Aerospace vehicle engine, method of operating an aerospace vehicle engine, and aerospace vehicle having at least one engine

Abstract

This invention relates to an engine for an aircraft, wherein an annular vortex guide, in cross-section, has an air inlet centrally located about the longitudinal axis of the engine and an air outlet centrally located about the longitudinal axis, spaced apart from the air inlet. The air inlet and air outlet are in fluid communication with each other via an air intake duct, which is defined by the vortex guide and houses an air supply device. The air outlet is overlapped by an air deflector. When the engine is operating normally, the air deflector is positioned above the vortex guide from a geodesic angle, extending radially outward from the air outlet and defining an exhaust gap in fluid communication with the air outlet. According to the invention, the vortex guide is a body of revolution formed by rotating a closed curve with a continuous thread at least radially outward about a rotation axis; the air inlet directly connects to the external environment of the engine, so that when the engine is operating normally, air from the side of the engine opposite to the air deflector is delivered through the air inlet into the air intake duct.

Description

Technical Field

[0001] This invention relates to an engine for an aircraft, wherein an annular vortex guide, in cross-section, has an air inlet centrally located about the longitudinal central axis of the engine and an air outlet spaced apart from the air inlet and centrally located about the longitudinal central axis. The air inlet and air outlet are in fluid communication with each other via an air intake duct defined by the vortex guide and accommodating an air supply device. The air outlet is overlapped by an air deflector. When the engine is operating normally, the air deflector is positioned above the vortex guide at a geodesic angle. The air deflector extends radially outward from the air outlet, defining an exhaust gap in fluid communication with the air outlet. This invention also relates to a method for operating the engine of an aircraft and an aircraft having at least one engine. Background Technology

[0002] For example, see patent document DE 202018104722 U1. This document describes an aircraft comprising a frame structure and multiple lifting rotors arranged on the frame structure, by means of which a vertically upward main lift and thrust can be generated. It is proposed here that a separate jet turbine is provided, the thrust jet of which can be oriented to generate a secondary lift substantially parallel to the main lift, which can be superimposed on the main lift.

[0003] Furthermore, patent document US 5,203,521 discloses an aircraft comprising an annular body defining a central channel, an upper deflector, a lower collector, and a fluid actuator within the channel. The actuator accelerates and circulates air around the annular body. The collector separates the circulating air, directing a portion into the channel and another portion downwards to provide thrust. Other aircraft can be found in patent documents US 3,747,726 and US 2,997,254. Patent document US 3,215,218 also discloses a vehicle device for enhancing traction. Summary of the Invention

[0004] The purpose of this invention is to propose an engine that has advantages over existing engines, particularly in terms of the thrust it provides, which can be greatly expanded and operate with exceptional efficiency.

[0005] To achieve the above objectives, the present invention proposes an air-body engine having the features described in claim 1. The present invention proposes that the vortex guide is a rotating body formed by rotating a closed curve with a continuous thread at least radially outward around a rotation axis; the air inlet directly connects to the external environment of the engine, so that when the engine is operating normally, air from the side of the engine opposite to the air deflector is delivered through the air inlet into the air intake duct.

[0006] The engine is configured to drive the flying body, hence it is also called a flying body actuator. Needless to say, the engine can also be separate from the flying body. The flying body driven by an engine or capable of being driven by an engine can, in principle, take any design, such as an unnamed aircraft (e.g., a drone) or preferably an aircraft. An aircraft is a means of transportation that flies within the Earth's atmosphere. It represents a mobile transportation vehicle used to transport people, goods, etc. Aircraft are configured for passenger and / or cargo transport.

[0007] Preferably, the aircraft is heavier than air and has a propulsion system or power drive, so that the flying body as a whole can be called an aircraft. An aircraft is generally a heavier-than-air vehicle that uses a non-rotating lifting surface to generate the dynamic lift required for flight. The aircraft (especially the engine) can also be lighter than air as a whole. For this purpose, the aircraft or engine, for example, has a lift-generating mechanism.

[0008] The flying vehicle can, of course, be designed in different ways, such as in the form of an airworthy motor vehicle. This motor vehicle is configured to move, for example, at least sometimes on the ground or on contact with the ground, particularly by the wheels of a motor vehicle, and sometimes fly, i.e., driven by an engine. The engine is used at least to drive the motor vehicle during flight operations. However, it can also be used to generate propulsion when the motor vehicle is supported on the ground by its wheels.

[0009] The main components of the engine are vortex guides and air deflectors. These components work together to generate thrust that propels the aircraft and directs it in a specific direction. Preferably, the engine's thrust is at least sometimes oriented to lift the aircraft. For this purpose, the thrust direction is generally downward from the geodesic angle, i.e., from the aircraft towards the ground or surface. It is particularly important to emphasize that the engine draws in or supplies ambient air from the same side of the engine, where thrust or the thrust jet generated by the engine is subsequently generated. In other words, when the engine is operating normally, air is preferably drawn in from below the geodesic of the engine or the aircraft.

[0010] The vortex guide is essentially a ring-shaped design and is completely circumferentially continuous around the longitudinal centerline of the engine. The longitudinal centerline of the vortex guide preferably corresponds to the longitudinal centerline of the engine. For example, the vortex guide is rotationally symmetrical about an axis of symmetry. In this case, the axis of symmetry preferably coincides with the longitudinal centerline of the engine. The aforementioned section should be understood as a longitudinal section about the longitudinal centerline of the vortex guide or about the longitudinal centerline of the engine. Preferably, the thrust provided by the engine is parallel to the longitudinal centerline of the engine and / or the longitudinal centerline of the vortex guide. In other words, the thrust vector of the engine is parallel to one of the aforementioned longitudinal centerlines. This applies at least to at least one position where the vortex guide and the air deflector are opposite each other (if they can be displaced relative to each other).

[0011] Preferably, the vortex guide has a continuous outer circumference when viewed in cross-section or half-section. This means that, again viewed in cross-section, particularly in a longitudinal section about the longitudinal central axis of the vortex guide, the outer circumference of the vortex guide extends uniformly without discontinuity or abrupt changes. For example, when viewed in half-section, the vortex guide is oval, particularly circular or elliptical. A half-section should be understood as a section through a cutting plane, where only one side of a plane perpendicular to the cutting plane is considered. For example, both the cutting plane and the other plane adopt the longitudinal central axis of the vortex guide. In other words, the half-section occupies only half of the actual cross-section.

