WO2012144907A1 - Propulsion system - Google Patents
Propulsion system Download PDFInfo
- Publication number
- WO2012144907A1 WO2012144907A1 PCT/NO2012/000027 NO2012000027W WO2012144907A1 WO 2012144907 A1 WO2012144907 A1 WO 2012144907A1 NO 2012000027 W NO2012000027 W NO 2012000027W WO 2012144907 A1 WO2012144907 A1 WO 2012144907A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engines
- fuselage
- aircraft
- sleeve
- jet
- Prior art date
Links
- 238000000034 method Methods 0.000 claims abstract description 20
- 230000001360 synchronised effect Effects 0.000 claims abstract description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 26
- 238000010276 construction Methods 0.000 claims description 11
- 239000000446 fuel Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 238000005520 cutting process Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 230000000153 supplemental effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/10—Aircraft characterised by the type or position of power plants of gas-turbine type
- B64D27/14—Aircraft characterised by the type or position of power plants of gas-turbine type within, or attached to, fuselages
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
- B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
Definitions
- the present invention concerns a method and device for operation of aircraft that is driven forward in the air with a propulsion system in the form of two engines of the jet or propeller type one on each side of the fuselage, as noted in the preamble of the following claims 1 and 8.
- the invention concerns an analog method and structure for operating of ships, as given in claims 15 - 16.
- the invention concerns thus a new design of the propulsion system for aircraft and ships, and particularly preferred applications of these.
- the invention is therefore particularly concerned with aircraft driven by propellers (propeller planes) or jet engines Get aircrafts) mounted to the fuselage or mounted to the wings of the aircraft, and for vessels powered by propellers or water jet engines.
- propellers propeller planes
- jet engines Get aircrafts mounted to the fuselage or mounted to the wings of the aircraft
- the invention will be explained in the following especially with respect to an aircraft powered by jet engines, in that also an example of similar construction in a vessel with propeller operation, is given.
- US-3.302.908 and GB-788.314 shows aircrafts with engines that can be turned to regulate the direction of thrust power from the engines.
- thrust-conditions can be made for propeller driven aircrafts and for ships/boats operated by one or more propellers and/or water jet units.
- a rotating propeller that performs an effect to "grab” the air which is thereby pushed backwards and the vessel moves forward.
- the propeller establishes a propeller trail which, if it was visible, looks like a strip behind the vessel.
- Air is of course the working medium for an aircraft, while it is water for ships.
- the intention is to provide a method and a structure of a propulsion system (jet- /propeller engines) of aircrafts and ships (water je propeller-system) that may remedy the drawbacks described above.
- the method according to the invention is characterized in that when the aircraft is operated, the two engines are moved mutual synchronous in a relation to a longitudinal direction of the aircraft, as specified in the characterising clause of claim 1 .
- the dependent claims 2-7 indicates the preferred embodiments of the method.
- the construction of the propulsion system is characterized by the features specified in the characteristic clause of claim 8.
- the dependent claims 9-15 specify the preferred embodiments of the method.
- the method and structure according to claim 16, for operating of vessels with propulsion engine which operates a drive system of a propeller or water jet system is characterized in that it comprises a pair of propeller or water jet systems mounted on either side of a central sleeve tube in the ship, and at speed the propeller or jet engines are mutually moved in a synchronous relationship to a longitudinal direction of the ship.
- the method and the construction is performed analogous to the above method and analogous to the above arrangement respectively for the propulsion of aircrafts.
- each of them may have an air ejection section covering one square meter and of the ejection portion may cover approximately 10 square meters of stagnant air.
- the air drag, the that is the thrust power will therefore be approximately 20 times greater on both sides of the aircraft because the ejected air from both engines will form two large air waves, which are at least 10 meters high, where the ejected air pressed against the inside of the air waves.
- Air resistance that is the thrust power will therefore be much larger compared with jet engines that are not moved as in the known solutions.
- the jet engines are replaced by propellers, in that the exhaust jet trail flow that form the thrust is replaced by a propeller-trail straight backwards from the propeller.
- a similar assessment will also apply to the propulsion of ships by propeller operation. Water speed from the front (for example, along the hull aft towards the propeller), decreases sharply when the propeller is turning. Propeller gets thus more time to get much larger effect on the water between the propeller blades, water as in a non- tilting propeller mostly in high speed is forced backwards between the blades and passes without much contact with them.
- the water output speed from the water jet engine/ propellers may increase significantly.
- Figure 1 shows a two-engine jet aircraft that includes the inventive engine design, according to a preferred non-limiting example, where the two engines are mounted to a separate wing structure attached to each side of a rotary drive sleeve
- Figure 2 shows a construction of the mounting and the rotation of the wing structure with the two engines.
- Figure 3 shows how the two wings and the accompanying engines can be tilted around the longitudinal axis XX of the aircraft.
- Figure 4 shows the three different possible ways to tilt the motor set, schematically depicted on one figure.
- Figure 5 and 6 shows the invention applied to a propeller-driven ship seen from above and behind.
