61results about "Piston type power plants" patented technology

To provide an aircraft control device, aircraft control system, aircraft control method and aircraft control program, each enabling a plurality of aircrafts to be efficiently operated.SOLUTION: An aircraft control device comprises: a communication unit 23 which communicates with an aircraft 1; a power supply device 24 which supplies power to a battery 14 of the aircraft 1; an acquisition unit 210 which acquires the charging power and power consumption of the plurality of aircrafts 1; and a schedule setting unit 213 which sets the power supply schedule of each aircraft 1 in such a manner that the charging power and the power consumption match with each other for each aircraft 1. The communication unit 23 transmits the power supply schedule to the aircraft 1. The aircraft control device comprises a power supply control unit 214 which controls the power supply device 24 in such a way as to supply power to the aircraft 1 on the basis of the power supply schedule.SELECTED DRAWING: Figure 3

To suppress deterioration of a battery.SOLUTION: A control system 70 comprises: a VTOL rotor 20 and a cruise rotor 29 for generating thrust for making an aircraft 100 fly; a power generator 40a for generating power and supplying the power to the rotors; a power unit which has a battery 32 for storing the power supplied from the power generator and supplying the stored power to the rotors; and a control part 91 for calculating a battery charging period on the basis of, a required power storage amount indicating, an amount of power which should be stored in the battery when flying in a predetermined flight state, and a state of the battery, and determining a charging start time of the battery on the basis of the charging period and a flight time until the flight state becomes a predetermined flight state. Therefore, it is possible to start the charging of the battery at the charging start time, and store the required amount of power in the battery until the flight state becomes the predetermined flight state, maintain a charging amount of the battery to a low charging amount, until the charging start time comes, for suppressing deterioration of the battery.SELECTED DRAWING: Figure 3

A power unit of an unmanned aerial vehicle (UAV) comprises an internal combustion engine (1) with a propeller (3) arranged on its output shaft (2) and an electrical generator (10). The engine (1) is equipped with a muffler (4) and coupled to an engine bulkhead (6) via a vibration-isolating assembly (5). A battery (7) and a fuel tank (8) are arranged in a fuselage middle part, the fuel tank (8) is coupled to the engine (1) via a fuel line (9) and arranged in a close proximity to a UAV's center of gravity. The electrical generator (10) is arranged on the output shaft (2) between the propeller (3) and the internal combustion engine (1), and it is configured to operate in a starter mode. The vibration-isolating assembly (5) consists of an engine plate (11) that is secured to the engine bulkhead (6) and an engine mount (12) that is coupled to the engine (1). The engine plate (11) and the engine mount (12) are coupled between each other with three supports (13) that are equipped with vibration-dampening assemblies (14) that are coupled to the engine mount (12). An arc-shaped bracket (18) is arranged between the engine plate (11) and the engine mount (12), the bracket (18) is secured to two supports (13) and coupled to the engine mount (12) via an additional vibration-dampening assembly (19). The engine (1) is coupled to the engine mount (12) via spacers (20).

A method for controlling an aircraft with a rotary wing provided with a power plant comprising a plurality of engines, the aircraft comprising a human-machine interface controlling a control member capable of acting on a longitudinal acceleration of the aircraft. During the economy operating mode during which one of the engines does not supply power, the method comprises measuring a forward speed of the aircraft, and adjusting an authority of the human-machine interface over the longitudinal acceleration with a flight control computer as a function of the forward speed.

To provide a different hybrid aircraft by maximizing the revenue load that the hybrid aircraft can transport.SOLUTION: The present invention relates to a vertical take-off and landing (VTOL) aircraft, a method of controlling a VTOL aircraft, and a control system for controlling a VTOL aircraft. The aircraft comprises a fuselage having wings extending along transverse axes and attached to a fuselage extending between longitudinal axes of the aircraft, and a tail unit or a front tail unit. An array of electric rotors is fixedly mounted to the airframe. The front and rear internal combustion engines are pivotally mounted to the fuselage, and the front and rear rotors are displaceable between a lift position oriented to provide vertical lift to the aircraft for vertical flight and a propulsion position in which the front and rear rotors are oriented to provide forward thrust to the aircraft for horizontal flight. The front and rear rotors provide most or all of the vertical lift for the aircraft during vertical flight.SELECTED DRAWING: Figure 1