[0012] This invention proposes that the vortex guide is a body of revolution. A body of revolution should be understood as a geometric body formed by rotating a closed curve around an axis of rotation or a geometric axis. This axis of rotation corresponds to the longitudinal central axis of the vortex guide, which preferably coincides with the longitudinal central axis of the engine and / or the longitudinal central axis of the flight body. In at least one location of the vortex guide and the air deflector, it may also coincide with the longitudinal central axis of the air deflector. Here, the curve is particularly preferably continuously spaced from the axis of rotation to form an air intake, which is centered about the axis of rotation. The curve has at least a partial continuous thread, i.e., it is located radially outward at least about the axis of rotation, and is particularly preferably continuous. This means that the radially outer side of the vortex guide is free of edges, especially no sharp edges, thus avoiding discontinuity. This achieves extremely low flow losses.

[0013] For example, the continuous thread of the curve extends radially inward from the outermost point of the curve, particularly when viewed from a cross-section or half-section through the engine, extending over at least 10%, at least 15%, at least 20%, or at least 25% of the radial length of the curve. The curve extends radially inward from both outermost points, thereby forming a first and second profile surface of the vortex guide, which define the vortex guide on opposite sides in the axial direction. The curve extends radially continuously inward from both outermost points, i.e., both extending over the aforementioned curve proportions. More preferably, the two regions of the curve are located on opposite sides of an imaginary plane parallel to the axis of rotation and intersecting the curve.

[0014] The first region is located radially outward, and the second region is located radially inward. Based on the radial distance between the outermost and innermost points of the curve, for example, the distance between the plane and the outermost point accounts for at least 10%, at least 20%, at least 30%, at least 40%, or at least 50%. Particularly preferably, the distance accounts for at least 60%, at least 70%, at least 80%, or at least 90%, and particularly preferably at least 80% or more. The curve extends continuously throughout the first region. The curve may also be continuous in the second region, or alternatively, at least partially discontinuous. Particularly preferably, the first region is directly adjacent to at least one discontinuity point of the curve in the second region, particularly directly adjacent to multiple discontinuity points. However, the invention may also propose that the curve exhibit discontinuity in its radially inward region about the axis of rotation. Outside this region (also called the discontinuous region), the curve is continuous throughout. For example, the curve has a straight segment in the discontinuous region, from which the curve forms a discontinuity point on at least one side. This straight segment extends, for example, between the air inlet and outlet, thereby defining a radially outward air intake. The straight section preferably extends from the air inlet to the air outlet.

[0015] The present invention proposes, for example, that, viewed from a half-section, the axial dimension of the vortex guide is equal to at least 25% or at least 50% of its radial dimension. Alternatively, the axial dimension may be larger, equal to at least 75% or at least 100% of the radial dimension. The axial dimension of the plane enclosed by the aforementioned curves is equal to at least one of the aforementioned proportions of its radial dimension.

[0016] The air intake duct passes through the vortex guide and is preferably centrally located within the vortex guide, i.e., coaxial with it. The air intake duct is particularly preferably a continuous straight line. The air intake duct extends from the air inlet to the air outlet. An air supply device is arranged within the air intake duct for supplying air from the air inlet direction towards the exhaust outlet through the air intake duct. The air supply device can be driven, for example, by a drive mechanism. The drive mechanism can be, for example, in the form of an electric motor, a turbine, or an internal combustion engine, or at least one of these. The air supply device is, for example, a propeller arranged within the air intake duct and surrounded by the vortex guide, and is therefore also referred to as an impeller. In principle, other configurations of the air supply device can also be implemented, as long as they are capable of supplying air through the air intake duct.

[0017] The air inlet should preferably be understood as an opening that is always located in an imaginary plane, which is always defined circumferentially by the vortex guide with respect to its longitudinal central axis. The imaginary plane always intersects or is at least tangent to the vortex guide circumferentially. Particularly preferably, the imaginary plane is always tangent to the vortex guide circumferentially. The imaginary plane, for example, is perpendicular to the longitudinal central axis of the vortex guide. The same applies to the air outlet. The air outlet is also always defined circumferentially by the vortex guide. Preferably, it is also always located in (another) imaginary plane that always intersects or is tangent to the vortex guide circumferentially, particularly preferably always tangent to the vortex guide circumferentially. This imaginary plane may also be perpendicular to the longitudinal central axis of the vortex guide.

[0018] In addition to the vortex guide, the engine also has an air deflector. When the engine or aircraft is operating normally, the air deflector is positioned, at least partially, and particularly mostly or completely, above the vortex guide from a geodesic angle. In other words, the side of the vortex guide facing the air deflector is positioned, from a geodesic angle, above the side of the vortex guide facing away from the air deflector. From a geodesic angle, the vortex guide is located between the air deflector and the ground during normal operation. It is also possible, in principle, that the air deflector and the vortex guide have different geodesic orientations. However, the key point is that the direction in which air is drawn in through the air intake is different from the direction in which it is discharged through the exhaust gap.

[0019] Specifically, in the same coordinate system, the axial velocity components of corresponding velocity vectors are different in sign. If the axial velocity component of one velocity vector is less than zero, then the axial velocity component of the other velocity vector is at least equal to zero (especially exactly zero) or greater than zero, and vice versa. In principle, air is drawn in directly from the external environment through the air inlet and discharged directly into the external environment through the air outlet. Air flows into the engine, particularly into the aircraft body, through the air inlet, and exits the engine, particularly out of the aircraft body, through the exhaust gap.

[0020] Preferably, the air inlet and outlet are oriented such that, when the engine is running normally, the direction in which air flows in through the air inlet is opposite to or perpendicular to the direction in which air flows out through the exhaust gap. Air from the external environment enters the intake duct through the air inlet along a first direction or with a first velocity vector. On the other hand, air leaves the radial passage from the exhaust gap along a second direction or with a second velocity vector. The first and second directions are, for example, axially perpendicular to each other or opposite to each other with respect to the longitudinal axis of the engine. For example, it may be proposed that the first velocity vector has only an axial velocity component, the second velocity vector has only a radial velocity component, and the corresponding other velocity components are equal to zero. If both the first and second velocity vectors have axial velocity components, then their directions are opposite. In the same coordinate system, one velocity component is positive and the other is negative.

[0021] The air deflector at least partially overlaps the vortex guide. Here, the air deflector is arranged on the side of the vortex guide containing the air outlet. Preferably, the longitudinal centerline of the air deflector is arranged at least temporarily parallel to the longitudinal centerline of the vortex guide and / or the longitudinal centerline of the engine. Preferably, particularly in at least one position where the vortex guide and the air deflector are opposite each other, the longitudinal centerline of the air deflector corresponds to one of the aforementioned longitudinal centerlines. In other words, the air deflector is advantageously arranged coaxially with the vortex guide.