- Figure 1 shows an outline plan view from above of an aircraft 10 with a fuselage (hull) 12, the front wing set 14, the rear wing set 16 and 18 tail control surface. Wings and tail control surface are equipped with standard equipment to control the plane.
- the figures show an aircraft powered by two jet engines, respectively 20 22, similar to that of passenger aircraft of a Boeing 737.
- the two jet engines may be replaces by propeller engines.
- each wing 24a, 24b may be about half the length of the main wing 14. The length depends of course on aircraft size, as it is important that the jet engine or propeller power remains positioned outside the wing tips of the tail wings 16.
- the two engines 20,22 are attached to the sleeve 30 via the two wings 24a, 24b on each side.
- Jet streams from the engines 20 is shown in figure 2 with the broken lines 31 , as they lie on the outside and well clear off the tail wings 16
- the wing set 24a, 24b is further designed with curvature so that they add to the operation of the aircraft in the air similar to the normal front and rear wing sets 14 and 16, respectively.
- the basic may be the aircraft type (for example an aircraft McDonnels MD80) where the engines are mounted on each side of the fuselage 12 in front of the rear wing 16, in this case via suitable mounting structures directly to the sleeve 30 that can pivot about the aircraft's longitudinal direction XX.
- aircraft type for example an aircraft McDonnels MD80
- the engines are mounted on each side of the fuselage 12 in front of the rear wing 16, in this case via suitable mounting structures directly to the sleeve 30 that can pivot about the aircraft's longitudinal direction XX.
- Figure 2 shows a cross section of the structure of the sleeve 30 and how it can be rotatable anchored to the fuselage, as it is recessed into the hull structure and exterior flush with the rest outer skin of the fuselage 12.
- this construction is only shown generally and schematically.
- the sleeve, the center of which being shown by reference number 32 (which is located on the aircraft's 10 longitudinal axis X-X) is connected with the rest of the hull construction by means of appropriate mounting structures, such as front and rear ring shaped slide bearing or ball bearing structures, as schematically indicated by reference numerals 40a and 40b in figure 2, and arranged around the circumference of the fuselage.
- One or more driving gear 50 is/are connected to the hull structure around the inner circumference of the sleeve 30.
- the drive rod 60 of the drive gear 50 includes external gear cuttings 62 arranged to intervene in the corresponding shaped gear cuttings 64 inside of the sleeve.
- the teeth 64 inside the pivoting sleeve 30 can form a semicircle as shown in figure 2. That means that the fixed shaft 60 may rotate the sleeve around the center 32 over a given angular range.
- the sleeve 30 and thereby drive motors 20.22 are designed to rotate about the center 32 over an angular sector a in the range of about 45° to about 1 10°.
- the wings pivot about 22.5° to each side of the horizontal line and a suitable time shift between the two extreme positions Y1 and Y2 can be in the range 3 to 10 seconds.
- the wings 24a, b are pivoted about 55° to each side of the horizontal normal position N-N and a suitable speed and time span between the two extreme positions Y1 and Y2 can be in the range 3 to 15 seconds, preferably 15 seconds.
- the sleeve 30 is hollow, and is internally designed with passage capability, that it for example that it is adapted to form a part of the cabin inside the aircraft, such as the passenger cabin.
- the wings 24 are hollow and can be designed to include necessary structures of hoses and pipes (not shown) for supplying fuel to the engines 20,22.
- the rotation of one or more drive rods / shafts 60 is started by means of the engine not shown associated with a computer that is programmed to drive shaft to turn the jet engines in a given pattern.
- the turning of the wings 24 a,b the 1 10° between the two extreme positions may occur in cycles of approximately 15 seconds. Meaning that the engines are rotated slowly in a curved form marked B in Figure 4, the aforementioned 1 10° of approximately 15 seconds after which the direction of rotation turns back to the opposite setting.
- engines are arranged to move mutually synchronously with respect to a longitudinal direction of the plane. This can be accomplished in several ways.
- One construction is the solution shown where the engines are mounted to a sleeve, such as via a separate wing section, and a turning in a curved shape - B - Figure 4 about the longitudinal direction is shown specifically here.
- each engine 20,22 is mounted anchored to its
- the inward and outward movement of the engines can be done with the same rate as for the above solution with the turnable sleeve, with a time span of about 15 seconds and it is controlled by said programmable computer.
- each engine that are initially located on the fuselage may be reconstructed to be moved upward and downward on each side of the fuselage, mutually in parallel and in respective opposite directions.
- this may cause the aircraft's control means like flaps, etc. must compensate for changes in moment that this setting may cause.
- This solution assumes that the jet or propeller flow astern does not touch the tail wings or the tail fin.
- the tail wings of the MD80 aircraft are placed at the top of the tail fin.
- the hull is shown at 103 in Figure 5, and a ship hull sleeve 1012 extending straight out from the hull 103.
- the tilt 01 is arranged around a steel cylinder that is attached to the hull 103.
- the tilt 101 includes ball bearings (bearing ring) 8 in the whole of the front perimeter.
