ROTISSERIE VEHICLE

Description

[0001] The invention relates to a device which is designed as a rotary-wing vehicle. State of the art

[0002] Adjustable "kinematic" rotor blades for flow converters, watercraft, and aircraft are well-known. Proven solutions for pitch control of rotor blades with symmetrical or asymmetrical airfoils utilize a linkage system, subjecting the blades to a specific kinematic action during each revolution. Perhaps the most prominent example of a rotary-wing aircraft is a helicopter. Compared to a fixed-wing aircraft, the helicopter has the advantage of not requiring a runway and being able to take off and land vertically. The ability to hover, i.e., remain stationary in the air, and the capacity to fly sideways or perform a slow rotation around the vertical axis are further specific advantages of this rotary-wing aircraft. However, these advantages are offset by some disadvantages, which are briefly mentioned below.The helicopter is not inherently stable; its center of gravity is located above the fuselage, requiring the pilot to continuously adjust the aircraft's attitude through steering inputs. Moving the swashplate up or down globally changes the angle of attack of the rotor blades, thereby increasing or decreasing the lift of the main rotor, causing the helicopter to climb or descend. This maneuver alone involves a change in engine or turbine power and requires counter-steering with the tail rotor. During straight and level flight, the swashplate and rotor plane are tilted in the direction of flight. The maximum speed of a helicopter is limited by the aerodynamics of the rotor blades, as the leading blade has a higher speed due to the oncoming airflow than the trailing blade. This creates an imbalance between the leading and trailing blades.During the leading phase of the rotor blade, the forward speed and the rotational speed overlap, so that with a rotor diameter of, for example, ten meters, the speed of sound is exceeded very quickly at the blade tips. Reaching this point is associated not only with aerodynamic disadvantages but also with an unpleasant noise level. Therefore, the top speed of a helicopter is around 200-300 km / h, although a combat helicopter can reach speeds of more than 400 km / h. At these speeds, the helicopter is subjected to very strong vibrations caused by the swashplate. In addition to the lower airspeed compared to a fixed-wing aircraft, this aircraft has a limited service ceiling, typically around 5,000 meters, which can reach up to 12,000 meters for a combat helicopter. This increased performance comes at the cost of higher fuel consumption.As a special type of helicopter, the gyroplane has established itself as a small aircraft. Its ability to autorotate in the event of engine failure and the space-saving folding of the rotor blades along the axis of rotation offer the possibility of a personalized mobility solution that combines the advantages of a motor vehicle with those of a small aircraft. However, the inherent disadvantages of the rotary-wing kinematics of a helicopter remain. Current developments for rotary-wing vehicles are adopting the principle of the Voith Schneider Propeller as an aircraft propulsion system. The Voith Schneider Propeller is not a purely lift-driven rotor; rather, its special rotary-wing kinematics cause it to push off from the fluid at specific rotor rotation positions, resulting in high loads on the gearbox and a limited rotational speed.The Voith-Schneider propeller has good efficiency at low speeds, but its propulsion power decreases rapidly as a vessel's speed increases, reaching an upper limit at around seven knots. Therefore, the use of this ship propeller is limited to slow-moving vessels such as tugboats and towboats, as well as shuttle ferries and other vessels specialized for short distances. Wind turbines with a vertical axis of rotation are known as Darrieus rotors, named after their inventor. Compared to wind turbines with a horizontal axis of rotation, they have the significant advantage of not needing to be aligned with the wind direction. The Darrieus rotor operates quietly because it achieves its optimum performance at a tipping ratio that is three to four times the wind speed.The rotor blades are arranged radially from the axis of rotation and have a symmetrical airfoil. Based on Betz's law, which establishes a theoretical upper limit of just under 60% for the utilization of kinetic energy stored in a flow, known vertical-axis rotors achieve an efficiency of only about 30% to a maximum of 45%, while the maximum efficiency of horizontal-axis rotors with an asymmetrical airfoil exceeds 50%. Coastal areas where specific topographic features generate high flow velocities caused by ebb and flow are potential locations for the extensive use of hydropower. Therefore, tidal power plants and ocean current power plants will play a crucial role in the generation of renewable energy in the future.Further expansion of hydropower inland suffers from the conflict of objectives between generating electricity at transverse structures across rivers and the associated consequence of interrupting natural migration routes for fish, and therefore cannot simply be continued with the existing techniques.

[0003] In the field of control engineering, current developments in actuators for electromagnetic valve control in internal combustion engines should be mentioned. Internal combustion engines typically operate at speeds of 7000 rpm, making the high frequency and stability required for an electromagnetic actuator to control the rotary vane kinematics particularly suitable.