[0022] The air deflector extends radially outward, particularly from its longitudinal centerline and / or the longitudinal centerline of the engine, where it completely overlaps the air outlet radially. The radial dimension of the air deflector is larger than that of the air outlet; therefore, in cross-section, the air deflector protrudes radially more than the air outlet. Far from the air outlet, i.e., radially outside the air outlet, the air deflector and the vortex guide jointly define the exhaust gap. The exhaust gap is in fluid communication with the air outlet via a radial channel, which is also defined by the vortex guide and the air deflector. In terms of flow, the radial channel extends from the air outlet to the exhaust gap.

[0023] During engine operation, the air deflector causes air leaving the intake through the exhaust port to be deflected radially outward, thus flowing along the direction of the exhaust gap and subsequently entering the engine's external environment. For example, the exhaust gap and the intake port are located on the same side of an imaginary plane, while the exhaust port is arranged on the opposite side of an imaginary plane. The imaginary plane is, for example, perpendicular to the longitudinal axis of the vortex guide.

[0024] Air exiting the exhaust gap continues to flow along the vortex guide, subsequently contributing to engine thrust generation. For example, during normal engine operation, the air deflector is positioned above the vortex guide from a geodesic angle. In other words, the vortex guide should be located between the air deflector and the ground. This, in turn, means that the engine draws in air from below the engine or aircraft at a geodesic angle, ultimately (from a geodesic perspective) from the bottom side of the engine or aircraft, initially directing the air towards the top side of the engine. The air then at least partially returns to the bottom side, where thrust is generated.

[0025] The air inlet is located on the side of the vortex guide that faces away from the air deflector. To ensure efficient thrust delivery, this air inlet opens directly to the engine's external environment. This means that no other components of the engine or the aircraft are located between the air inlet and the external environment. Specifically, the imaginary extension of the air intake duct leading to the external environment on the air inlet side has an unobstructed design. No other components of the engine or the aircraft are located in this imaginary extension. Thus, when the engine is operating normally, air is delivered from the side of the engine facing away from the air deflector through the air inlet into the air intake duct.

[0026] This means that when the engine is operating normally, the direction in which air is drawn in from the external environment is opposite to the direction of the engine's thrust vector. When the engine provides thrust according to the thrust vector, it draws in air in the opposite direction (i.e., directly from the external environment) to provide thrust. On the other hand, as mentioned above, the air intake opens directly to the engine's external environment, thus drawing in air directly from the external environment. In other words, the air intake is designed without a cover, resulting in a free air space located below the air intake in the engine's external environment. The free air space should be understood as an air space completely filled with air, without any other components of the engine and / or the aircraft.

[0027] The free air space extends below the air intake, specifically originating directly from the air intake. For example, the free air space can be considered as a hypothetical extension of the air intake duct, beginning at the air intake. It is proposed, for instance, that the axial extension of this air space about the longitudinal axis of the engine is at least equal to the extension of the vortex guide and / or air deflector in the same direction. This air space then has specific dimensions, at least axially. This means that, starting from the air intake, at least along the aforementioned extension, no other components of the engine and / or the flight body are located on the side of the vortex guide containing the air intake.

[0028] Preferably, the extension of the airspace is at least 2, 3, 4, or 5 times longer than the extension of the vortex guide, the air deflector, or the combined extension of the vortex guide and the air deflector. These considerations, of course, apply only to the flight operation of the engine or the aircraft. If the aircraft is close to the ground, the free airspace is restricted by the ground. However, in this case, there is no other component of the engine and / or the aircraft between the air intake and the ground.

[0029] Alternatively or additionally, it may be proposed that the airspace axially defined with respect to the longitudinal centerline of the engine is completely filled with air, one side of which is defined by the air intake and the other by the air supply device, and radially outward by vortex guides. The airspace, which is part of the air intake and thus defined by the vortex guides, is also designed as a free airspace. No other components of the engine and / or the aircraft are housed in this airspace, and therefore it is completely filled with air. This airspace extends axially from the air intake to the air supply device and is radially outward by the vortex guides.

[0030] These implementation schemes ensure that the circulation around the vortex guide is as unobstructed as possible, allowing air from the external environment to enter the air intake unimpeded. This achieves efficient engine operation. The engine, and especially the vortex guide, is preferably an outer component of the aircraft body. They form the outermost element of the aircraft body, correspondingly located on its outer side. In other words, the direction of the engine, and especially the aircraft body, toward the external environment is defined by the vortex guide, allowing the external environment of the aircraft body to extend directly to the vortex guide.

[0031] During engine operation, air from the external environment is delivered into the intake duct through the air inlet. The air then exits through the air outlet and enters the radial channel, flowing towards the exhaust gap. The exhaust gap is annular, surrounding the vortex guide; preferably, it completely encircles the vortex guide in the circumferential direction with respect to the longitudinal axis of the vortex guide and / or the longitudinal axis of the engine. In cross-section, the air exiting the exhaust gap continues to flow along the vortex guide or its outer contour, at least in part due to the Coanda effect. -Effekt) flow.

[0032] The present invention proposes that, in cross-section, air flows along the vortex guide to the air inlet, so that at least a portion of the air leaving the exhaust gap is reintroduced into the intake duct through the air inlet. In any case, the engine operates in a circulating manner around the vortex element, thereby ultimately creating a vortex surrounding the vortex guide, which is preferably in the shape of a body of revolution, particularly a toroidal shape. The vortex generated by the engine, also known as a supporting vortex, completely surrounds the vortex guide in cross-section. Preferably, it also continuously surrounds the vortex guide circumferentially. In other words, the supporting vortex envelops the vortex guide.

[0033] The thrust generated by the engine is achieved through different mechanisms. On one hand, the air velocity on the side of the vortex guide facing the air deflector (i.e., in the radial channel) is higher than the air velocity on the side of the vortex guide facing away from the air deflector (i.e., in the external environment). Due to this velocity difference, according to Bernoulli's equation, a negative pressure is generated on the side of the vortex guide facing the air deflector compared to the side facing away from the air deflector. Because the air velocity on the side facing the air deflector is higher than the air velocity on the side facing away from the air deflector, the pressure on the side facing the air deflector is lower than the pressure on the side facing away from the air deflector. This pressure difference between the two sides of the vortex guide causes the engine to generate a portion of the thrust.

[0034] The support vortex, once formed, indirectly provides another portion of thrust. The support vortex draws air from the ambient environment from the side of the air deflector opposite the vortex guide to the side of the vortex guide opposite the air deflector. For example, some air joins the support vortex and is pushed towards the side of the vortex guide opposite the air deflector, specifically towards the side of the engine facing the ground. The thrust thus provided is not directly caused by the flow of the support vortex itself, but by the additional ambient air transported by the support vortex. In principle, it can be said that the engine provides thrust on the side where it draws in air from the ambient environment. The thrust jet generated by the engine is correspondingly located on the side of the vortex guide opposite the air deflector. The engine's air intake from the ambient environment is also located on this side.