- the wings 109 of the tilt system include each ones propeller mounted on the end of each wing 109, respectively. The wings are turned upward and downward over a sector of up to 1 10° as in the other versions mentioned above about the midpoint.
- the tilt system includes a ring formed gear drive system 107 that is turned by the rotating shaft 106, and is in principle the same as for the solutions for aircraft operations mentioned above.
- the drive means for the tilt system encloses the drive for the two propellers 102
- Propeller motor shaft 104 extends forward to a gear drive 1013 for operation of the respective two shafts 010 to each side, forward to a further gear transmission for the operation of the shafts 1030 driving the propellers 102.
- Figure 6 shows how the transmission from the longitudinal propeller shaft 104 transmits the power to the transverse shafts 1010 to each side, as this mechanism is arranged inside the sleeve shaped tilt system with toothed ring 107 and the drive head / bearing sleeve 106 and 108, of the tilt shaft.
- the two propellers are designed to move in a curved manner up and down over a sector on a total of approx. 1 10 °.
- An analog design as discussed here and shown in Figure 5-6 can be applied using a water jet engine.
- the machine that delivers pressurized water is arranged in the hull house just in front of the turning point shown in figures 5-6 and the pressurized water comes across in each direction to the longitudinal water nozzles with longitudinal discharge farthest out on the movable tilting wings.
- the ship is the same as for aircrafts, namely that the water flow or jet established by the propeller blades, will hit the water of a lower speed, instead of water already fast moving backward.
- the jet (water jet) engines are tilted as explained above, the exhaust contrails (water jet for a water jet operation) form a sine-wave pattern behind the engines. Since there is less need for fuel means a more environmental operation of the aircraft / ship, and it means that the noise is reduced.
- the exhaust gas / propeller flow / the pressurized water respective that ejects behind the propulsion engine, push on the air or water in the same condition as the air coming in from the front of the aircraft.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Toys (AREA)
Abstract
A method for operating an aircraft that is driven forward in the air with a propulsion system in the form of two engines of the jet or propeller type one on each side of the fuselage is disclosed, and it is characterized in that during the forward movement of the plane, the two engines move in a mutual synchronous relationship with a longitudinal direction of the plane. Furthermore, the invention relates to an arrangement of such a propulsion system for aircraft operations. Moreover, the invention relates analog designs adapted for ships.
Description
PROPULSION SYSTEM.
The present invention concerns a method and device for operation of aircraft that is driven forward in the air with a propulsion system in the form of two engines of the jet or propeller type one on each side of the fuselage, as noted in the preamble of the following claims 1 and 8.
Furthermore, the invention concerns an analog method and structure for operating of ships, as given in claims 15 - 16. The invention concerns thus a new design of the propulsion system for aircraft and ships, and particularly preferred applications of these.
The invention is therefore particularly concerned with aircraft driven by propellers (propeller planes) or jet engines Get aircrafts) mounted to the fuselage or mounted to the wings of the aircraft, and for vessels powered by propellers or water jet engines. The invention will be explained in the following especially with respect to an aircraft powered by jet engines, in that also an example of similar construction in a vessel with propeller operation, is given. With regard to the prior art, reference is made to US-3.302.908 and GB-788.314. Both of these patents shows aircrafts with engines that can be turned to regulate the direction of thrust power from the engines.
On today's jet engine structures with fixed jet engines to fuselage and wings, air is drawn into the engine from the front and the combustion gas (exhaust gas) ejects with great force from the back in a straight line backwards, giving the aircraft a propulsion. When the aircraft is at high altitudes the resistance against the fuselage is lowered due to the thinner air and exhaust flow is visible in a straight line behind the plane as a white vapor trail.
There is a drawback with this fixed motor design, that the exhaust gas expelled, constantly pushes against an exhaust stream that is already fast moving backwards. Aircrafts with fixed mounted jet engines have for this reason a poorer thrust / push
off than necessary, something which one aims to remedy in the present invention. It follows hence that the fuel consumption is higher than necessary.
It is therefore an intention to provide a new solution where the ejected exhaust gases from jet engine may push against air not having a higher speed than the air that constantly flows towards the aircraft from ahead. Furthermore, the intention is to produce solutions that may reduce fuel consumption of the propulsion engines.
Similar considerations of the thrust-conditions can be made for propeller driven aircrafts and for ships/boats operated by one or more propellers and/or water jet units.
A rotating propeller that performs an effect to "grab" the air which is thereby pushed backwards and the vessel moves forward. Similarly to an jet exhaust trail, the propeller establishes a propeller trail which, if it was visible, looks like a strip behind the vessel.
Air is of course the working medium for an aircraft, while it is water for ships. The intention is to provide a method and a structure of a propulsion system (jet- /propeller engines) of aircrafts and ships (water je propeller-system) that may remedy the drawbacks described above.
One also aims to provide solutions reducing fuel consumption by the use of propeller and jet engine generators for aircraft and ships.
