瑞典专利SE1300448A1 Aircraft propulsion system

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专利摘要:
Propulsion system for aircraft. The invention consists of a propulsion concept integrated with the fuselage of an aircraft, which propulsion concept provides very short take-off and landing distances, high flight speed (high subsonic to transsonic) and which can be designed to give both very low IR signatures and low radar signatures. With the integration of the propulsion system, the vehicle has a small cross-sectional area and thus has low air resistance. A vectorization of the air flows created around the aircraft also enables a shorter approach distance and a steeper ascent and therefore provides less noise. The propulsion concept, which is hereinafter abbreviated HPVO (High Performance Versatile Optimized propulsion). The invention is useful both for aircraft of the type for conventional take-off and landing, "CTOL" (Conventional Take Off and Landing), "CHAIR" and for vertical take-off and landing, "V (T) OL" (Vertical (Take) Off and Landing ). The invention enables an optimal propulsion concept of a flying wing or "Blended body". The concept is applicable to both large and small aircraft, manned as well as unmanned. The construction means that one or more engines drive a shaft or several shafts, which / which in the basic embodiment is placed across the longitudinal axis of the vehicle. (fig- 9)
公开号:SE1300448A1
申请号:SE1300448
申请日:2013-06-25
公开日:2014-12-26
发明作者:Erik Prisell
申请人:Försvarets Materielverk；
IPC主号:

专利说明:

40 steeper climb and therefore gives less bumpy night. The vectorisation also leads to improved eye safety during take-off and landing, which can thus take place with lower eye speeds.
The propulsion system, hereinafter abbreviated as HPVO (High Performance Versatile Optimized Propulsion), has unique functional properties and structural properties combined with good performance properties. The invention is useful both for aircraft of the type for conventional take-off and landing, "CTOL" (Conventional Take Off and Landing), "CHAIR" and for vertical take-off and landing, "V (T) OL" (Vertical (Take) Off and Landing ).
The design enables an optimal propulsion system of a flying vehicle of the type flying wing or "Blended body", within a very large possible speed range and with very good stealth properties regarding IR and radar signatures and lower noise.
The concept is applicable to both large and small eyeglasses, manned as well as unmanned and for eyeglasses of the types eyed wing, blended body and ordinary eyepiece. Ordinary eye plane means a plane that has a body with wings, such as an MD-80 or Boeing 737. The design means that one or your engines drive an axle or your axes, which in the basic version are located across the longitudinal axis of the vehicle. At least one differentiated speed (DVF) is arranged at the shaft. The differentiated speed harness (s) consists of a harness in a genuine house with air ducts and inlets for air, and the DVFs are mounted so that it or they are driven by a shaft which it rotates around. In the drawings, it has been chosen to show the axis transverse to the longitudinal direction of the eye plane, but it may also be slightly offset in relation to. The term differentiated velocity kommer comes from the incoming air entering the ﬂ orifice velocity and from the side of the ﬂ orifice and being forced out of the kten orifice at high subsonic to transonic velocity (approximately 0.8 - 1.2 M) and approximately perpendicular to the direction from which it entered ﬂ married.
At least one air intake is arranged in the leading edge of the wing or on its front part. The air intake can also be placed somewhere on the top or bottom of the aircraft or its wing.
The air intake is designed so that it provides the smallest possible radar ﬂ ex. Techniques for this are generally known, which is why it is not included in the present application. The air is led into the differentiated velocity shaft or the differentiated velocity shaft through the air intake (s).
The differentiated speed hub (s) accelerates and compresses the air and pushes it out through one or more openings (nozzles) in the rear edge of the wing / body, on the upper side or on the lower side. Combinations of rear edge, top and bottom are also possible. At least one of the nozzles can be adjusted by having at least one flap arranged next to it and manoeuvrable.
The concept entails an optimized integration of the propulsion system and the hull, which is achieved by the hull components of the ﬂcraft being so designed that they also form a substructure of the propulsion system. The design means high lifting power, low weight, low air resistance, good stability at low speeds as well as at high speeds, high flow control, reduced noise level and good stealth properties. High lifting power is obtained by supercirculation around the wing and prevention of d separation of wings and wings flaps by supplying energy in the boundary layer. The air resistance is lowered by extending the zone with the liner boundary layer.
The main component ﬂ äkten / ﬂ äktania in an HPVO consists of a special differentiated speed fan, DVF (Differential Velocity Fan), which is driven by some type of drive unit, which can for example consist of a gas turbine or other engine. The differentiated velocity spigot has a number of spindle blades which on rotation of the spigot rotate so that air is sucked in through a ushintag located on the upper side of the wing and controlled by a flap to its size, compressed and squeezed out through an opening in the rear part of the wing or eyepiece. .
The versatility of the system includes energizing boundary layers, increased control at low speed by flap blowing, vectorized traction, large possible directional change of traction.
The system is aerodynamically insensitive to variations in flow angles between the airflow entering the DVF and the outer edge of the ﬂ spikes. This results in a very flat ﬂ marriage characteristics which makes the system insensitive to variations in ﬂ marriage leaf geometry. Furthermore, conventional guide rails (stators) or variable guide rails are not needed. The aerodynamic design of the rotor is also uncritical because the velocity of the inflowing air, relative to the Machtal, is low. The relative velocity of inflowing air, which air hits the blade, has an ultrasonic velocity. Closest to the hub, the air will hit the blade in the axial direction and towards the periphery the air hits the blade at an angle deviating from the axial plane. The blade profile in the rotor is therefore more aerodynamically uncritical than conventional conventional engines and more mechanically resistant to damage by foreign objects, such as ice, hail, birds, sand, volcanic ash and more (Foreign Object Damage).