[0035] Clearly, a support vortex can only be formed when there is sufficient distance between the engine and the ground. Therefore, in order to utilize the lift generated by the support vortex, the engine or aircraft must first be separated from the ground by a certain distance. This can be achieved, for example, by using a mechanical lift device to raise the aircraft and engine relative to the ground. Of course, the aircraft can also be started by a separate engine, which then becomes operational.

[0036] Utilizing support vortices to provide at least part of the engine thrust makes engine operation exceptionally energy-efficient, as the energy required to generate and maintain the support vortices is relatively low, far lower than the energy required to directly generate thrust. Support vortices also ensure extremely high stability of the engine and the aircraft in the air, as they occupy a large amount of air or create a significant air cushion for the engine or aircraft. The engine and the corresponding aircraft can be scaled almost as needed in terms of load-bearing capacity because the support vortices are designed as potential vortices and can be scaled approximately as required.

[0037] An improved embodiment of the present invention proposes that, in cross-section, the vortex guide is defined on one side by a first profile surface and on the other side by a second profile surface, these two profile surfaces directly and continuously converging on both sides, particularly in an imaginary plane perpendicular to the central axis. The first and second profile surfaces are located on opposite sides of the imaginary plane intersecting the vortex guide. This imaginary plane is preferably perpendicular to the longitudinal central axis of the vortex guide. For example, if the imaginary plane axially penetrates the vortex guide about the longitudinal central axis, it divides the vortex guide into two parts with the same axial extension. The two parts of the vortex guide can be symmetrical about the imaginary plane. The first profile surface is located on the side of the vortex guide opposite to the air deflector, while the second profile surface is located on the same side. The two profile surfaces continuously converge on each side, i.e., without discontinuity or abrupt changes. This results in extremely low airflow loss on the surface of the vortex guide, thereby improving efficiency.

[0038] Preferably, from a cross-sectional perspective, the radius of curvature of the first profile surface and / or the radius of curvature of the second profile surface always have the same sign. From a cross-sectional perspective, the first profile surface is defined by a first profile line, and the second profile surface is defined by a second profile line. The radius of curvature of each profile surface or profile line may vary within its extension or remain constant. However, the present invention proposes at least that one or two radii of curvature always have the same sign, that is, the sign of the corresponding radius of curvature does not change within the extension of the corresponding profile surface, but remains the same.

[0039] For example, viewed in cross-section, the radius of curvature of the first profile surface chooses the same sign within the overall extension of the first profile surface. Similarly, additionally or alternatively, the radius of curvature of the second profile surface may have the same sign within the overall extension of the second profile surface. Preferably, the first and second profile surfaces have radii of curvature with the same sign. Particularly preferably, the first and second profile surfaces also have the same radius of curvature, i.e., viewed in cross-section, particularly from a half-section, the vortex guide is circular. This achieves a vortex guide configuration that is highly conducive to flow.

[0040] In an improved embodiment of the present invention, the vortex guide is constructed as a body of revolution, particularly a torus. A body of revolution is a geometric shape formed by rotating a closed curve about an axis of rotation. For example, the curve is at least partially curved, particularly continuously curved. The radius of curvature of the curve preferably has the same sign over the entire curve. The present invention proposes that the radius of curvature is always at least zero or always at most zero, or if the curve is continuously curved, the radius of curvature is always greater than zero or always less than zero. A torus, also known as a body of revolution, is formed by rotating a circle about an axis of rotation in a plane that does not intersect with that circle. Here, the axis of rotation of the body of revolution is particularly the longitudinal central axis of the vortex guide. The body of revolution is designed to be continuous and uninterrupted in the circumferential direction about its axis of rotation. This allows for particularly efficient guidance of supporting vortices while minimizing flow losses.

[0041] An improved embodiment of the invention proposes that the exhaust gap and the air outlet are fluidly connected via a radial channel, the cross-section of which narrows along the direction of the exhaust gap, thus forming a nozzle-like design. The radial channel is preferably continuous circumferentially about the longitudinal axis of the engine and uninterrupted except for one or more optional struts. It extends radially from the air outlet to the exhaust gap, allowing air exhausted from the intake duct through the air outlet to flow through the radial channel to the exhaust gap. The cross-section of the radial channel narrows along the direction of the exhaust gap. The shape of the radial channel is specifically chosen to give the air in the exhaust gap a desired flow velocity. This velocity is preferably in the subsonic range, thus preventing negative mechanical effects on the engine due to flow impacts or other factors. The nozzle-like radial channel configuration allows for efficient engine operation.

[0042] An improved embodiment of this invention proposes that the air deflector overlaps with the vortex guide, ensuring that air in the radial channel at least partially adheres to the vortex guide from the outlet to the inlet, preventing flow disconnection. As mentioned above, the engine operates with a supporting vortex surrounding the vortex guide. To achieve minimal flow loss in the circulation around the vortex guide, flow disconnection or separation of the supporting vortex from the vortex guide should be avoided, and in particular, completely avoided. Therefore, the air deflector surrounds the vortex guide. The degree of overlap is chosen such that air exiting from the outlet flows around the vortex guide without disconnection. At least a portion of the air exiting the outlet and subsequently from the exhaust gap should adhere to the vortex guide, allowing the air to flow back to the inlet and be re-delivered into the intake duct. This achieves the aforementioned efficient engine operation, here realized through the low-loss formation of the supporting vortex.

[0043] An improved embodiment of the invention proposes that the air deflector completely overlaps the vortex guide in the radial direction, specifically such that the normal of the exhaust gap's curved surface is parallel to the longitudinal centerline of the engine, or the normal intersects the longitudinal centerline of the vortex guide below it. The air deflector then protrudes radially outward from the vortex guide. The exhaust gap defined by the air deflector and the vortex guide is always circumferentially bisected at its center by an imaginary plane or lies entirely within that imaginary plane. This imaginary plane is perpendicular to the longitudinal centerline of the vortex guide and / or the longitudinal centerline of the air deflector.

[0044] The normal to the surface of the exhaust gap is, for example, parallel to the longitudinal centerline of the engine. In this case, the exhaust gap lies entirely within an imaginary plane. However, the invention can also propose that this normal intersect the longitudinal centerline of the vortex guide below it. In this case, the imaginary plane intersects the exhaust gap at a specific angle. This extensive overlap reliably prevents air from escaping the vortex guide outside the radial channel, ensuring that at least a portion of the air leaving through the exhaust gap flows towards the air inlet and is then reintroduced into the intake duct.