One takes also a further aim of utilizing the invention of operating jet engine and propeller engine systems for helicopters also. The method according to the invention is characterized in that when the aircraft is operated, the two engines are moved mutual synchronous in a relation to a longitudinal direction of the aircraft, as specified in the characterising clause of claim 1 . The dependent claims 2-7 indicates the preferred embodiments of the method. The construction of the propulsion system is characterized by the features specified in the characteristic clause of claim 8. The dependent claims 9-15 specify the preferred embodiments of the method.
The method and structure according to claim 16, for operating of vessels with propulsion engine which operates a drive system of a propeller or water jet system, is characterized in that it comprises a pair of propeller or water jet systems mounted on either side of a central sleeve tube in the ship, and at speed the propeller or jet engines are mutually moved in a synchronous relationship to a longitudinal direction of the ship. Preferably the method and the construction is performed analogous to the above method and analogous to the above arrangement respectively for the propulsion of aircrafts. With this invention, it is realized that for example a passenger aircraft with two jet engines attached to a rotatable sleeve on the fuselage, each of them may have an air ejection section covering one square meter and of the ejection portion may cover approximately 10 square meters of stagnant air. The air drag, the that is the thrust power will therefore be approximately 20 times greater on both sides of the aircraft because the ejected air from both engines will form two large air waves, which are at least 10 meters high, where the ejected air pressed against the inside of the air waves. This in turn leads to the ejected air by one a single downward or upward turning can move around 400 cubic meters of air which is inside, above or below the waves. Air resistance, that is the thrust power will therefore be much larger compared with jet engines that are not moved as in the known solutions. A similar consideration can be made where the jet engines are replaced by propellers, in that the exhaust jet trail flow that form the thrust is replaced by a propeller-trail straight backwards from the propeller. A similar assessment will also apply to the propulsion of ships by propeller operation. Water speed from the front (for example, along the hull aft towards the propeller), decreases sharply when the propeller is turning. Propeller gets thus more time to get much larger effect on the water between the propeller blades, water as in a non- tilting propeller mostly in high speed is forced backwards between the blades and passes without much contact with them. By moving propellers, especially two that in a pair moves in a curved form, the water output speed from the water jet engine/ propellers, may increase significantly.
The invention will in the following be explained in more detail with reference to the accompanying figures, wherein:
Figure 1 shows a two-engine jet aircraft that includes the inventive engine design, according to a preferred non-limiting example, where the two engines are mounted to a separate wing structure attached to each side of a rotary drive sleeve
surrounding the elongated fuselage.
Figure 2 shows a construction of the mounting and the rotation of the wing structure with the two engines.
Figure 3 shows how the two wings and the accompanying engines can be tilted around the longitudinal axis XX of the aircraft.
Figure 4 shows the three different possible ways to tilt the motor set, schematically depicted on one figure. Figure 5 and 6 shows the invention applied to a propeller-driven ship seen from above and behind.
Initially, it shall be referred to Figure 1 which shows an outline plan view from above of an aircraft 10 with a fuselage (hull) 12, the front wing set 14, the rear wing set 16 and 18 tail control surface. Wings and tail control surface are equipped with standard equipment to control the plane.
The figures show an aircraft powered by two jet engines, respectively 20 22, similar to that of passenger aircraft of a Boeing 737. In relation to the construction and effect of the present invention, the two jet engines may be replaces by propeller engines.
Instead of the jet engines 20 respectively 22 being attached to the main wings 14, they are attached to an extra set of wings 24a, 24b which are arranged between the main wings 14 and tail wings 16. The wing set 24a, 24b are further attached to each side of a separate sleeve 30 that is rotatable attached to the fuselage 12 itself in a manner that the sleeve 30 is flush with and in line with the fuselage 12. As shown, each wing 24a, 24b may be about half the length of the main wing 14. The length depends of course on aircraft size, as it is important that the jet engine or propeller power remains positioned outside the wing tips of the tail wings 16. The two engines 20,22 are attached to the sleeve 30 via the two wings 24a, 24b on each side. It is essential that the engines are mounted to the supplemental wings as far out from the sleeve, that the exhaust flow can not meet the two rear wing 16, which would quickly
destroy these wings. Jet streams from the engines 20 is shown in figure 2 with the broken lines 31 , as they lie on the outside and well clear off the tail wings 16
The wing set 24a, 24b is further designed with curvature so that they add to the operation of the aircraft in the air similar to the normal front and rear wing sets 14 and 16, respectively.
According to an alternative design, the basic may be the aircraft type (for example an aircraft McDonnels MD80) where the engines are mounted on each side of the fuselage 12 in front of the rear wing 16, in this case via suitable mounting structures directly to the sleeve 30 that can pivot about the aircraft's longitudinal direction XX.
Figure 2 shows a cross section of the structure of the sleeve 30 and how it can be rotatable anchored to the fuselage, as it is recessed into the hull structure and exterior flush with the rest outer skin of the fuselage 12. In Figure 2, this construction is only shown generally and schematically. The sleeve, the center of which being shown by reference number 32 (which is located on the aircraft's 10 longitudinal axis X-X) is connected with the rest of the hull construction by means of appropriate mounting structures, such as front and rear ring shaped slide bearing or ball bearing structures, as schematically indicated by reference numerals 40a and 40b in figure 2, and arranged around the circumference of the fuselage.