The distance between the ﬂ blades and the uset housing is also not critical, which is otherwise the case in a standard ﬂ shaft or axial compressor rotor. The construction is thus both easy to integrate in a hull or wing and very robust. Another great advantage, both in terms of weight and space, is that the propulsion system does not necessarily need a switch between motor and DVF.
The by-pass ratio, BPR, (ﬂ true ﬂ ratio) is with DVF driven by one or ﬂ your gas turbines significantly higher than for a conventional turbo kt engine. For the standard turbofan engine, limitations in BPR are given by the fact that BPR increases by the kt true diameter, which entails a number of disadvantages. A disadvantage is that the distance between the engine and the ground is reduced, which means that the landing site must be designed higher. An increase in the diameter of the engine gondola gives, in addition to the previously mentioned disadvantage, also an increase in weight and an increased air resistance both externally and internally in the aircraft. Another disadvantage is that with increasing diameter, the difference between the rotor and the rotational speeds of the power turbine increases, which means that either an additional turbine stage must be added or the shaft 40 must be equipped with a gear, which means both increased costs, need for more space, increased weight. and higher fuel consumption. Another very important aspect for some aircraft is that the radar target area also increases with larger engines.
A normal BPR ratio for a ﬂ genuine (ﬂ genuine engine, turbo ﬂ genuine engine) is for an advanced ﬂ genuine today practically around 8 and for an unencapsulated ﬂ genuine theoretically over 20 up to 50, possibly also slightly over 50. In contrast to a regular fan, a DVF- systems for the same BPR much smaller rotor diurnets and less projected surface adjacent to the bla blades rotating in the ölj casing. The BPR for the DVF can be practically designed to be around 15-30, whereby the effective propulsion efficiency can be as high as 90 to 95%.
Figure 1 shows a cross-section of a wing according to a section A-A, the position of which in a ﬂ vessel, which is shown in ﬁ figure 2, in ﬁ figure 1 also shows the position of the flaps during normal movement and with arrows which direct the air currents in and around the wing.
Figures 3-5 and 7-9 show, like 1 gur 1, the section A-A, but with different details numbered. Figure 9 refers to a similar section, but through a wing of alternative forms of drying.
Figure 6 shows in more detail the shape of the rotor blades at the base and at their outer edge. By outer is meant the part that is radially furthest from the center of rotation of the ﬂ marriage. The blades are inclined backwards from the direction of rotation and cuped forward.
Figure 7 Figure 7 shows how the nozzle flap (10) and lower nozzle flap (11) interact in three different positions. Figure 8 shows how the air flows inside the propulsion system seen from above.
The number in parentheses indicates at least one figure in which the reference numeral appears again. 1. Aircraft (2) 2. Drive unit (2) 3. Power transmission device (2) 4. DVF, differentiated speed gear (1-6). Air intake (1) 6. Outlet nozzle (1-5) 40 14.. 16. 17. 18. 19.. 22. 23. 24.. 26. 27.
Front wing edge (1,2) Fuel tank (1, 3-5) Flap lu ﬁ inlet (1, 3, 8). Upper nozzle flap (1, 5, 9). Nozzle flap / spoiler (1, 5, 9). Rotomav (1, 6). Opening (1, 9) boundary layer (4) Rear part, top Wing (4) Secondary air intake (3) Bottom (1, 3, 8) Top (1, 3, 8) Flap (3) Lower part ﬂ marriage house (3, 8 ). Upper part k married house (3, 8) Rotor (6,8) Forward direction (1) Backward direction (1) Curved profile (6) Straight profile (6) Fan blade (6) 40 28. 29.. 31. 32. 33. 34.. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48.
Normal to the rotor surface (6) Angle (6) Fan housing (8) K1aff (9) Flap (9) Opening (9) Opening (9) Flap (9) Flap (9) Flap (9) Separate edge wall between right and left side i ﬂ äkten (2) Stagarmar (9) Open ﬂ äktsida (9) Air duct (9) Air duct (9) Spill over (9) Column (1 0) -0 Flow divider (9) Diameter (4) Width (9) 40 I ﬁ gur 2 is a sketchy view of a part of a yacht (1) with the propulsion system according to the invention concept. The system comprises one or more centrally located drive units (2), from which power can be transmitted with a power transmitting device (3), to the differentiated speed shafts (4). The power transmission devices (3) can also, but need not, be provided with gears in order to be able to regulate the speed of the spheres independently of the speed of the drive units (2), which can also be provided with the possibility of regulating the speed.