[0045] An improved embodiment of the invention proposes an air deflector having a protrusion that engages with an air intake duct, the protrusion being attached to a drive mechanism for driving an air supply device. The protrusion extends from the base of the air deflector into the air intake duct. For example, the base is located outside the air intake duct, so only the protrusion extends into the air intake duct. The protrusion is preferably rotationally symmetrical about the longitudinal central axis of the air deflector. Alternatively or additionally, the longitudinal central axis of the protrusion corresponds to the longitudinal central axis of the vortex guide. This minimizes the flow resistance caused by the protrusion. The protrusion is attached to a drive mechanism for driving the air supply device. For example, the air supply device (e.g., a propeller, compressor impeller, etc.) is rotatably mounted on the protrusion. This achieves a particularly compact engine configuration.

[0046] An improved embodiment of the present invention proposes that the deflecting surface of the air deflector defines a radial channel facing the vortex guide, and is continuously curved in cross-section, particularly with its radius of curvature always within a specific range. Radially, the deflecting surface extends outward from the air outlet to the exhaust gap. This deflecting surface defines the radial channel axially in the direction opposite to the vortex guide.

[0047] To achieve extremely low flow loss within the radial channel, the deflector surface is continuously curved. Here, the radius of curvature of this deflector surface can remain constant along its extension from the outlet to the exhaust gap. However, the invention also proposes that the radius of curvature vary radially outward within the extension of the deflector surface. In this case, however, the radius of curvature is preferably always kept within a certain range. Specifically, the radius of curvature is chosen such that it varies radially from the inside out within the overall extension of the deflector surface by at most 10%, at most 5%, at most 2.5%, or at most 1%. If the radius of curvature remains constant, the deflector surface appears circular in cross-section. This achieves extremely low flow loss.

[0048] An improved embodiment of the present invention proposes that, in cross-section, the radial channel is defined by the air-guiding surface of the vortex guide, and the radius of curvature of the deflector surface is greater than that of the air-guiding surface. That is, in cross-section, one side of the radial channel is defined by the deflector surface of the air deflector, while the other side is defined by the air-guiding surface of the vortex guide. Here, the air-guiding surface at least partially forms a second profile surface. The description of the radius of curvature of the deflector surface is similarly applied to the radius of curvature of the air-guiding surface. Preferably, the radius of curvature is constant within the overall extension of the deflector surface, i.e., it remains constant from the air outlet to the exhaust gap. In this respect, the radius of curvature of the deflector surface is greater than that of the air-guiding surface. The side of the vortex guide facing the air deflector can also have a circular cross-section. This also helps to reduce flow losses.

[0049] An improved version of this invention proposes that the curvature radii of the deflector and the guide surface are selected such that the cross-sectional area of ​​the radial channel continuously decreases from the air outlet to the exhaust gap. By selecting different curvature radii, a nozzle-shaped radial channel can be achieved in a structurally simple manner.

[0050] An improved embodiment of the present invention proposes that the vortex guide can be displaced relative to the air deflector to cause a global and / or local change in the flow cross-section of the exhaust gap, particularly to adjust the engine's thrust vector. Therefore, particularly by means of a control actuator, the air deflector can be displaced relative to the vortex guide, causing a change in the size of the exhaust gap, i.e., a global and / or local change in the circumferential direction. A global change in the exhaust gap or its flow cross-section should be understood as a uniform change in the size of the exhaust gap or its flow cross-section within the overall extension, i.e., an increase or decrease. On the other hand, a local change refers to an exhaust gap or its flow cross-section only locally increasing or decreasing. For example, for a local change, the air deflector is displaced such that the exhaust gap locally increases and locally decreases. By changing the flow cross-section of the exhaust gap, the thrust vector can be controlled in a simple manner.

[0051] An improved embodiment of this invention proposes that the distance between the air deflector and the vortex guide can be uniformly varied to achieve a global change in the flow cross-section of the exhaust gap. Uniform variation should be understood as the exhaust gap uniformly increasing or decreasing. To this end, the air deflector is, for example, displaced parallel to the longitudinal axis of the vortex guide; that is, moved away from the vortex guide to increase the outlet area, or moved towards the vortex guide to reduce the flow cross-section. This allows for particularly efficient control of the thrust vector by adjusting the intensity of the supporting vortex.

[0052] An improved embodiment of the present invention proposes that the air deflector can be tilted relative to the vortex guide to locally change the cross-sectional area of ​​the exhaust gap flow. This localized change in the exhaust gap, specifically localized enlargement and reduction, is achieved by tilting the air deflector. For example, the tilt occurs about the longitudinal axis of the vortex guide. Preferably, the air deflector is designed such that when the air deflector is parallel to the longitudinal axis of the vortex guide, at an angle of 0°, the circumferential dimension of the exhaust gap about the longitudinal axis remains constant. Conversely, if the angle changes, the flow cross-section will locally change. This configuration also allows for particularly efficient control of the thrust vector.

[0053] An improved embodiment of the invention proposes that control elements, each with control fins, are rotatably mounted in a radial channel. The control elements are used to adjust the engine's thrust vector, i.e., by influencing the direction of airflow away from the exhaust gap. Each control element has control fins, for example, in a plate-like or wing-like design. In the latter case, the control fins can be chordally symmetrical or have a streamlined profile. For example, the control elements can generate thrust in the circumferential direction, thereby allowing the engine or the aircraft it drives to rotate in place about its longitudinal central axis.

[0054] An improved embodiment of the present invention proposes that the control element is coupled to the engine's control driver via a common coupling element in terms of drive technology. This control driver, used to adjust the control element, is indirectly connected to the control element only via the common coupling element in terms of drive technology. Therefore, the control element and the control driver act on the coupling element from both sides. Specifically, the control driver acts on the coupling driver at a certain distance from the control element. This allows for simultaneous adjustment of the control element by means of the control driver. Additionally or alternatively, an air deflector element can also be connected to the coupling element.

[0055] An improved embodiment of the invention proposes that the coupling element is coupled to the control element and / or control actuator via a ball joint and a lever arm. In this respect, each control element and / or control actuator is equipped with a ball joint and a lever arm, thereby enabling its connection to the control actuator in terms of actuation technology. The use of the ball joint ensures exceptionally flexible adjustment of the control element via the control actuator.

[0056] An improved embodiment of the present invention proposes that the coupling element be constructed as a control ring. This control ring preferably completely and continuously encircles the longitudinal centerline of the engine in the circumferential direction. It acts on the control element to couple it to the control actuator. The control ring is arranged such that it can not only indicate circumferential rotational movement about the longitudinal centerline, but also tilt, thus assuming a swashplate configuration. This achieves the aforementioned flexible manipulation of the control element using the control actuator.

