical axle or two separate axles.

The air vessel according to the invention only comprises one propeller, its design allowing for the prevention of the unwanted frame rotation in the direction opposite to the direction of the rotation of the propeller, which is otherwise caused by the reaction force between the engine and the engine drive axle. The air vessel of the invention enables an improved utilization rate of the engine and controlled flight and stabilization of the air vessel without any need to adjust the propeller blade angles, thereby allowing the propeller blades of the air vessel of this invention to be fixedly attachable relative to the engine drive axle.

In the continuation, the invention is described and its embodiments shown in the below figures:

Fig. 1 is an air vessel according to the invention; frontal view

Fig. 2 is the air vessel according to the invention; cross-section in the horizontal plane Fig. 3 is the air vessel according to the invention; cross-section in the vertical plane Fig. 4 is the air vessel according to the invention; case of usage of several air vessels according to the invention for the design of a freight air vessel compound

The air vessel according to the invention comprises a frame (1 ), a propeller ( 3) rotating in the A direction, and a propulsion engine ( 6). The frame (1 ) includes an air duct (2), ribs (10), and a central part (11 ). The air duct (2) runs along the circumference of the maximum radius circular path defined by the propeller (13) and is attachable to the central part (11 ) by means of ribs (10). The air duct (2) is of concave shape in the radial vertical cross-section, preferably shaped as a truncated circle or truncated ellipse. The air duct is preferably designed as a uniform part. The inner circumference of the air duct (2) is arranged with a minimum of one air intake opening (3) in the radial direction to the rotation axis of the propeller (13), through which air is captured into the air duct (2) and this air is pushed by the propeller (13) in a primarily radial direction away from the propeller rotation axis. The air intake opening (3) is preferably executed along the entire inner circumference of the air duct (2). The distance of the air duct (2) from the axis of rotation of the propeller (13) and the dimensions of the air duct (2) are primarily dependent upon the dimensions of the propeller (13). The distance is such that it allows free rotation of the propeller (13) and that its blades extend at least to the air duct 2 or preferably partly through the air intake opening (3) into the air duct (2). The other dimensions of the air duct (2), i.e. height, width and size of the air intake opening (3) are such that they allow for free rotation of the propeller (13) and create maximum excess pressure in the air duct (2).

The air duct (2) is attachable to the central part (11 ) with a minimum of two ribs (10) so that between the ribs (10), air duct (2), and the central part (11 ) air gaps (12) are created which need to be as large as ppssible to minimize the disturbance of the lifting motion of air generated by the rotation of the propeller ( 3) about its axis. Therefore, it is desired that ribs (10) have the smallest possible surface area in the horizontal projection to ensure that air gaps (12) are as great as possible and the disturbance minimum. In a preferred embodiment the air duct (2) is attachable to the central part (11 ) of the frame (1 ) via four ribs (10) on the lower side and four ribs ( 0) on the upper side of the air vessel.

The circumference of the lower part of the air duct (2) is fitted with a minimum of two lower nozzles (7), which direct the air that is captured in the air duct (2) and creates excess pressure primarily downwards, thereby creating a force acting on the frame (1 ) in the opposite direction. The lower nozzles (7) are preferably equally spaced along the circumference of the lower part of the air duct (2). The lower nozzles (7) can be utilized to create additional lift or direct the air vessel. In the preferred embodiment, four lower nozzles (.7) are positioned along the circumference of the lower part of the air duct (2).

In the section of the circumference of the air duct (2), which is in the radial direction located at the greatest distance from the axis of rotation of the propeller (13), there are at least two lateral nozzles (6), which direct the air captured in the air duct (2) outwards primarily in a horizontal plane and in a predominantly radial direction at an angle of 0° to 90° relative to the radial direction, generating reverse-direction force on the frame (1 ). In the proximity of a lateral nozzle (6), positioned on the outer side of the air duct (2), there is an optional external air director (9), which additionally directs the air flow from the lateral nozzle (6) primarily in a horizontal direction at an angle relative to the respective radial direction. The lateral nozzles (6) and air directors (9) are primarily utilized for controlled manipulation of the air vessel in the horizontal directions and in the circular motion perpendicular to the axis of rotation of the propeller (13), as well as for the stabilization of the air vessel. In one of the preferred embodiments, as illustrated in Figs. 1 to 3, four lateral nozzles 6 positioned at the extreme end of the circumference of the air duct (2) are facing laterally outwards from the axis of rotation of the propeller (13) in equal, spacings, wherein three lateral nozzles (6) are fitted with external air directors (9). In this preferred embodiment, a minimum of one lateral nozzle (6) with its corresponding external air director (9) ensures the stabilization of movement of the air vessel around the axis of rotation of the propeller (13), and for controlled rotation of the air vessel around the axis of rotation of the propeller (13). The remaining lateral nozzles (6) ensure the movement of the air vessel along the horizontal plane. In this preferred embodiment, on the circumference of the air duct (2) below each lateral nozzle 6, a lower nozzle (7) is positioned, which is primarily directed downwards in the vertical direction.