To control a charging state of a battery.SOLUTION: A charging state control system 99 comprises: a power generator 40a that generates power and supplies the power to a load; a battery 32 that stores the power generated by the power generator 40a and supplies the stored power to the load; an ECU 33 that detects a charging state of the battery 32; and a control unit 91 that, when a remaining charge amount of the battery 32 detected by the ECU 33 is equal to or larger than a reservation threshold, discharges the power stored in the battery 32 to an external power supply 111 to control the charging state of the battery 32. As a result, the control unit 91 makes the battery 32 be charged by power supply from the power generator 40a and, when the remaining charge amount is equal to or larger than the reservation threshold, discharges the power stored in the battery 32 to the external power supply 111, which makes it possible to suppress progression of degradation of the battery 32 by keeping the remaining charge amount of the battery 32 about at or below the reservation threshold.SELECTED DRAWING: Figure 5

An aerial vehicle and method of operating the same, wherein an engine is operated on demand to provide mechanical drive power or electrical power. A battery is charged with electrical power from the engine. A main rotor is operated using electrical power from the battery and electrical power generated by the engine to perform takeoff, landing, and cruising. An auxiliary rotor is disposed at or adjacent to a center of gravity of a vehicle body and is mechanically connected to the engine via a clutch. When the clutch is in an engaged position, the auxiliary rotor performs takeoff, landing, or cruising by receiving mechanical drive power from the engine. A controller monitors a state of the battery and the main rotor and controls operation of the engine and the clutch.

Symmetrical balance of the helicopter is achieved by selecting a symmetrically-designed novel piston type engine, a fixed horizontal umbrella wing is arranged on the top, and when the helicopter flies normally and horizontally, linear resistance is small; the damping effect of avoiding too high speed is achieved during up-and-down rising and falling. The helicopter is completely balanced in a static state, and when the helicopter flies, the thrust formed by airflow entering the upper portion of the main rotor to the small louver fan wings with a certain inclination angle on the upper portion of the main rotor and the thrust formed by airflow flowing out of the lower portion of the main rotor to the balance wings with the adjustable inclination angle are utilized. And the resultant force equivalently counteracts the counter-acting force of the engine by adjusting the inclination angle, so that the aircraft is stable in direction. A novel piston type engine is adopted, due to the unique structural design, the rotating speed and variable work of the engine can be accurately adjusted in a high-precision mode, and a power shaft of the engine vertically operates. A small-diameter turbofan'main rotor 'with a fixed attack angle is adopted, so that conversion of horizontal power into vertical power through a bevel gear is omitted. The aircraft flies at a low speed through forward or backward force generated by downwash airflow of the main rotor to the angle-adjustable driving wings on the lower portion of the main rotor.

The invention relates to a method and an aircraft with a system for determining a pollutant emission level. The aircraft (1) comprises a power plant (6) provided with at least one combustion engine (10) and a system (19) for detecting pollutant emissions comprising: i) at least one engine sensor (20) for each combustion engine (10) emitting an engine measurement signal carrying a measurement of an engine parameter of the associated combustion engine; ii) at least one aircraft sensor (30) emitting an aircraft measurement signal carrying a measured value of an aircraft parameter; and iii) a controller (40) determining at least one amount of production of contaminants emitted during the task from the engine measurement signal and the aircraft measurement signal.

An aircraft includes a fuselage defining a longitudinal axis between a forward end and an aft end. The aircraft includes an electrical system having an electric storage. The electric storage is positioned within the fuselage.

The invention relates to an assembly (100) comprising a support plate (102) through which an opening passes and with two faces (102a-b) parallel to a support plane (P), a first fitting (104a) fixed against the first face (102a), first sleeves (110a) receiving beams (50), and a block (312) with a bore (114) with an axis (114a), a second fitting (104b) against the second face (102b), and second sleeves (110b) receiving beams (50), and a housing (314) for said block (312) and a clamping screw (118) screwed into the bore (114), where the axis (114a) has with the support plane (P), an angle (α) between 10° and 80°. With such an arrangement, the clamping screw is in an oblique position relative to the support plane, which allows, among other things, the placement of beams perpendicular to the support plane.

An unmanned aerial vehicle capable of VTOL operation can include: a vehicle body defining longitudinal and transverse directions and opposing longitudinal sides; a first support boom coupled to the vehicle body at a first transverse axis and extending outwardly from the opposing longitudinal sides; a second support boom coupled to the vehicle body at a second transverse axis positioned rearward from the first transverse axis and extending outwardly from the opposing longitudinal sides; a plurality of electric motors coupled to a one of the first and second support booms, at least two electric motors of the plurality of electric motors positioned on each of the first and second support booms, a rotation axis of each of the at least two electric motors coupled to the second support boom offset in a transverse direction from a rotation axis of each of the at least two adjacent electric motors coupled to the first support boom; a plurality of rotors; and a propulsion system.