[0004] From DE 10 2007 009 951 B3 emerges an aircraft in which driven cylinders, which can be supplied with airflow by a fan, are arranged transversely to a fuselage of an aircraft oriented in the direction of flight in order to generate lift by utilizing the Magnus effect, wherein one-piece rotor blades rotating about the transverse axis of the cylinders with a symmetrical airfoil are designed to generate lift and thrust.

[0005] From DE 2017 002 797 B3 emerges a flow converter with at least one rigidly designed reversible blade, in which one half of the rotor blade is oriented towards the inside and a second half of the rotor blade towards the outside of an orbit.

[0006] From DE 10 2010 011 708 A1 emerges a turbine with rotor blades that exhibit a passive, bend-elastic mediated change in curvature.

[0007] DE 10 2017 011 890 A1 discloses a rotary wing arrangement for an aircraft in which a rotary wing kinematics for one-piece rotor blade profiles is realized with a linkage located outside the rotor blade.

[0008] US 9 346 535 B1 describes a rotary-wing aircraft in which rigid wings are replaced by a starboard and port-side rotary wing arrangement, and a linkage with a gearbox causes the rotary wings to rotate on the involute of a circular turn.

[0009] The US 2008 / 0011 900 A1 designation results in an airship with a rotary wing arrangement in which the rotor blades are adjustableally linked to a linkage with a gearbox.

[0010] US Patent 4,383,801 A describes a wind turbine with multiple vertically arranged rotor blades, rotatably mounted on a crossbeam, which assume a position favorable to the airflow during each rotor revolution. Figs. 7-10Two- and three-part rotor blades emerge, whose blade segments can be adjusted by means of a linkage arranged outside the blades.

[0011] US designation 5,265,827 A describes an aircraft with a rotary wing arrangement on both the left and right sides of the fuselage. In one rotation of the rotary wing rotors, the one-piece rotor blades are adjusted by means of pushrods connected to a central gearbox.

[0012] WO 2017 / 089 047 A1 describes a wind turbine with one-piece rotor blades, each of which can be rotated around the longitudinal axis of the blade by means of actuating elements arranged outside the rotor blades.

[0013] Designation WO 2017 112 973 A1 describes a helicopter with a main rotor and auxiliary rotors mounted laterally to the fuselage. The auxiliary rotors feature a rotary wing kinematic system for rotor blades, which are adjustable via a gearbox and linkage.

[0014] From DE 10 2007 030 095 A1 a rotor blade for a rotary-wing vehicle is shown, in which a profile base body with a profile core forms a support for a movable profile trailing edge area, wherein actuators for a bendable support element cause a change in length at the profile trailing edge area.

[0015] US Patent 5,263,846 A describes a rotor blade for rotary-wing aircraft subdivided into longitudinal sections, wherein one-piece blade segments of a main rotor are connected to each other by means of couplings and are each individually adjustable.

[0016] From DE 10 2011 016 141 A1 emerges a wind turbine with a nozzle body that can be configured as a confuser or as a diffuser.

[0017] DE 10 2008 057 212 A1 describes a wind turbine with a horizontal axis of rotation and loop-shaped rotor blades.

[0018] US 5 269 647 A is a wind turbine with a vertical axis of rotation, in which the rotor blades are loop-shaped.

[0019] US patent 4 134 708 A describes a wind turbine with adjustable rotor blades whose surfaces are formed by a membrane.

[0020] WO 2019 / 155 656 A1 features a loop-shaped rotor blade.

[0021] WO 2014 / 048 468 A1 describes a turbine with a nozzle body.

[0022] DE 10 2007 020 079 A1 discloses a control device for a helicopter main rotor with rotor blade flaps which are adjustable upwards and downwards to effect a cyclic blade pitch adjustment or a higher harmonic and individual blade pitch adjustment function in normal operation and are designed to take over the functions of cyclic blade pitch adjustment alone in an emergency operation.

[0023] The US 2016 / 0 329 777 A1 shows a reversible electric machine for an aircraft.

[0024] DE 36 06 549 A1 discloses a device for generating motion.

[0025] US 2011 / 0 266 391 A1 shows an actuator system with an artificial muscle for a valve.

[0026] WO 2012 / 060 806 A1 discloses a device for actively influencing an aerodynamic surface.

[0027] US 1 880 302 A shows a propeller for a helicopter.

[0028] The DE 10 2019 131 673 A1 shows a means of transport for an air operation.

[0029] US 2005 / 0 274 ​​843 A1 shows an aircraft. Task

[0030] Based on the prior art described above, the invention aims to provide a novel device with a kinematic rotor blade.

[0031] In the case of the rotary-wing vehicle, the object of the invention is in particular to find a working machine that uses the thrust generated fluid-dynamically from the lift of the variable asymmetric wing profile of the rotor blades for the propulsion of the rotary-wing vehicle and can direct the thrust in different directions of travel by means of the rotary wing kinematics.