One or more driving gear 50, such as using preferably electric motors, is/are connected to the hull structure around the inner circumference of the sleeve 30. The drive rod 60 of the drive gear 50 includes external gear cuttings 62 arranged to intervene in the corresponding shaped gear cuttings 64 inside of the sleeve. The teeth 64 inside the pivoting sleeve 30 can form a semicircle as shown in figure 2. That means that the fixed shaft 60 may rotate the sleeve around the center 32 over a given angular range. Since the rotary sleeve is subjected to significant large forces from a jet-drive motor that runs at full thrust, it is advantageous to arrange several such drive systems 60,62,64 around the inner circumference of the sleeve to create the necessary balance. In practice, it should be at least three such drive systems, mutually spaced at approx. 120° - degrees. Preferably 4 drive systems are used mutually spaced at approx. 90° around the perimeter. Figure 3 shows the wing 24 and the motor in the normal horizontal position by N-N, since they are symmetric about the fuselage sleeve so that the normal horizontal line N-N runs through the center of the sleeve 32 (see figures 2 and 3).
The sleeve 30 and thereby drive motors 20.22, are designed to rotate about the center 32 over an angular sector a in the range of about 45° to about 1 10°. With the least effect means that the wings pivot about 22.5° to each side of the horizontal line and a suitable time shift between the two extreme positions Y1 and Y2 can be in the range 3 to 10 seconds. With the greatest trick means that the wings 24a, b are pivoted about 55° to each side of the horizontal normal position N-N and a suitable speed and time span between the two extreme positions Y1 and Y2 can be in the range 3 to 15 seconds, preferably 15 seconds.
The sleeve 30 is hollow, and is internally designed with passage capability, that it for example that it is adapted to form a part of the cabin inside the aircraft, such as the passenger cabin. Furthermore, the wings 24 are hollow and can be designed to include necessary structures of hoses and pipes (not shown) for supplying fuel to the engines 20,22.
When the aircraft is in the air at normal speed, the rotation of one or more drive rods / shafts 60 is started by means of the engine not shown associated with a computer that is programmed to drive shaft to turn the jet engines in a given pattern. For example, the turning of the wings 24 a,b the 1 10° between the two extreme positions may occur in cycles of approximately 15 seconds. Meaning that the engines are rotated slowly in a curved form marked B in Figure 4, the aforementioned 1 10° of approximately 15 seconds after which the direction of rotation turns back to the opposite setting.
According to the invention engines are arranged to move mutually synchronously with respect to a longitudinal direction of the plane. This can be accomplished in several ways. One construction is the solution shown where the engines are mounted to a sleeve, such as via a separate wing section, and a turning in a curved shape - B - Figure 4 about the longitudinal direction is shown specifically here.
It will be apparent that when the engine is displaced in the preferred bow form, the exhaust flow or the direction of the thrust power, is maintained from the jet engine all the time, that means it retains the same direction and angle to the aircraft's longitudinal direction.
For the construction of the new system for the operation and the turning of the engines, it is important that the resultant-thrust power does not change in relation to the aircraft's longitudinal direction and progress, meaning that to the greatest extent it is not necessary to actively use the aircraft's other control systems (flaps etc.) to compensate for changes in the thrust moment.
Two embodiments of movement.
According to a first variant, each engine 20,22 is mounted anchored to its
corresponding wing 24a, b so that it can be moved generally horizontally out from the fuselage. The engine 20 may for example include a wheel set or slide system that can slide along a rail in the wing 24a, as each wing includes the separate drive system including an engine that can move the two jet engines synchronously horizontally along its respective wing. This is indicated in figure 4 with arrows labeled PT (= across). The inward and outward movement of the engines can be done with the same rate as for the above solution with the turnable sleeve, with a time span of about 15 seconds and it is controlled by said programmable computer.
This variation will not affect the aircraft's flight in the air in such a way that its other controls means such as flaps, etc. must compensate for changes in torque influences.
According to a second possible variant, each engine that are initially located on the fuselage (similar to the MD80 model) may be reconstructed to be moved upward and downward on each side of the fuselage, mutually in parallel and in respective opposite directions. In such a case, this may cause the aircraft's control means like flaps, etc. must compensate for changes in moment that this setting may cause. This solution assumes that the jet or propeller flow astern does not touch the tail wings or the tail fin. The tail wings of the MD80 aircraft are placed at the top of the tail fin.
The alternative for the application of the invention of ships.