To provide a flight device that, during flight, achieves stability, efficiency and long flight time all at high levels.SOLUTION: A flight device 10 has a vertical-flight rotor 11 and horizontal-flight rotors 12. The vertical-flight rotor 11 is rotated by a motor 13. The horizontal flight rotors 12 are rotated by being connected to an engine 40 in a driving manner. This configuration of the vertical-flight rotor 11 rotated by the motor 13 allows the motor 13 to control the rotational speed of the vertical-flight rotor 11 with high accuracy during takeoff and landing. During horizontal flight, the engine 40 rotates the horizontal-flight rotors 12 in a driving manner, so that the horizontal-flight rotors 12 can be rotated with high efficiency and the continuous flight distance of the flight device 10 can be increased.SELECTED DRAWING: Figure 2

A propulsion system for an aircraft is provided that includes an electric generator, a compressor, an internal combustion (IC) engine, a turbine, an electric power storage unit, and an electric motor. The compressor is configured to selectively produce a flow of compressor air at an air pressure greater than an ambient air pressure. The IC engine is configured to selectively intake compressor air during operation and produce an exhaust gas flow during operation. The turbine, powered by exhaust gas flow, is in communication with and configured to power the compressor and the electric generator. The electric power storage unit is in communication with the electric generator. The electric motor is in communication with the IC engine. The electric motor is powered by the electrical power produced by the electric generator, and the electric motor is configured to selectively provide motive force to the IC engine.

To provide an aircraft with improved efficiency and flexibility in the aircraft configuration when integrating functional components into the airframe, and a power unit having a configuration for improving said efficiency and flexibility. [Solution] To provide an aircraft or the like having a power unit having a first space with at least one of its upper or lower surfaces open, a propeller having a first through space and connected to the power unit, and a functional part having a predetermined function and at least a portion of which is located within the internal space formed by the first space and the first through space.

An aircraft propulsion system includes an engine, a propulsor drive shaft drivingly engaged with the engine, a propulsor for propelling the aircraft, and a fan driving cooling air along a flow path in thermal communication with the engine. The engine can be an internal combustion engine or other engine type having heat rejection requirements, and the fan can facilitate cooling of the engine. The propulsion system can have a propulsor configuration.

The aircraft piston engine magneto has a magnetic rotor and an ignition circuit with a reconfigurable charge coil inductively coupled to the magnetic rotor. The charge coil is inductively powered by the magnetic rotor and includes multiple coils that are electronically reconfigurable from a high-turn, low-current power coil for use during low-speed operation to a low-turn, high-current power coil for high-speed operation. The charge coil is configured to a high-turn coil by electronically connecting multiple coils in series or a low-turn power coil by electronically connecting coils in parallel. The ignition circuit is a fully electronically controlled ignition circuit that uses only non-mechanically operated electrical components within the magneto to generate and distribute ignition pulses to the piston engine spark plugs.

The invention discloses a mounting structure of an engine, and relates to the technical field of engine mounting, the mounting structure comprises an engine assembly and a mounting frame, the engine assembly is mounted on the mounting frame through an engine fixing and connecting assembly; the engine fixing and connecting assembly comprises a fixing support, the fixing support can be connected with the engine assembly and the mounting frame, and a fixing buffering cushion is arranged between the fixing support and the engine assembly. The engine assembly is further connected with an engine limiting connecting assembly, and the engine limiting connecting assembly is far away from the engine limiting connecting assembly and can be connected with a fuselage structure. The fixing buffer pad is arranged between the installation frame and the engine assembly, vibration energy is absorbed and dynamic loads are buffered through elastic deformation of the fixing buffer pad, rotation of the engine assembly can be limited through the engine limiting connecting assembly, and therefore the engine assembly is restrained, and the installation stability of the engine assembly is guaranteed.