[0032] This problem is solved by the subject matter of claim 1.

[0033] In the case of a rotary vane turbine, the particular objective is to find a rotary vane kinematic system for a power machine that can utilize a fluid-dynamically generated tangential driving force to convert the kinetic energy contained in a flow into rotary motion. However, a rotary vane turbine does not fall within the scope of protection. Exemplary embodiments relating solely to rotary vane turbines are nevertheless considered to facilitate understanding of the invention.

[0034] A device is designed as a rotary-wing vehicle or as a rotary-wing turbine, which device has a rotor module with a motor generator, with rotor blades and with rotary wing kinematics for the rotor blades connected to the motor generator, which rotor module is designed to enable a co- or counter-clockwise rotation of the rotor blades on an orbit around an axis of rotation, which rotor blades are each subdivided into a plurality of longitudinal sections for receiving at least one actuator integrated into a longitudinal or transverse beam of the rotor blade and have a variable, asymmetrical airfoil that is adjustable in one revolution of the rotor blade on a diameter of the orbit freely orientable within an adjustment range with turning points in at least one longitudinal section of the rotor blade with a length such thatthat the suction side and the pressure side of the asymmetric airfoil change from the outside to the inside of the orbit at the turning points by means of the rotary airfoil kinematics, or vice versa, and the variable, asymmetric airfoil of the rotor blade temporarily has a symmetric airfoil in a transition position with its airfoil chord aligned tangentially to the orbit, , wherein, in the case of the configuration as a rotary-wing vehicle, the device is designed such that the diameter with the inflection points in the at least one longitudinal section of the rotor blades with length transverse to the direction of travel can be aligned, so that the suction side of the asymmetric airfoil is oriented in the direction of travel in both halves of the orbit and a thrust force acting in the direction of travel results from the lift force generated by the asymmetric airfoil, and wherein, in the case of the configuration as a rotary-wing turbine, the device is designed such that the diameter with the inflection points in all longitudinal sections of the rotor blade can be aligned orthogonally to the flow, so that the suction side of the asymmetric airfoil can be oriented to the lee side in both halves of the orbit and a tangential driving force for the rotary-wing turbine results from the lift force generated by the asymmetric airfoil.

[0035] The rotor blades rotate in the same or opposite directions preferably in the corresponding directions of rotation.

[0036] Within the scope of the invention, the general term rotary-wing vehicle relates to both aircraft and watercraft, each of which is illustrated and explained by way of example. Exemplary embodiments of aircraft include a helicopter, an air taxi, a vehicle suitable for both air and road use, and a single-wing aircraft. Exemplary embodiments of watercraft include a tugboat, a ship hull for inland waterways, a container ship, and a submarine.

[0037] Further problems and advantageous features of the invention will become apparent from the dependent claims. Specifically, the following problems can be at least partially solved: Specification of a rotary vane kinematics for pure lift rotors, specification of a kinematic rotor blade connected at least at one end to a motor-generator, subdivision of the rotor blade into a plurality of longitudinal sections, each having at least one actuator for each axis of rotation, specification of a mechanical, electromagnetic, electropneumatic, or electrohydraulic adjustment device for each individual longitudinal section of a rotor blade, specification of a straight, U-shaped, arc-shaped, or loop-shaped rotor blade, specification of a longitudinal beam rigid with respect to its orbit for receiving the actuators, specification of an actuator for blade pitch adjustment integrated into a longitudinal beam of the rotor blade, specification of a ring- or disk-shaped crossbeam for receiving an electromagnetic actuator, specification of a rotor blade.whose longitudinal sections each have a different angle of inclination relative to the axis of rotation, specification of a rotary-wing aircraft designed as a helicopter or air taxi or as an airplane, specification of a helicopter with U-shaped rotor blades whose longitudinal sections generate lift and thrust in a division of labor, specification of an airplane with at least one wing that accommodates the housing for at least one rotor module, specification of a vehicle suitable for both air and road use that can switch from road to flight mode, specification of a rotary-wing vehicle whose dimensions comply with the requirements of Section 32 of the German Road Traffic Licensing Regulations (StVZO), specification of a rotary-wing vehicle that meets the approval requirements of the German Federal Aviation Office (LBA), specification of a rotary-wing vehicle with U-shaped rotor blades whose rotor modules rotate about axes of rotation arranged parallel to the transverse axis, specification of a rotary-wing vehicle with U-shaped rotor blades,whose central longitudinal section generates lift and thrust and whose lateral longitudinal sections form a vertical stabilizer; specification of a flow control system for a watercraft formed by a flat hull and horizontal and vertical flow guide surfaces connected to the hull; specification of a watercraft for river navigation with a shallow draft and with a bow and stern frame extension for the propulsion engines formed by the rotor modules; specification of a flow control system formed by a flow guide body arranged within the orbit of the rotor module; specification of a propulsion engine with two counter-rotating rotor blades; specification of a propulsion engine with a housing for the rotor module that generates a circular counterflow rotating against the direction of rotation of the rotor module; specification of a propulsion engine with a housing for a rotor module.which has a pressure-side inlet and a suction-side outlet for the flow, specification of a drive channel for a watercraft that accommodates a plurality of rotor modules with housings, specification of a rotary vane kinematics for the thrust reversal of a rotor module, specification of a rotary vane kinematics for the rotor module of a wind turbine that can be operated according to the Beaufort scale at wind speeds of 3-12, specification of a motor-generator whose stator is connected to a support structure and whose rotor is connected to the rotor module. The kinematic rotor blade