Figure 2 shows an air intake (5), which is also included in Figures 1, 3-5 and 7-9. The air intake (5) is advantageously designed from a stealth point of view as a ushint intake, which can be covered by nets with a radar-absorbing material on the surface and which can also be advantageously designed so that it has no sharp corners or edges, which give radar axes. By ﬂ ushintag is meant an air intake which is an opening in a smooth surface and that no edges around the air intake are raised so that it gives minimal radar ﬂ ex. Designing the air intakes as ﬂ ush intakes is also done in order to reduce the air resistance. The air flow is controlled by arranging at least two flaps next to the opening (nozzle). The flaps are of the conventional type. How air intakes can be designed to provide as small a radar target area as possible is known per se and is therefore not addressed in the present application. Figure 2a shows how the air flows inside the vessel, from the air intake further towards the shaft, which it enters axially, and how it is then pushed out radially by the DVF in a substantially one direction, towards the openings (6,13) and towards the outlet nozzles (1 -5).
Figure 1 shows section A-A in an eyecraft turn. Figure 1 shows the leading edge (7) of the wing (7) of the wing, the shape of which is determined by the speed range within which the wing is intended to fly. Figure 1 also shows a fuel tank (8). At the air inlet (5) a nozzle flap (9) is arranged, which nozzle flap (9) regulates the geometry of the air inlet (5).
Figures 1-5 show outlet nozzles (6), which are designed as openings along the wing.
The exhaust gases from the drive units (2) are advantageously led to the outlet nozzles (6), to be mixed with the cool air that has passed through the differentiated speed hubs (4), in order to avoid strong point-shaped IR sources in the rear edge of the wing. When a drive unit (2) is used that does not produce any exhaust gases, for example an electric motor, this is not needed.
The shape and direction of the outlet nozzles (6) will vary with the direction of the flaps (11, 12, 31) shown in Figures 1, 3-5 and 7-9. Figure 2 shows an embodiment with outlet nozzles (6) from the drive units located on the upper side of the eyecraft (1). If they are arranged on the upper side (18), good stealth properties can be seen from below. In the same way, good stealth properties seen from above can be obtained if the outlet nozzles (6) are placed on the underside (17). For a high-flying aircraft, the outlet nozzles (6) on the upper side (18) would thus be preferable. The flap (9) is in the normal position approximately in the position shown in figure 1, the opening that occurs at the front flap (9) in this position lets in air to a differentiated velocity (4). Figure 1 also shows the upper nozzle flap (10) and a lower nozzle flap (11), which in the figure are shown approximately set as for normal increase. They are maneuverably arranged around an axis that enters the plane of the ur clock and which has been marked with + at all maneuverable flaps. The clock also shows with straight arrows how the incoming “unprocessed” air flows and with thin trembling arrows how it flows from the differentiated velocity (4) “energized” air (14).
Figure 4 shows how a small part of the air which is forced by the differentiated velocity (4) to flow out through an opening (13). The air flow consists of energized air (14), which flows over a rear part of the upper side of the wing (15) and over the upper nozzle flap (10). Because the energized air stream (14) has received energy from the differentiated speed ﬂ (4), a stronger rudder response is obtained than with standard wing designs. The lifting force also increases markedly compared with other known designs.
This design with an opening (13) which provides a flow of energized air (14) along the rear part above the wing (15) and over the upper and lower nozzle flaps (10, 11) provides through increased lifting force and increased rudder response which gives the opportunity to start and landing as well as gning ygging at very low speeds. The air resistance becomes low because the boundary layer remains laminar for a longer distance than with conventional wing designs.
Figure 7 shows how the nozzle flap (10) and the lower nozzle flap (11) cooperate in three different positions in the figure marked A, B and C. In position A the flaps brake. Separate spoilers for braking are not needed for yachts with this type of propulsion. In position B a very strong braking effect is obtained and in C an even stronger braking effect. With a balanced wing construction adapted for this purpose, the kan y vessel can reverse in position C. In position C, which is also shown in ﬁ gur 5, the kan y vessel can alternatively be given a “nose down” movement, which movement is illustrated by the arrow in ﬁ guren.
Figure 3 shows an alternative design of the yacht (1) which can be especially useful when a low gande yacht with good stealth properties seen from above is required or when additional air is required to allow the differentiated speed gear (4) to deliver more propulsion power. Being able to get additional power out of the differentiated speed hubs (4) is an option that can be used continuously during the boost or it can be used at take-off to be able to get up into the air quickly. In the embodiments, a secondary air intake (16) has been arranged on the underside (17) of the (y vessel (1). This secondary air inlet (16) can be closed by means of a flap (19) in the same way as the upper air inlet (5) can be closed by a flap (9). The secondary air intake (16) can be used as a complement to the air intake (5) or instead. When the air intake (5) is closed with the corresponding flap (9), the upper surface of the wing becomes a smooth surface which gives a minimum of radar echo seen from the upper side (18). In the same way, the secondary air intake (16) can be closed and thus give the lower side (17) a smooth design. The design according to Figure 3 makes it possible to drive with an optional 40 air intakes closed in order to be able to adapt the stealth properties to the situation. The amount of air used by the differentiated speed shaft (4) can also be regulated.