A tractor aircraft power plant for propelling an aircraft is described. The tractor aircraft power plant is configured to improve serviceability of swirl-recovery vanes. The tractor aircraft power plant includes an intermittent combustion engine such as a Wankel engine operable to generate motive power. A bladed rotor is drivingly coupled to the Wankel engine and is disposed forward of the Wankel engine relative to a propulsion direction. A gearbox drivingly couples the bladed rotor to the Wankel engine. A plurality of vanes are angularly distributed about a rotation axis of the bladed rotor and are non-rotatable about the rotation axis of the bladed rotor. The vanes are disposed aft of the bladed rotor to interact with a flow of air propelled by the bladed rotor during rotation of the bladed rotor. The vanes are mounted to the gearbox to facilitate serviceability of the vanes.

A pusher aircraft power plant (10) for propelling an aircraft is configured to improve serviceability of swirl recovery vanes (22). The pusher aircraft power plant (10) includes a prime mover (12) operable to generate motive power, an enclosure (14) housing at least part of the prime mover (12), a bladed rotor (16) drivingly coupled to the prime mover (12) and disposed aft of the prime mover (12), and a plurality of vanes (22) angularly distributed about a rotation axis (RA) of the bladed rotor (16) and being non-rotatable about the rotation axis (RA) of the bladed rotor (16). The vanes (22) are disposed aft of the bladed rotor (16) to interact with a flow of air propelled by the bladed rotor (16) during rotation of the bladed rotor (16). The vanes (22) are disposed aft of the enclosure (14) permitting the vanes (22) to be uninstalled from the pusher aircraft power plant (10) without accessing the enclosure (14).

A power unit of an unmanned aerial vehicle (UAV), the power unit includes an internal combustion engine with a propeller and an electrical generator on its output shaft. The engine has a muffler and is coupled to an engine bulkhead via a vibration isolation assembly. A battery and a fuel tank are arranged in a fuselage middle part, and the tank is coupled to the engine via a fuel line. The electrical generator is arranged between the propeller and the engine and is configured to operate in a starter mode. The vibration isolation assembly comprises an engine plate secured to the engine bulkhead and an engine mount coupled to the engine. The plate and mount are coupled between each other with supports equipped with vibration-dampening assemblies coupled to the mount. An arc-shaped bracket is between the engine plate and the engine mount and is secured to two supports and coupled to the mount via an additional vibration-dampening assembly. The engine is coupled to the mount via spacers.

The invention relates to an aircraft comprising a drive system having a power unit, at least one drive battery, and at least one electric motor drawing electrical energy from the at least one drive battery, wherein the power unit comprises a two-cylinder reciprocating-piston engine having two cylinder-piston units in tandem arrangement and comprises at least one generator for generating electrical energy, wherein each cylinder-piston unit has a crankshaft, and wherein the crankshafts are mechanically coupled to each other, and wherein at least one crankshaft is mechanically connected to the at least one generator. The invention also relates to additional improvements of the aircraft and to an operating method.

A turbo-compounded engine includes a piston engine connected to drive a propulsor. An outlet of the piston engine is operable to connect products of combustion from the piston engine to pass over a turbine. The turbine is connected to drive a turbine shaft also connected to drive the propulsor. An outlet of the turbine is connected into an exhaust duct configured to exhaust the products of combustion. The exhaust duct is provided with an exhaust duct outer wall defining an exhaust chamber. A further cooling air outer wall is positioned outwardly of the exhaust duct. Flow dividers are received within an exhaust chamber inward of the exhaust duct outer wall. The exhaust duct outer wall has an inner surface and the flow dividers have an outer surface. Acoustic treatment is provided on both the inner surface of the exhaust duct outer wall and the outer surface of the flow dividers.

Provided is an unmanned aircraft which has uniform lift and the overall airframe dimensions of which can be made small. This unmanned aircraft is provided with four propeller shafts jutting horizontally along diagonals from the airframe, and four propellers constituted from twin blades having folding mechanisms. Engine rotation is transmitted to the propellers by gears. The unmanned aircraft is characterized in that: all of the propellers are at the same height from the tip end of the propeller shafts; the rotational ranges overlap those of the neighboring propellers; the mounting angles are set 90 degrees off from those of the neighboring propellers; and the rotational directions are mutually opposite from those of the neighboring propellers.