Reference is made to the figures 5 and 6, which show the invention applied to a propeller-driven ship, seen from above and from behind, respectively. The hull is shown at 103 in Figure 5, and a ship hull sleeve 1012 extending straight out from the hull 103. The tilt 01 is arranged around a steel cylinder that is attached to the hull 103. The tilt 101 includes ball bearings (bearing ring) 8 in the whole of the
front perimeter. The wings 109 of the tilt system include each ones propeller mounted on the end of each wing 109, respectively. The wings are turned upward and downward over a sector of up to 1 10° as in the other versions mentioned above about the midpoint. Inside the hull there is an electric motor 105 that can drive a tilt shaft in that the head of shaft gear-head 106 interferes with the teeth 107 in a gear transmission construction around the sleeve of the ship's sleeve 1012. Around the tilt ring 101 towards the ships hull, a cover is placed over the teeth 107 and the gear 106 of the electric motor 105 and the cover (not shown on figure for convenience) is fastened with screws 1014. The two propellers 102 are arranged to move in a curved shape up and down over a sector of up to approximately 1 10°, as in the previous example. The tilt system includes a ring formed gear drive system 107 that is turned by the rotating shaft 106, and is in principle the same as for the solutions for aircraft operations mentioned above. The drive means for the tilt system encloses the drive for the two propellers 102 Propeller motor shaft 104 extends forward to a gear drive 1013 for operation of the respective two shafts 010 to each side, forward to a further gear transmission for the operation of the shafts 1030 driving the propellers 102. Figure 6 shows how the transmission from the longitudinal propeller shaft 104 transmits the power to the transverse shafts 1010 to each side, as this mechanism is arranged inside the sleeve shaped tilt system with toothed ring 107 and the drive head / bearing sleeve 106 and 108, of the tilt shaft.
The two propellers are designed to move in a curved manner up and down over a sector on a total of approx. 1 10 °.
An analog design as discussed here and shown in Figure 5-6 can be applied using a water jet engine. In that case the machine that delivers pressurized water is arranged in the hull house just in front of the turning point shown in figures 5-6 and the pressurized water comes across in each direction to the longitudinal water nozzles with longitudinal discharge farthest out on the movable tilting wings.
The purpose of the use of the invention the ship is the same as for aircrafts, namely that the water flow or jet established by the propeller blades, will hit the water of a lower speed, instead of water already fast moving backward. By tilting the pair of propellers or water jet nozzles both engine noise and shaking of the ship are reduced.
In the present invention where the jet (water jet) engines are tilted as explained above, the exhaust contrails (water jet for a water jet operation) form a sine-wave pattern behind the engines. Since there is less need for fuel means a more environmental operation of the aircraft / ship, and it means that the noise is reduced. By alternately tilting the engines upwards and downwards, the exhaust gas / propeller flow / the pressurized water, respective that ejects behind the propulsion engine, push on the air or water in the same condition as the air coming in from the front of the aircraft.
Claims
1 . Method for operation of aircraft that is driven forward in the air by means of a propulsion system of two engines of the jet or propeller type one on each side of the fuselage, characterized in that during the plane's speed the two engines are moved mutual synchronous relationship to a longitudinal direction of the plane.
2. Method according to claim 1 , characterized in that the engines are tilted upward and downward in a curved form around the longitudinal direction of the fuselage between two extreme positions Y1 and Y2, respectively, compared to a normal setting N-N.
3. Method according to claims 1 -2, characterized in that the engines are tilted in the curved form B (figure 4) back and forth between extremes Y1 and Y2 over an angular sector a0 degrees up to approximately 1 10°, preferably in the range of 45° to 1 10° over a period of approximately 3 seconds and up to approximately 15 seconds.
4. Method according to any of the preceding claims, characterized in that the engines are mounted on opposite sides of a rotary sleeve which forms part of the fuselage, and the sleeve is rotated or tilted by force up and down in a curved pattern around the aircraft's longitudinal axis by means of a drive means (50,60,62).
5. Method according to any of the preceding claims, characterized by using two engines 20,22 which are attached to two wings 24a, 24b which are connected to the rotary sleeve 30, where the wings 24 in their normal position N-N project horizontally outward on each side of sleeve 30/fuselage 12.
6. Method according to any of the preceding claims, characterized in that the tilting is brought about by one or more drive rods / shafts 60 operated by a not shown motor that is connected to a computer that is programmed to operate the shaft rotating the sleeve and thus the jet engines in a curved pattern.
7. Method according to any of the preceding claims, characterized in that the engines 20,22 are mounted to its corresponding wing 24a, b, and they move mostly horizontally outwards and inwards of the fuselage, in that each engine is brought to move along a rail in the wing 24a, in that the drive means moves the two jet engines synchronously horizontally outward and inward PT (= across) along its respective wing, with a time-span and is controlled by said programmable computer.
8. Arrangement of aircraft powered by a propulsion system of two engines of the jet or propeller type, one on each side of the fuselage, characterized in that the two engines are designed to be moved mutually synchronously relative to a longitudinal direction of the plane.
9. Arrangement according to claim 8, characterized in that the engines can be tilted upward and downward in a curved patter around the longitudinal direction of the fuselage between two extreme positions Y1 and Y2, respectively, compared to a normal setting N-N.
10. Arrangement according to claims 8-9, characterized in that the engine is tilted in a curved form B (Figure 4) back and forth between extremes Y1 and Y2 of an angular sector a0 degrees of up to approximately 1 10°, preferably in the range of 45° to 1 10° over a period of approximately 3 seconds and up to approximately 15 seconds.
