92results about "Piston type power plants" patented technology

Aerodynamic lifting structures, such as aircraft wings, having embedded engines and associated methods and systems are disclosed herein. A wing assemblies configured in accordance with embodiments of the present technology can include, for example, an upper wing portion, a lower wing portion, and a plurality of independent ducts positioned between the upper wing portion and the lower wing portion. Each duct can extend between a corresponding inlet positioned toward a leading portion of the wing assembly and a corresponding outlet positioned toward a trailing portion of the wing assembly. The wing assembly can further include a plurality of fans and a plurality of electric motors operably coupled to the plurality of fans. The fans and electric motors are positioned in the corresponding individual ducts and the fan is rotatable to propel fluid received in the inlet through the duct to create lift.

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.

The utility model relates to the technical field of engine crankshaft power transmission, in particular to a transmission assembly of an in-line piston engine, an engine and an aircraft thereof, which comprise a crankshaft body, the crankshaft body comprises a plurality of crank pins, a plurality of cranks and a plurality of journals which are sequentially arranged in a staggered manner from the front end to the tail end, a driving gear is arranged at the front end of the crankshaft body and integrally formed with the crank, the center of the driving gear and a shaft neck of the crankshaft body are arranged on the same central axis, a transmission mechanism is arranged outside the driving gear in an engaged mode, and the transmission mechanism comprises a damping gear assembly, a transmission gear, an idle gear and an output gear which are sequentially engaged. The integral layout is optimized, the structure is compact, the simple idle gear is additionally arranged, an original idle gear shaft transmission mechanism is replaced, the basic function of speed reduction of an engine is achieved, and meanwhile the purposes of miniaturization, light weight, stability and aircraft carrying performance of the engine are achieved.

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 provide an engine system capable of responding to fuel gas containing a toxic substance leaked from an engine.SOLUTION: An engine system 1 having an engine 2 driven by fuel containing a toxic substance includes: a case 7 that surrounds the engine 2; and a fuel detection section 8 disposed inside or outside the case 7 to detect fuel leaked to the outside of the engine 2. When a vapor specific gravity of the fuel is larger than a predetermined threshold value, the fuel is detected by using the fuel detection section 8 disposed in the lower part of the case 7, and when the vapor specific gravity of the fuel is smaller than the predetermined threshold value, the fuel is detected by using the fuel detection section 8 disposed in the upper part of the case 7. The fuel containing the toxic substance is either of ammonia or methanol.SELECTED DRAWING: Figure 1

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

An aircraft system (20) includes a first propulsor (36A), a second propulsor (36B), a drivetrain and an intermittent combustion engine (66). The first propulsor (36A) includes a first propulsor rotor (42A) and a first vane array (44A). The second propulsor (36B) includes a second propulsor rotor (42B) and a second vane array (44). The drivetrain includes a drive structure (100) and a transmission (106). An output (118) of the transmission (106) is coupled to the first propulsor rotor (42A) and the second propulsor rotor (42B) through the drive structure (100). The intermittent combustion engine (66) is configured to drive rotation of the first propulsor rotor (42A) and the second propulsor rotor (42B) through the drivetrain.

[Problem] An engine system that can cope with a fuel gas that leaks from an engine and contains a toxic substance is provided. [Solution] An engine system 1 including an engine 2 that operates by a fuel containing a toxic substance includes a case 7 that surrounds the engine 2 and a fuel detector 8 that is disposed inside or outside the case 7 and detects the fuel that has leaked to the outside of the engine 2. The fuel is detected by using the fuel detector 8 disposed at a lower portion of the case 7 when the vapor specific gravity of the fuel is higher than a predetermined threshold. The fuel is detected by using the fuel detector 8 disposed at an upper portion of the case 7 when the vapor specific gravity of the fuel is lower than the predetermined threshold. The fuel containing the toxic substance is either ammonia or methanol.

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 provide a convenient and safe vehicle.SOLUTION: An airbag extending to the outside of a vehicle body is inflated by igniting a gas generator when a monitor with a speed measuring instrument detects danger. Furthermore, solar power generation by a solar panel provided on a roof of the vehicle body, self-generated power by driving of propellers and tires, and hydrogen fuel are utilized to address energy issues and CO2 emission issues. In addition, even if one blade of a propeller encounters an abnormality, the other propeller can continue driving in a form of four-propeller-driving and in which the propeller has double blades in one set. A parachute for an escape in the event of an accident is provided.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.