In the basic version, the g yg vessel (1) is equipped with one or ﬂ your centrally located drive units (2). The type of drive units (2) selected and how the air intake (5, 16), the outlet nozzle (6) and the opening (13) are arranged and formed are selected according to how it is to be used operationally and how large it The aircraft may be a small unmanned craft operated of a small electric motor and a battery. It can also be large enough to accommodate your crew, and can then be equipped with a turbocharged or turboprop engine or engines of another suitable type that can handle load and traction. In order to provide stability, traction and lifting power and good fuel economy, a number of differentiated speed gears are used to advantage (4). In order to give the best effect, they must be largely in line with each other and with the drive units (2). Between the centrally located drive units and the differentiated speeders power transmission (3), for example in the form of a shaft. Knots can be arranged on the shaft and a gearbox can be arranged, however, all such equipment takes some effect. An alternative embodiment, which may be suitable for larger ﬂ yachts, is that the drive units (2) are arranged next to the differentiated speed ﬂ sprockets (4) in order to obtain a robust construction which can withstand the loss of one or ﬂ your drive units, when it is still others that work. In this embodiment, each drive unit (2) drives one or at most two differentiated speed drives (4).
Figure 8 shows how the differentiated velocity spigot (4) consists partly of a rotor (22) with a spigot blade (27) and partly of the spigot housing (30), which consists of the entire cavity around the differentiated velocity spigot (4) and which has been marked as dotted i ﬁ guren. The differentiated velocity ﬂ marriage (4) is located in the, marriage housing (30), the shape of which is such that it is eccentrically oriented relative to the axis of rotation, the axis of rotation is such that the air gap between the ﬂ marriage leaves and the lower part of the ﬂ marriage house (20) is smaller. (21).
Figure 9 shows how the air flows through inside the structure seen from above. The air first enters through the air intakes (5) and after the air intake the channel (41) through which the air flows widens, as shown in Figure 10, in which the unfilled arrows show the path of the air.
The axis of rotation is marked with + in ﬁ gur 8. The differentiated velocity ﬂ mat and the uset housing (30) cooperate with each other so that the air which by the rotation of the differentiated velocity ﬂ mat (4) is sucked in through the front air intake (5, 16) and energized by the differentiated speed ﬂ shaft (4) by passing it ﬂ the housing (30) and then flowing out partly through the opening (13) and partly through the outlet nozzle (6). The air energized by the differentiated velocity ((4) and passing through the opening (13) will provide a boundary layer (14) on top of the Wing and thus give lift to the fabric (1) to a lower air resistance. The remaining 40 energized air will pass through the second nozzle (6), which, as previously described in the application, is adjustable with flaps (10, l1) so that the traction force and control in tip and roll on the ﬂ yg vessel can be controlled.
An alternative embodiment is shown in Figure 14. Figure 14a shows how a number of openings (13, 33, 34), shown in the picture as examples, three pieces, are arranged to obtain a longer distance along the upper side (18) of the wing with energized fate (14). The longer the distance with energized ﬂ fate, the lower the air resistance and the higher the lifting force ﬁ. The openings (13, 33, 34) can also be fitted with flaps (35, 36, 37) in order to be able to regulate the fate and to be able to provide stealth properties seen from the top (18). The flaps (35, 36, 37) may be of a suitable type, Figure 14c shows a sliding flap (32) and in Figure 9b a folding flap (32). A further embodiment is to arrange at least one further flap (31) at the exhaust nozzle (6) with which the flap (31) with the help of the operating point of the shaft can be changed and different functionalities obtained by regulating the outlet area and varying the direction of the traction vector.
Figure 6 shows details of the differentiated speed pair (4). 6a shows a piece of the differentiated speed ﬂ spindle (4), innermost a rotor hub (12) to which ﬂ spigot blade (27) is attached.