[0057] An improved embodiment of the present invention proposes a control actuator having multiple actuators spaced apart from each other and coupled to a coupling element in terms of actuation technology. The actuators are preferably evenly spaced apart, so that in the case of two actuators, they act on the coupling element at a 180° interval; in the case of three actuators, they act on the coupling element at a 120° interval; and in the case of four actuators, they act on the coupling element at a 90° interval. The use of multiple actuators allows the coupling element to be displaced not only circumferentially about the longitudinal central axis but also radially, thereby achieving the aforementioned flexible adjustment control element.

[0058] An improved embodiment of the invention proposes that the air deflector and / or vortex guide have a fluid-sealed lift chamber filled with a gas less dense than air. Therefore, the vortex guide and / or air deflector are designed as floats. The lift generated by the gas is decoupled, or at least decoupled, from the actual thrust of the engine. For example, the engine is designed to generate most of the lift required for the aircraft to take off using the gas present in the lift chamber. The remaining lift is provided by the engine's thrust, for which its thrust vector is adjusted accordingly. This gas, for example, uses helium, which makes the engine or aircraft operation exceptionally energy-efficient.

[0059] An improved embodiment of the invention proposes that at least one usable space for the aircraft body is arranged in the air deflector and / or vortex guide (respectively). For this purpose, the dimensions of the air deflector and / or vortex guide are correspondingly set to allow the engine to have corresponding dimensions. The passenger cabin, for example, has at least one passenger seat, particularly multiple passenger seats arranged in multiple rows. The cargo hold is used to accommodate cargo, particularly baggage and / or freight. For this purpose, it also has corresponding dimensions. To allow for loading and unloading of usable space, the air deflector has at least one reversibly closing inlet, for example, in the form of a door, gate, hatch, etc.

[0060] The available space may also house a fuel tank for containing fuel and / or an energy storage device for temporary energy storage. The fuel and / or temporary energy storage are preferably used to operate the drive unit. For this purpose, for example, the fuel tank is fluidly connected to the drive unit and / or the energy storage device is electrically connected to the drive unit. The invention may propose that available space be formed in both the vortex guide and the air deflector. For example, the available space of the air deflector may house a cargo hold and / or a fuel tank and / or an energy storage device. On the other hand, the available space of the vortex guide may be used as a passenger cabin. Here, the available space of the air deflector is preferably unpressurized relative to the external environment, while the available space of the vortex guide is pressurized relative to the external environment.

[0061] The following describes further preferred embodiments of the engine, whose features may be adopted alternatively or additionally. For example, the air deflector overlaps the vortex guide radially by at least 25%, at least 50%, at least 75%, or at least 100% from its longitudinal central axis. Such an overlap of up to 50% is sufficient, for example, at least 25%, at least 30%, at least 40%, or at least 50%, but preferably at least 50%, particularly at least 60% or at least 75%, and may also overlap at least 80%, at least 90%, or at least 100%. In the latter case, the air deflector completely, particularly exactly completely, overlaps the vortex guide radially, i.e., it does not protrude beyond the vortex guide, thus being flush with the vortex guide radially outward. However, the invention may also propose that the air deflector extends radially beyond the vortex guide, i.e., is larger radially than the vortex guide. For example, the radial dimension of the air deflector is larger than the vortex guide's dimension in the same direction. Specifically, the radial dimension of the air deflector is at least 105% or at least 110% of the dimension of the vortex guide.

[0062] More preferably, the air deflector should be as small as possible in the radial direction to avoid flow loss. The degree of overlap is preferably selected such that the air exiting from the outlet flows around the vortex guide without disengagement, ideally without further expansion. At least a portion of the air flowing from the outlet and subsequently from the exhaust gap should adhere to the vortex guide, so that the air flows back to the inlet and is thus reintroduced into the intake duct. For this purpose, it is sufficient for the air deflector to overlap the vortex guide by at most 90%, 80%, or 70% in the radial direction.

[0063] For example, the volume of the air deflector is at least equal to the volume of the vortex guide. Preferably, the volume of the air deflector is larger than the volume of the vortex guide, particularly by at least 1.25 times, at least 1.5 times, at least 1.75 times, or at least 2 times. This allows the air deflector to be preferably used to accommodate the available space of the aircraft. The available space may, for example, include or be itself a passenger cabin and / or cargo hold. However, the invention may also propose that the volume of the air deflector is at most equal to or less than the volume of the vortex guide. For example, the volume of the air deflector is at most 75% of the volume of the vortex guide, such as at most 70%, at most 60%, or at most 50%. In this configuration, the available space is arranged within the vortex guide.

[0064] The present invention proposes that the axial extension of the air deflector is at least equal to the axial extension of the vortex guide. Preferably, the axial extension of the air deflector is greater than the extension of the vortex guide, particularly by at least 1.25 times, at least 1.5 times, at least 1.75 times, or at least 2 times. This allows for a simple way to increase the volume of the air deflector, thereby enabling, for example, a more spacious design with available space. The present invention also relates to a method for operating an engine of an aircraft, particularly an engine as described in the context of this specification, wherein the annular vortex guide of the engine has, in cross-section, an air inlet centrally arranged about the longitudinal central axis of the engine and an air outlet spaced apart from the air inlet and centrally arranged about the longitudinal central axis, the air inlet and the air outlet being in fluid communication with each other via an air intake duct defined by the vortex guide and accommodating an air supply device, wherein the air outlet is overlapped by an air deflector, which, when the engine is operating normally, is arranged above the vortex guide from a geodesic angle, the air deflector extending radially outward from the air outlet and defining an exhaust gap with the vortex guide, the exhaust gap being in fluid communication with the air outlet.

[0065] The present invention proposes that the vortex guide is a rotating body formed by rotating a closed curve with a continuous thread on the radially outer side around a rotation axis; the air inlet is directly connected to the external environment of the engine so that when the engine is running normally, air from the side of the engine opposite to the air deflector is delivered to the intake duct through the air inlet.

[0066] The advantages of this engine configuration or process have been explained above. The engine and its operation can be modified according to embodiments described in the context of this specification, and reference can be made to these embodiments.

[0067] As described above, the engine operates in a manner that forms a supporting vortex around the vortex guide. This vortex, in turn, draws in additional air from the external environment and delivers it below the engine to provide thrust. The supporting vortex ultimately serves as a means of delivering air from the external environment, drawing in air from the side of the air deflector opposite the vortex guide and / or from around the vortex guide, and this air is at least briefly added to the supporting vortex.