A lever for adjusting an output of a hybrid electric powerplant of an aircraft includes a lever configured to move through a range of positions. Movement of the lever adjusts the output of the hybrid electric powerplant between at least two operating modes. In a first subset of positions within the range of positions, the hybrid electric powerplant is configured to operate an engine having a mechanical output, output a first electrical energy from a motor / generator driven by the mechanical output of the engine, and drive a propulsion mechanism with the mechanical output of the engine. In a second subset of positions within the range of positions, the hybrid electric powerplant is configured to operate an engine having a mechanical output, receive a second electrical energy from the motor / generator, drive a mechanical output from the motor / generator using the second electrical energy, and drive a propulsion mechanism with the mechanical output.

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 the technical field of engine transmission, in particular to a damping transmission mechanism of an in-line piston engine, the engine and an aircraft of the engine. The damping transmission mechanism comprises a crankshaft body, a front end crank of the crankshaft body is integrally provided with a driving gear, the side face of the driving gear is meshed with the damping transmission mechanism, and the damping transmission mechanism comprises a damping gear assembly; the crankshaft comprises a crankshaft body, a transmission shaft, a first transmission gear, a first idle gear and an output gear, the first transmission gear, the first idle gear and the output gear are sequentially meshed, a second transmission gear is arranged at the other end of the transmission shaft and drives an engine oil lubricating device and a water cooling device in a meshed mode, and a starting device is arranged at the foremost end of the crankshaft body in a matched mode. The idle gear II and the starting gear are sequentially meshed. The overall layout is optimized again, an original clutch and a multi-stage idler shaft transmission mechanism are replaced, the basic functions of engine speed reduction and shock absorption are achieved, and meanwhile the purposes of engine miniaturization, light weight, stability and aircraft carrying performance are achieved.

Air mobility vehicle, including: a vehicle body that includes a cabin; a motor (100) which is installed and equipped in the vehicle body to provide mechanical propulsion power or electrical energy; a battery (500) which is set up to be charged with the electrical energy of the motor (100); Main rotors (700) are set up to operate using the electrical energy of the battery and the electrical power generated by the motor (100) to perform take-off, landing and cruise flight; Auxiliary rotors (300) arranged at or adjacent to a center of gravity of the vehicle body and mechanically connected to the engine (100) via a coupling (140), wherein the auxiliary rotors (300) are configured to perform take-off, landing or cruising flight by receiving mechanical driving power from the engine (100) when the coupling (140) is in a disengaged position; a control system designed to monitor the status of the battery (500) and the main rotors (700) and to control the operation of the motor (100) and the clutch (140); and Covers (320) that conceal the auxiliary rotors (300), wherein the covers (320) are arranged to be moved when the auxiliary rotors (300) are driven in order to expose the auxiliary rotors (300) to the outside in such a way that the auxiliary rotors (300) draw in air from above and discharge the drawn-in air downwards.

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.

The application provides a liquid hydrogen fuel storage and supply system suitable for a hybrid hydrogen-powered aircraft, which comprises an engine circulation unit, the engine circulation unit comprising a first liquid hydrogen storage tank, a first booster pump group, a first heat exchanger, a second heat exchanger, a compressor and a hydrogen fuel engine, liquid hydrogen in the first liquid hydrogen storage tank is pressurized by the first booster pump group, and then sequentially passes through the second heat exchange side of the first heat exchanger, the second heat exchange side of the second heat exchanger, the first heat exchange side of the first heat exchanger and the second heat exchanger, and is heated and gasified by waste gas heat exchange of the first heat exchange side of the second heat exchanger, and is compressed by the compressor or directly enters the hydrogen fuel engine, the application can open different numbers of the first booster pump according to the actual demand of the hydrogen fuel engine, and then select to pressurize hydrogen or directly deliver hydrogen to the hydrogen fuel engine, control hydrogen with different pressure and flow to enter the hydrogen fuel engine, and ensure sufficient combustion of hydrogen and improve hydrogen utilization.

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.