The rotomavet is solid. Figure 6b shows how the spikelets (27) extend substantially radially from the rotor hub (12) and parallel to the normal (28) of its surface, but at an angle (29) relative to the normal (28) so that they will slope backwards. , from the direction of rotation of the ﬂ, the direction of rotation is marked in Figures 6a and 6b. Figure 6c shows that the marriage leaves (27) closest to the rotor hub (12) have a substantially straight profile (26) and that they have a curved profile (25) at their outer edge, this is also shown in Figure 6a.
Figure 9 shows a cross-section of the horizontal plane of the propulsion system. The air enters through the air intake (5), is led via an air duct (41) radially towards the ﬂ spout (4). In front of the är is a shaped body (46) arranged, which acts as a flow divider and reduces the losses that otherwise arise due to pressure drops. The entire side of the fan between the hub (12) and outwards to the outer periphery of the blades is open so that the air has free passage in (40) between the blades (27).
There is a partition (38) between the two sides of the ﬂ, which prevents air from passing between the right and left sides of the samt and ensures that the air is forced out of the rad radially. Air that does not enter the ﬂ (4), excess air, "Spill over" (43), goes further back and passes out both through the opening (13) and through the outlet nozzle (6) together with the air that has passed through the ((4) . Figure 10 shows how the air passing through the air (4) is pushed back by the air (4) through an air duct (42), which becomes wider backwards but also lower, so that the cross section of the air duct (42) gradually decreases, which means that the speed of the air gradually increasing. The fans (4) are mounted with a number of stay arms (39), which support the pulleys (4) and fix them in the pulley (1).
Figure 10 shows how the air ducts (41, 42) are shaped. The fan (4) is eccentrically arranged in the 30. marriage 30. Between the ﬂ marriage (4) and the uset marriage (30) there is a gap (44). The height of the gap (44) is uncritical and on the order of 1% of the diameter of the ﬂ (4). 40 Figure 11 shows a top view of a part of the system in the eyewear (1). In ﬁ guren, two sections A-A and B-B are marked. These sections are shown in Figures 12 and 13. In Figs. 12 and 13 it can be seen that of air entering the housing (30) through the air duct (41) the majority is forced axially in through the fan (4) and then pressed out radially by the air duct (42 ). The air ducts (41, 42) have a lateral displacement relative to each other so that the air is forced into the shaft axially and out radially.
The air in describes a helical movement with decreasing radius in the vertical plane and the air that is forced out describes a helical movement with increasing radius in the vertical plane. Each ﬂ (4) therefore has two air ducts (41) in, one on each side of the ((4) and the air duct (42) out is placed between the two air ducts (41) in.
Description of the theoretical model for performance and efficiency of the differentiated speed marriage Analysis of performance and efficiency for a propulsion system according to the invention. The thermodynamic model of an HPVO must be derived from fundamental equations for a turbojet engine, as the specific characteristics of compressor types covered by the literature (axial, radial, diagonal flows, etc.) cannot be applied to the most important components, especially DVF in HPVO.
BPR = m2 ma, Where m] = the air flow through the gas generator, “air gas ow gas generator”, the gas turbine air, ie the air that enters through the drive unit (2). In the case of an electric motor, m] 0 m2 = air ﬂ through the fan, “air ﬂ ow fan” and the enthalpy decrease in the power turbine: AH = u2e, ~ / 2 Where u el. = outflow velocity, "jet Velocity" in the gas generator, ﬁ active effluent velocity at the drive unit And uef = outflow velocity, "jet Velocity fan" outflow velocity from DVF a 11 T = traction "Thrust" ua = ﬂ ygh velocity T = rizz (ua), - ua) + riz , (uaj - ua) Where ma ﬁ ta, -ua) << ma (uaf -ua) -> T z ma ﬁ ta, - ua) ua = outflow velocity ua = ﬂ ygh velocity BPR = É = 22 2 m1 ”ii 2 2 _1117) Up = 1 + -i L! G greater than ua in practice An alternative way of calculating optimal BPR is by calculating the kinetic energy, “energy approach”, “power”. 12 -> 17 ,, = 100% then ua = ua, but this then gives T = 0, which means that ue must be Derivation of tensile force ﬁ and power for DVF c, = radial velocity c = absolute velocity n n__ - inner diameter, nav ”2” = outer diameter, tip r 22 tip radius r1š navradíe 27171 co: - 60 n = rpm; u = aJr cu = tangential velocity = au, and C142 = GHz where o '= slip factor ua = ín ﬂ ödeshastíghet “inlet vel0city” ( = ﬂ yghastíghet under ﬂ ygníng) cafrotoraxiell ín ﬂ ödeshastighet cu, »= absolut in ﬂ ödeshastíghet l C112: uzx cliff / rw) '13 CLZX: ch r; ror rf: w: S r, - = inner radius of the compact hub In DVF a ro = radius, as far as the blades reach out in DVF a Ro = Max radius of the ﬂ marriage in which DVF one is housed (note spiral shape) b ' = the distance over half the fan blade a = half the distance between ﬂ ciki no n and fan no n + 1 s = za + 21) 'a = b' -> s = 4a b = fb 'n = lu = -u0 c ",: cußír -ﬂ (potential ﬂ ödet) T = Thrust, dragkra ﬁ (N) P = P0wer, effektVVm / s) 14 T 2 2 P _ uef + ua vi H u ﬂ With a differentiated velocity ﬂ âkï ﬁ the frame drift degree degree goes towards 1. becomes U 8 zu ü which means aïï