1 1. Arrangement according to any of the preceding claims 8-10, characterized in that the engines are mounted on opposite sides of a rotary sleeve which forms part of the fuselage, and the sleeve can be forced to be tilted up and down in a curved pattern about the aircraft's longitudinal axis by means of a drive means (50,60,62).
12. Arrangement according to any of the preceding claims 8-1 1 , characterized in that two engines 20,22 are attached to the end portion of two wings 24a,24b which are connected to the rotary sleeve 30, where the wings 24 in their normal position N- N, project horizontally outward at each side of the sleeve 30 / fuselage 12.
13. Arrangement according to any of the preceding claims 8-12, characterized in that the rotating is brought about by one or more operating rods / shafts 60 driven by a not shown motor that is attached to a computer that can be programmed to drive the shaft to rotate the sleeve and thereby the jet engines in a given curved shaped pattern.
14. Arrangement according to any one of the preceding claims 8-13, characterized in that the engines 20,22 are mounted to its corresponding wing 24a, b, and they move mainly horizontally from and towards the fuselage, as each engine is brought to move along a rail in its wing 24a, in that the drive means moves the two jet engines synchronously horizontally outward and inward PT (= across) along its respective wing, within a time-span and are controlled by said
programmable computer.
15. Arrangement according to any of the preceding claims 8-14, characterized in that the motors are moved upward and downward (ON - figure 4) on each side of the fuselage, mutually parallel and in opposite directions, respectively, as any changes in torque, are compensated for by using the aircraft's control means such as the flaps.
16. Method and construction for operating a ship with a propulsion machinery which operates a drive system of a propeller or waterjet system, characterized bv a pair of propeller or water jet system mounted on either side of a central tube in the ship, and during propulsion the propeller- or water jet system engines are moved mutually synchronously relative to a longitudinal direction of the ship.
17. Method and structure for the operation of ships in accordance with claim 16, characterized in that it is performed analogous to a procedure according to claims 1-7 and is designed analogous to arrangement according to claims 8-16 for the propulsion of an aircraft.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES12774117.1T ES2674731T3 (en) | 2011-03-09 | 2012-03-09 | Propulsion system |
US14/003,037 US9067687B2 (en) | 2011-03-09 | 2012-03-09 | Propulsion system with movably mounted engines |
EP12774117.1A EP2683609B1 (en) | 2011-03-09 | 2012-03-09 | Propulsion system |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO20110448A NO332569B1 (en) | 2011-03-09 | 2011-03-09 | jet engine Rocker |
NO20110448 | 2011-03-09 | ||
NO20110454 | 2011-03-24 | ||
NO20110454A NO336627B1 (en) | 2011-03-24 | 2011-03-24 | Ship Propeller Tilt |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012144907A1 true WO2012144907A1 (en) | 2012-10-26 |
Family
ID=47041802
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/NO2012/000027 WO2012144907A1 (en) | 2011-03-09 | 2012-03-09 | Propulsion system |
Country Status (4)
Country | Link |
---|---|
US (1) | US9067687B2 (en) |
EP (1) | EP2683609B1 (en) |
ES (1) | ES2674731T3 (en) |
WO (1) | WO2012144907A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11235884B2 (en) * | 2015-04-15 | 2022-02-01 | Johann Schwöller | Electric drive for an aircraft and hybrid system for an aircraft |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB201202441D0 (en) * | 2012-02-13 | 2012-03-28 | Reiter Johannes | Wing adjustment mechanism |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3188025A (en) * | 1963-08-29 | 1965-06-08 | Boeing Co | Means for take-off, cruise, and landing of subsonic and supersonic aircraft |
US3354636A (en) * | 1966-06-09 | 1967-11-28 | Orville H Utrup | Circle jet engine |
EP0398109A2 (en) * | 1989-05-13 | 1990-11-22 | Dornier Luftfahrt Gmbh | Propulsion unit for aircrafts flying at very high altitude |
US7150662B1 (en) * | 2005-01-05 | 2006-12-19 | Brunswick Corporation | Watercraft docking system and propulsion assembly |
WO2008133494A1 (en) * | 2007-04-26 | 2008-11-06 | Gideon Raphael Goudsmit | Vessel with retractable motor/generator assembly |
US7635104B1 (en) * | 2001-06-22 | 2009-12-22 | Tom Kusic | Aircraft spiraling mechanism with jet assistance—B |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1806680A (en) * | 1931-05-26 | Adjustable engine por aircraft | ||
US2372247A (en) | 1941-08-21 | 1945-03-27 | Billing Noel Pemberton | Propeller drive for marine vessels |