[0068] The support vortex delivers air from the exhaust gap and air introduced from the external environment to the side of the vortex guide opposite to the air deflector, i.e., partially to the longitudinal centerline. From there, a portion of the air is delivered into the intake duct through the air inlet, while the other portion is deflected towards the vortex guide in the direction opposite to the air deflector, thereby generating engine thrust jets and producing engine thrust. A portion of the air delivered by the support vortex in the longitudinal centerline direction is deflected towards the vortex guide, while another portion is deflected away from the vortex guide.

[0069] The present invention also relates to an aircraft having at least one engine, particularly an engine as described in the context of this specification, wherein the annular vortex guide of the engine has, in cross-section, an air inlet centrally arranged about the longitudinal central axis of the engine and an air outlet spaced apart from the air inlet and centrally arranged about the longitudinal central axis, the air inlet and the air outlet being in fluid communication with each other via an air intake duct defined by the vortex guide and accommodating an air supply device, wherein the air outlet is overlapped by an air deflector that, when the engine is operating normally, is arranged above the vortex guide from a geodesic angle, the air deflector extending radially outward from the air outlet and defining an exhaust gap with the vortex guide, the exhaust gap being in fluid communication with the air outlet.

[0070] This invention proposes that the vortex guide is a rotating body formed by rotating a closed curve with a continuous thread on the radially outer side around a rotation axis; the air inlet is directly connected to the external environment of the aircraft so that when the engine is running normally, air from the side of the engine facing away from the air deflector is delivered to the air intake through the air inlet.

[0071] Further statements regarding advantages and potential improvements can be found in the context of this specification.

[0072] An improved embodiment of the invention proposes that the flying body is designed as an aircraft or an airworthy motor vehicle. When designed as an aircraft, the usable space of the aircraft (e.g., passenger cabin or cargo hold) is preferably located within air deflectors. Here, the engines constitute the flying body, or in other words, the flying body is entirely or at least substantially entirely composed of engines. However, the flying body can of course also have multiple engines arranged spaced apart from each other. On the other hand, if the flying body is constructed as an airworthy motor vehicle, it preferably includes multiple engines spaced apart from each other on the vehicle, thereby sometimes lifting the vehicle off the ground. Attached Figure Description

[0073] The present invention will now be described in detail with reference to the embodiments shown in the accompanying drawings, but this is not intended to limit the scope of the invention.

[0074] In the picture:

[0075] Figure 1 A schematic diagram of the aircraft and its engine is shown. Detailed Implementation

[0076] Figure 1 A longitudinal sectional view of a flying body 1 is shown, which has an engine 2 that provides propulsion for the flying body 1. In the embodiment shown in this figure, the flying body 1 is essentially composed of the engine 2. Of course, the flying body may also have multiple engines 2, in which case they are interconnected via a common structure.

[0077] Engine 2 has an annular vortex guide 3. In the embodiment shown in this figure, the vortex guide 3 is constructed as a rotating body about its longitudinal central axis 4, specifically a rotating toroidal surface. The longitudinal central axis 4 is also the longitudinal central axis of the aircraft 1. The vortex guide 3 circumferentially and completely surrounds an air intake duct 5 having an air inlet 6 and an air outlet 7. An air supply device 8 is arranged in the air intake duct 5, which is designed, for example, as a propeller and can be driven by a drive device (not shown in the figure). Both the air inlet 6 and the air outlet 7 are centrally arranged about the longitudinal central axis 4. In this respect, they are coaxial with each other.

[0078] The air deflector 9 at least partially overlaps the vortex guide 3. The air deflector 9 also has a longitudinal centerline, which, in the embodiment shown in this figure, coincides with the longitudinal centerline 4. The air deflector 9 is centrally positioned with respect to the vortex guide 3, thus at least overlapping the air outlet 7, i.e., it is arranged entirely radially. An embodiment of the aircraft body 1 or engine 2 is shown in the figure, wherein the air deflector 9 extends radially beyond the vortex guide 3. In other words, the air deflector 9 completely overlaps the vortex guide 3 in cross-section and extends radially outward beyond the vortex guide 3.

[0079] The vortex guide 3 and the air deflector 9 together define a radial channel 10, which begins at the air outlet 7 on one side and extends to the exhaust gap 11 on the other. It can be seen that in the embodiment shown in this figure, the radial channel 10 continuously narrows from the air outlet 7 to the exhaust gap 11, meaning its flow cross-section becomes smaller. Therefore, the deflection surface 12 of the air deflector 9 continuously approaches the guide surface 13 of the vortex guide 3 radially outward.

[0080] The vortex guide 3 is axially centered about the longitudinal central axis 4 by an imaginary plane 14, which, in cross-section, divides the vortex guide 3 into a first profile surface 15 and a second profile surface 16. Here, the first profile surface 15 is located on the side of the air guide 3 facing away from the air deflector 9, while the second profile surface 16 is located on the side of the vortex guide 3 facing the air deflector 9. It can be seen that the air supply device 8 is also arranged approximately centrally in the air intake 5 in the axial direction, thus the imaginary plane 14 intersects with the air supply device 8. The air supply device 8 is mounted on a protrusion 17 extending from the base 18 of the air deflector 9. The protrusion 17 extends through the air outlet 7 in the air intake 5.

[0081] The present invention proposes that engine 2 operates such that air is delivered from the external environment 19 through air inlet 6 into air intake duct 5. The air is then delivered from air intake duct 5 through air outlet 7 into radial passage 10, and finally discharged from radial passage 10 through exhaust gap 11 back into the external environment 19. Here, the air is deflected by at least 90°, at least 135°, at least 150°, at least 165°, or at least 180°. In the embodiment shown in the figure, after entering air intake duct 5 through air inlet 6, the air is deflected by nearly 180° until it leaves radial passage 10 through exhaust gap 11. That is, the air exits engine 2 in the opposite direction to its entry into engine 2.

[0082] This also applies to the entire aircraft body 1, with the engine 2 forming its lowest part. This means that no other components of the aircraft body 1 and / or engine 2 are arranged on the side of the vortex guide 3 facing away from the air deflector 9. Consequently, the air intake 6 is designed without an overlay, allowing free air space below the air intake 6 to exist or form part of the external environment 19. The free air space below the air intake 6 is completely filled with air. In other words, there are no other components of the aircraft body 1 and / or engine 2 between the vortex guide 3 and the ground 20 (where the aircraft body 1 is located above the ground), resulting in an unobstructed or unblocked structure.

[0083] Air is supplied to the intake duct 5 through the air inlet 6 and discharged through the exhaust gap 11, thereby generating a supporting vortex 21, which, in cross-section, surrounds the vortex guide 3. Like the vortex guide 3, the supporting vortex 21 is annular, particularly a rotating annular shape. At this time, the thrust of the engine 2 is achieved, on the one hand, because the air velocity within the radial passage 10 is higher than the air velocity outside the radial passage 10 or on the side of the vortex guide 3 facing the radial passage 10.