Lateral nozzles (6) or lower nozzles (7) are optionally fitted with hatches (8), the gradual opening and closing of which is controlled, preferably electronically, with an aim to control the air flow through nozzles (6, 7) and thus the force acting on the frame (1 ). This affects the stabilization of the air vessel and the air vessel's direction and velocity of movement in all directions. Every hatch (8) is preferably regulated and controlled independently from others.

The propeller (13) comprises a minimum of two lift blades (14) and two additional blades (15). Additional blades (15) are designed to force the air into the air duct (2). Additional blades (15) are attachable on the propeller (13) in an essentially vertical plane, and the angle in the horizontal plane in the direction opposite to the rotation direction A of the propeller (13), which is formed by the direction of the radius of rotation of the propeller (13) and an additional blade (15) is between, and equal to, 0 and 45 degrees. Additional blades (15) extend in a radial direction to the axis of rotation of the propeller (13) at least up to the air intake opening (3) of the air duct (2) and as much further through the air intake opening (3) into the air duct (2) to allow for free rotation of the propeller (13) in the air duct (2).

In one of the preferred embodiments, the additional blade (15) is attachable to every lift blade (14) at a point which is at the greatest distance from the centre of the propeller (13), wherein the total length of the lift blade (14) and additional blade (15) is at least sufficient to ensure that the additional blade (15) extends in the radial direction at least to the air intake opening (3) of the air duct (2) and is not greater than required to partly extend through the air intake opening (3) of the air duct (2) to allow free rotation of the blades (14, 15) in the air duct (2).

In one of the preferred embodiments, the lift blades (14) and additional blades (15) on the propeller (13) are fixedly attachable to the drive axle (17) of the engine (16). In the preferred embodiment, the propeller (13) comprises four lift blades (14) and four additional blades (15), wherein the lift blades (14) and additional blades (15) are fixedly attachable to the drive axle (17) of the engine (16) and are of uniform design manufactured from a single material. Along the inner side of the circumference of the air duct (2) static blades (4) are optionally positioned, which additionally direct the air flow in the air duct (2) in a circular flow path to the next nozzle(s) (6, 7). In the vertical direction the static blades (4) extend along the entire inner height of the air duct (2) and are positioned within the area between the outer radius defined by the rotary movement of the propeller (13) and the radius of the same centre which coincides with the edge of the lower nozzle (7), which is the closest to the axis of rotation of the propeller (13).

In the proximity of at least one nozzle (6) or (7) in the air duct (2) the air director (5) is optionally positioned, which directs the air flow in the air duct (2) into the nozzle (6,7). The air director (5), which extends along the entire inner height of the air duct (2), is positioned within the area between the outer radius defined by the movement of the propeller (13), and the radius of the inner circumference of the air duct (2), which is at the greatest distance from the axis of rotation of the propeller (13). The air director (5) is opened towards the air flow from the air duct (2), which equals the direction of rotation A of the propeller (13), and closed on the other side of the nozzle (6, 7).

The engine (16) is attachable to the central part (11 ) of the frame (1 ), wherein the propeller (13) is attachable to the drive axle (17) of the engine (16). The reverse is also possible, meaning that the drive axle (17) of the engine (16) is attachable to the central part (11 ) of the frame (1 ) and the propeller (13) is attachable to the engine (16). In one of the preferred embodiments the drive motor ( 6) is an electromotor which can be fitted to the central part (11 ) of the frame (1 ), wherein the batteries for electromotor charge are fitted to the central part (11 ) of the frame (1 ). The engine (16) and the accumulator batteries are installed in the central part (11 ), ensuring that their common centre of mass is evenly distributed around the central axis of the air vessel and as close as possible to the central axis of the air vessel to ensure horizontally balanced air vessel.

On the upper surfaces of the frame (1 ), the air vessel may have optionally fitted photovoltaic cells for continuous charging of accumulator batteries or supplying the electric motor.

The air vessel can be fully remotely monitored.

Fig. 4 shows the use of the combinations of air vessel according to the invention for the construction of a compound air vessel to ensure greater carrying capacity.

This design enables alignment of the air vessel according to the invention in a horizontal plane and maintenance of its stability in flight, which is of particular importance with regard to the use of the air vessel for recording purposes. The air vessel according to the invention can be, combined with various supplementary apparatuses depending on the purpose of use, used for different purposes which may include control of traffic, transmission lines, mobile security cameras, monitoring of ecological and weather phenomena, monitoring of open-air events, for support to rescue operations, and for the needs of agriculture.