GB788314A (en) | 1954-09-27 | 1957-12-23 | Harold Arthur Howard | Improvements in jet-propelled aircraft |
DE961151C (en) | 1956-02-18 | 1957-04-04 | W Blume Ingenieurbuero Fuer Le | Arrangement of TL engines on aircraft |
FR1389617A (en) | 1964-01-09 | 1965-02-19 | Nord Aviation | Unmanned flying machine |
GB1262419A (en) * | 1970-07-09 | 1972-02-02 | Rolls Royce | Aircraft engine mountings |
US5322243A (en) * | 1992-06-25 | 1994-06-21 | Northrop Corporation | Separately banking maneuvering aerodynamic control surfaces, system and method |
JP4092728B2 (en) * | 2005-01-25 | 2008-05-28 | 独立行政法人 宇宙航空研究開発機構 | Aircraft propulsion system |
GB0521292D0 (en) * | 2005-10-19 | 2005-11-30 | Go Science Ltd | Submersible vehicle |
GB0707512D0 (en) * | 2007-04-18 | 2007-05-30 | Go Science Ltd | Annular airborne vehicle |
FR2920408B1 (en) | 2007-08-30 | 2010-02-19 | Snecma | PYLONE OF SUSPENSION OF AN ENGINE UNDER AN AIRCRAFT WING |
FR2943623B1 (en) * | 2009-03-30 | 2011-04-29 | Airbus France | REAR AIRCRAFT PART COMPRISING A SUPPORT STRUCTURE OF OSCILLATING MOUNTED ENGINES ON FUSELAGE |
-
2012
- 2012-03-09 ES ES12774117.1T patent/ES2674731T3/en active Active
- 2012-03-09 US US14/003,037 patent/US9067687B2/en not_active Expired - Fee Related
- 2012-03-09 WO PCT/NO2012/000027 patent/WO2012144907A1/en active Application Filing
- 2012-03-09 EP EP12774117.1A patent/EP2683609B1/en not_active Not-in-force
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3188025A (en) * | 1963-08-29 | 1965-06-08 | Boeing Co | Means for take-off, cruise, and landing of subsonic and supersonic aircraft |
US3354636A (en) * | 1966-06-09 | 1967-11-28 | Orville H Utrup | Circle jet engine |
EP0398109A2 (en) * | 1989-05-13 | 1990-11-22 | Dornier Luftfahrt Gmbh | Propulsion unit for aircrafts flying at very high altitude |
US7635104B1 (en) * | 2001-06-22 | 2009-12-22 | Tom Kusic | Aircraft spiraling mechanism with jet assistance—B |
US7150662B1 (en) * | 2005-01-05 | 2006-12-19 | Brunswick Corporation | Watercraft docking system and propulsion assembly |
WO2008133494A1 (en) * | 2007-04-26 | 2008-11-06 | Gideon Raphael Goudsmit | Vessel with retractable motor/generator assembly |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11235884B2 (en) * | 2015-04-15 | 2022-02-01 | Johann Schwöller | Electric drive for an aircraft and hybrid system for an aircraft |
Also Published As
Publication number | Publication date |
---|---|
EP2683609B1 (en) | 2018-04-11 |
US9067687B2 (en) | 2015-06-30 |
US20140008489A1 (en) | 2014-01-09 |
EP2683609A4 (en) | 2014-10-29 |
EP2683609A1 (en) | 2014-01-15 |
ES2674731T3 (en) | 2018-07-03 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6108077B2 (en) | Vertical take-off and landing aircraft | |
US4253799A (en) | Side propellers for the propulsion of fast boats and aircraft | |
CN102548842A (en) | Craft and method for assembling craft with controlled spin | |
JPH085435B2 (en) | Gyrodyne | |
US20100032522A1 (en) | Centrally motor driven seaplane thrusters | |
JP2657422B2 (en) | Combined ladder and propeller arrangement | |
JPH03503871A (en) | vertical takeoff aircraft | |
US11136937B2 (en) | Aircraft propulsion assembly comprising a thrust reverser | |
JP6213713B2 (en) | Vertical take-off and landing aircraft | |
US10766584B2 (en) | Rotating machines with fluid rotor having adjustable blades | |
CN103640444A (en) | Amphibious unmanned surface boat provided with double bodies on inclined sides | |
EP2683609B1 (en) | Propulsion system | |
KR20080087433A (en) | Ship's adjustable thrust fin attached to the position of the rudder horn | |
CN205059973U (en) | Water spray and mixed propeller of screw | |
CN113247224A (en) | Vector propulsion device based on rim propeller | |
CN109178282A (en) | A kind of novel air power-driven light boat | |
JP7493037B2 (en) | Propulsion Device | |
CN211810158U (en) | Underwater aircraft propelled by barrel fan | |
US7101235B2 (en) | Air-boat sound suppressor and directional control system | |
RU2457151C1 (en) | Manoeuvrable aircraft with gas-dynamic control system | |
US3448710A (en) | Propelling and steering device | |
US20010012742A1 (en) | Propulsion system and method | |
WO2017158204A1 (en) | Steerable contra-rotating propulsion system | |
RU2009124298A (en) | METHOD OF FLIGHT IN AIR WITH THE POSSIBILITY OF VERTICAL TAKEOFF AND LANDING AND ROTOROPLAN WITH VERTICAL TAKEOFF AND LANDING | |
CN215972055U (en) | Vector propulsion device based on rim propeller |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12774117 Country of ref document: EP Kind code of ref document: A1 |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) | ||
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14003037 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012774117 Country of ref document: EP |