A power unit of an unmanned aerial vehicle (UAV) comprises an internal combustion engine (1) with a propeller (3) arranged on its output shaft (2) and an electrical generator (10). The engine (1) is equipped with a muffler (4) and coupled to an engine bulkhead (6) via a vibration-isolating assembly (5). A battery (7) and a fuel tank (8) are arranged in a fuselage middle part, the fuel tank (8) is coupled to the engine (1) via a fuel line (9) and arranged in a close proximity to a UAV's center of gravity. The electrical generator (10) is arranged on the output shaft (2) between the propeller (3) and the internal combustion engine (1), and it is configured to operate in a starter mode. The vibration-isolating assembly (5) consists of an engine plate (11) that is secured to the engine bulkhead (6) and an engine mount (12) that is coupled to the engine (1). The engine plate (11) and the engine mount (12) are coupled between each other with three supports (13) that are equipped with vibration-dampening assemblies (14) that are coupled to the engine mount (12). An arc-shaped bracket (18) is arranged between the engine plate (11) and the engine mount (12), the bracket (18) is secured to two supports (13) and coupled to the engine mount (12) via an additional vibration-dampening assembly (19). The engine (1) is coupled to the engine mount (12) via spacers (20).

An aircraft system is provided that includes a first propulsor rotor (42A), a first transmission (106A), a second propulsor rotor (42B), a second transmission (106B) and an intermittent combustion engine (68). The first propulsor rotor (42A) is rotatable about a first propulsor axis (48A). The first transmission (106A) is coupled to the first propulsor rotor (42A). The second propulsor rotor (44) is rotatable about a second propulsor axis (48B). The second transmission (106B) is coupled to the second propulsor rotor (44). The intermittent combustion engine (68) is configured to drive rotation of the first propulsor rotor (42) through the first transmission (106A). The intermittent combustion engine (68) is configured to drive rotation of the second propulsor rotor (44) through the second transmission (106B).

To provide a flight device capable of guaranteeing safety even when inconvenience occurs to a power connection / disconnection part.SOLUTION: A rotor side power transmission part 26 of a flight device 10 has: a first rotor side power transmission part 261; and a second rotor side power transmission part 262. The power connection / disconnection part 27 transmits power according to a condition and has a first power connection / disconnection part 271 and a second power connection / disconnection part 272. The first power connection / disconnection part 271 is disposed between the first engine side power transmission part 251 and the first rotor side power transmission part 261. The second power connection / disconnection part 272 is disposed between a second engine side power transmission part 252 and the second rotor side power transmission part 262. An operation control part 31 changes a flight mode when the degree to which the first power connection / disconnection part 271 transmits power and the degree to which the second power connection / disconnection part 272 transmits power are apart for a prescribed amount or more.SELECTED DRAWING: Figure 1

Here is a concept for an aircraft that forgoes conventional wings. Lift is generated by the fuselage. Different control surfaces can be fitted depending on the desired characteristics. These could even be located in the cavity between the passenger and / or cargo compartments. The aircraft will be powered by conventional engines. The wing mounting system is less complex than that of a conventional winged aircraft. The wide and very long design allows for very safe takeoffs and landings. Significantly more control elements can be incorporated into this aircraft, resulting in neutral, environmentally friendly, and fuel-efficient operation. A far more stable construction method exists. The primary application is the construction of very large aircraft. However, smaller, unmanned aircraft can also be built.(Think of a plastic pipe that you use as a projectile). 2.1 Technical task and objective This type of aircraft does without conventional wings. This offers significant design advantages, as longitudinal and lateral forces during flight can be absorbed much more effectively than with wing-based designs. The construction is also more cost-effective. Lift is generated solely by the fuselage, which is a hollow, ring-shaped structure. This design is expected to result in significantly improved fuel efficiency. Landing gear is positioned according to a structural analysis. 2.2 Technical Task The design calls for a fuselage that generates enough lift to allow the aircraft to fly. This means that one key parameter is the installed height of the cargo and passenger compartments. The higher the compartments, the wider the aircraft. The materials used to build the Ring-Fly should be the same as those used for conventional aircraft. 2.3 Application area The applications can be used in both civil and military aviation.

A powertrain for an aerial vehicle may include a mechanical power source and an electric power generation device mechanically coupled to the mechanical power source. The powertrain further may include an electric motor electrically coupled to the electric power generation device. A first propulsion member may be mechanically coupled to the mechanical power source and configured to provide a first thrust force. The powertrain also may include a second propulsion member mechanically coupled to the electric motor and configured to provide a second thrust force. A vehicle controller may be provided and configured to at least partially control aerial maneuvering of the aerial vehicle, and cause supply of a first portion of the mechanical power to the first propulsion member and a second portion of the mechanical power to the electric power generation device based at least in part on at least one characteristic associated with maneuvering of the aerial vehicle.