权利要求:
Claims (1)
[1]
1. 0 15 20 25 30 35 40 Requirements 1. Ink. t. Patent and Hegistrermgsverkal 2013 -ÛB- 25 Propulsion system for g yacht vehicle which comprises at least one fan, housed in and eccentrically arranged in a ﬁ marriage (30), which ﬂ marriage (4) has a rotomav (12), at which rotomav (12) The blade (27) is attached and the blade (27) extends substantially radially from the rotor hub (12) and the propulsion system further comprises at least one drive unit (2) and at least one power transmission device (3) for transmitting power from the drive unit (2) to ﬂ genuine (4) and that said propulsion system is characterized in that channels (41, 42) for air are arranged so that air is led from air intakes (5, 16) backwards in the ﬂ yv vessel in two channels (41) whereby static pressure in the air in increases and the velocity of the air in decreases by widening the ducts (41) after which the air flows axially into the ﬂ spout (4) which rotates so that the air is forced out radially from the ﬂ spout into the outlet duct (42) and that the velocity of the air increases successively in the outlet duct through that its cross section gradually decreases as the static pressure decreases. Some of the air is forced out through the opening (13) and provides an energized boundary layer (14) on the upper side of the ﬂ yacht (1) and most of it passes through the outlet nozzles (6) and generates traction. Propulsion system for aircraft according to claim 1, characterized in that the air duct (42) is located between the air ducts (41) for the air to pass from the air ducts (41) axially into the duct (4) and further out radially from the duct (4) to the duct (4). 42), the air ducts are shaped so that the air in via the air ducts (41) describes a helical movement with decreasing radius in the vertical plane and the air forced out via the air duct (42) describes a helical movement with increasing radius in the vertical plane. Propulsion drive system according to claim 1, characterized in that the fan blades are attached to the rotor hub (12) at an angle (29) relative to the north pin (28) to the rotor hub (12) so that they will slope backwards, from the direction of rotation of the shaft, and that the part of the fan blades (27) closest to the rotor hub (12), has a substantially straight profile (26) and that at its outer edge, furthest from the center of the rotor hub (12), they have a curved profile (25) so that arched forward. Propulsion system for aircraft according to claim 1, characterized in that the vessel has a partition wall that separates the right and left sides in it so that air cannot flow across the vessel (4). Propulsion system for g yachtscrew according to claim 1, characterized in that the width (48) of the ﬂ (4) is less than or equal to the diameter (47) of the ((4). 17 10 15. Propulsion system for aircraft according to claim 1, characterized in that the sprockets have an aerodynamic design with a subsonic wing profile, which profile provides a robust and aerodynamically uncritical construction. This together provides a unique design despite working at high transsonical rotational speeds 18

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US20160152334A1|2016-06-02|

US9789959B2|2017-10-17|

EP3016859B1|2020-01-08|

SE541609C2|2019-11-12|

WO2014209198A4|2015-02-26|

EP3016859A4|2017-04-26|

EP3016859A1|2016-05-11|

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1300448A|SE541609C2|2013-06-25|2013-06-25|Propulsion system for aircraft|SE1300448A| SE541609C2|2013-06-25|2013-06-25|Propulsion system for aircraft|

US14/899,636| US9789959B2|2013-06-25|2014-06-25|Propulsion system for an aerial vehicle|

EP14816561.6A| EP3016859B1|2013-06-25|2014-06-25|Propulsion system for an aerial vehicle|

PCT/SE2014/000090| WO2014209198A1|2013-06-25|2014-06-25|Propulsion system for an aerial vehicle|

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