[0084] Another portion of the thrust is provided, at least temporarily, by means of the support vortex 21. The support vortex transports air from the external environment 19 along streamline 22 (shown only as an example in this figure) to the side of the vortex guide 3 opposite to the air deflector 9. Specifically, air is drawn in from the side of the air deflector 9 opposite to the vortex guide 3 and transported along streamline 22 to the opposite side of the engine 2. This creates a thrust jet 23 on the side of the vortex guide 3 opposite to the air deflector 9, thereby generating the aforementioned portion of the thrust. The support vortex 21 serves as an air supply means, significantly improving the efficiency of the air supply device 8.

[0085] In the arrangement of the vortex guide 3 and air deflector 9 opposite each other shown in this figure, the thrust vector of the engine 2 is parallel to the longitudinal central axis 4. To tilt the thrust vector and thus control the aircraft 1, the vortex guide 3 and air deflector 9 can be displaced relative to each other, i.e., the size of the exhaust gap 11 can be variable, particularly locally variable. This means that the size of the exhaust gap 11 can vary uniformly or non-uniformly around the circumference of the engine 2. For example, the exhaust gap 11 may be larger on one side of the engine 2 and smaller on the other, resulting in different airflow velocities exiting the exhaust gap 11.

[0086] Because the supporting vortex 21 provides at least part of the thrust, the flying body 1 has the advantage of extremely energy-efficient operation. Furthermore, by moving the vortex guide 3 and the air deflector 9 relative to each other, the flying body 1 can be controlled with extremely high precision. In particular, the flying body 1 can hover in the air like a helicopter. However, unlike a helicopter, the flying body 1 is not limited by the maximum flow velocity at the rotor blade tip, thus enabling it to reach considerably high speeds.

Claims

1. An engine (2) of a flying body (1), an annular vortex guide (3) of which has, in cross section, an air inlet (6) arranged centrally with respect to a longitudinal mid-axis (4) of the engine (2) and an air outlet (7) spaced from the air inlet (6) and arranged centrally with respect to the longitudinal mid-axis (4), the air inlet (6) and the air outlet (7) being in fluid communication with each other via an air intake (5), the air intake (5) being delimited by the vortex guide (3) and housing an air supply device (8), wherein, The air outlet (7) is overlaid by an air deflector (9) which, when the engine (2) is running normally, is arranged above the vortex guide (3) from a geodesic point of view, which air deflector (9) extends radially outwards from the air outlet (7) and delimits with the vortex guide (3) an air outlet gap (11) which is in fluid connection with the air outlet (7), characterized in that The vortex guide (3) is a solid of revolution which is formed by a closed curve which has a continuous thread at least on the radially outer side and which rotates around an axis of rotation. The air inlet (6) leads directly to the outside environment (19) of the engine (2) in such a way that a free air space exists in an imaginary extension of the air inlet (6) on the side of the air inlet (6) of the air intake (5) and, when the engine (2) is running normally, air from the side of the engine (2) which faces away from the air deflector (9) is conveyed through the air inlet (6) directly from the outside environment into the air intake (5).

2. The engine of claim 1, wherein The vortex guide (3) is delimited on one side by a first profile (15) and on the other side by a second profile (16) from a cross-sectional point of view, wherein the two profiles (15, 16) directly merge continuously on both sides.

3. The engine of any one of claims 1-2, wherein, The vortex guide (3) is configured as a solid of revolution.

4. The engine of any one of claims 1-2, wherein, The air outlet gap (11) is in fluid connection with the air outlet (7) via a radial channel (10) which has a flow cross section which narrows in the direction of the air outlet gap (11) in such a way that it has a nozzle design.

5. The engine of any one of claims 1-2, wherein, The air deflector (9) overlaps the vortex guide (3) completely in the radial direction.

6. The engine of any one of claims 1 to 2, wherein, The air deflector (9) has a protrusion (17) which engages into the air intake (5) and to which a drive device for driving the air supply device (8) is attached.

7. The engine of claim 4, wherein The air deflection surface (12) of the air deflector (9) faces the vortex guide (3) and delimits the radial channel (10) and is continuously curved from a cross-sectional point of view.

8. The engine of claim 7, wherein, The air deflection surface (12) has a curvature radius which is greater than the curvature radius of the air guide surface (13) of the vortex guide (3) from a cross-sectional point of view.

9. The engine of claim 8, wherein The curvature radius of the air deflection surface (12) and the curvature radius of the air guide surface (13) are selected in such a way that the flow cross section of the radial channel (10) narrows continuously from the air outlet (7) to the air outlet gap (11).

10. The engine of any one of claims 1-2, wherein, The vortex guide (3) is displaceable relative to the air deflector (9) in order to change the flow cross section of the air outlet gap (11) globally and / or locally.

11. The engine of any one of claims 1-2, wherein, The air deflector (9) and / or the vortex guide (3) has a fluidically sealed lift chamber which is filled with a gas which has a lower density than air.

12. The engine of any one of claims 1-2, wherein, At least one available space of the flying body (1) is arranged in the air deflector (9) and / or the vortex guide (3).

13. A method for operating an engine (2) of a flying body (1), the annular vortex guide (3) of the engine (2) having, in cross section, an air inlet (6) arranged centrally with respect to a longitudinal center axis (4) of the engine (2) and an air outlet (7) spaced from the air inlet (6) and arranged centrally with respect to the longitudinal center axis (4), the air inlet (6) and the air outlet (7) being in fluid communication with each other via an air intake (5), the air intake (5) being delimited by the vortex guide (3) and accommodating an air supply device (8), wherein, The air outlet (7) is overlapped by an air deflector (9) which is arranged above the vortex guide (3) in geodesic angle when the engine (2) is running normally, the air deflector (9) extends radially outwardly from the air outlet (7) and bounds with the vortex guide (3) an air exhaust gap (11) which is in fluid communication with the air outlet (7), characterized in that The vortex guide (3) is a solid of revolution which is formed by rotating a closed curve having a continuous thread at least on the radial outside around an axis of rotation; the air inlet (6) is directly open to the outside environment (19) of the engine (2) so that there is a free air space in the imaginary extension of the air inlet (6) on the side of the air intake (5) of the engine (2), when the engine (2) is running normally, air from the side of the engine (2) facing away from the air deflector (9) is directly transported through the air inlet (6) from the outside environment into the air intake (5).

14. A flying body (1) having an engine (2) according to any one of claims 1 to 12.

15. The flying body according to claim 14, wherein, The flying body is configured as an aircraft or as a roadworthy motor vehicle. The flying body is configured as an aircraft or as a roadworthy motor vehicle.

Images