[0038] In a first advantageous embodiment, the kinematic rotor blade is designed in two parts and has a front blade segment designed as a longitudinal member of the rotor blade. A rear blade segment is hinged to the front blade segment at a rear axis of rotation. In a second advantageous embodiment, the rotor blade of the rotor module is designed in three parts, wherein a front blade segment, rotatable about a front axis of rotation, and a rear blade segment, rotatable about a rear axis of rotation, are hinged to a middle blade segment, which is designed as a longitudinal member of the variable rotor blade. The two-part and three-part design does not preclude the inclusion of further parts, for example, to form a hinge.In both embodiments, the asymmetric airfoil temporarily exhibits a symmetric airfoil at the diameter with the inflection points during one revolution of the rotor blade, with a chord line oriented tangentially to the orbit of the rotor module. The two-part rotor blade, by rotating the rear blade segment in or out with opposite directions of rotation by up to 6 degrees in the upwind and downwind revolutions, exhibits an asymmetric airfoil in which the chord line in both halves of the orbit divided by the diameter with the inflection points has a positive angle of attack of 3.5 degrees relative to a tangent to the orbit. The three-part rotor blade has an asymmetric airfoil in the upwind and downwind revolutions that corresponds to a Clark YM-15 airfoil, whose chord line is inclined at a positive angle of attack of 2 degrees relative to a tangent to the orbit.In the previously described design variants, the kinematic rotor blade of the rotor module is either straight, U-shaped, arc-shaped, or loop-shaped and subdivided into individual longitudinal sections that form a wing chain. In the case of a straight rotor blade, the wing chain is straight, while in the case of a U-shaped, arc-shaped, or loop-shaped rotor blade, it is polygonal and has differently inclined axes of rotation for the rotatable leading and trailing blade segments. The actuators for the rotary vane kinematics of the rotor module

[0039] The actuators for blade pitch control are preferably integrated either into the longitudinal beams or the crossbeams of the rotor blades, in each case between the straight longitudinal sections of the blade chain formed by the individual longitudinal sections. In the case of a ring- or disc-shaped crossbeam, the actuator is designed as an electromagnetically actuated lever, which is arranged at both ends of a longitudinal section of the rotor blade perpendicular to the leading and trailing axes of rotation. In the case of a longitudinal beam formed by the leading or middle blade segment, the actuator for a longitudinal section of the rotor blade preferably comprises either a pneumatic actuator, a hydraulic cylinder, or a switchable electromagnet with an excitation winding. Each individual longitudinal section of the blade chain can preferably be controlled independently by means of a computer-controlled rotary blade kinematics system.Hairline gaps between the blade segments and elastic discs between the individual straight longitudinal sections, or an elastic sheath of the blade assembly, enable laminar flow around the rotor blade. In an advantageous embodiment of the rotary blade kinematics, the actuators, including the lines, energy storage devices, and servo motors, are completely integrated into internal cavities of the longitudinal beam of the two- or three-part rotor blades, with the cavities being interconnected by at least one hollow hinge pin arranged coaxially and concentrically to an axis of rotation of the rotor blade.The actuators of the three-section rotor blade are arranged in pairs and actuate cylindrical slides. These slides are guided linearly on their inner sides by hinge pins arranged coaxially and concentrically to the axes of rotation, and engage on their outer sides in threaded sections of the front and rear blade segments. The actuators are driven electromagnetically, hydraulically, pneumatically, or mechanically. The linear translational movement of the slide causes the movable blade segments to rotate in and out relative to the rigid longitudinal beam, which is formed by the front blade segment in the case of a two-section rotor blade and by the middle blade segment in the case of a three-section rotor blade. The shallow pitch of the threaded sections preferably allows for a gear ratio of 1:10 for the actuator force. The actuators can, for example,The actuators can be designed as pneumatic muscles or as synchronous linear motors. A linear motor is preferably formed by having the hinge pin in the relevant longitudinal section of the rotor blade carry a plurality of excitation windings arranged radially with respect to the axes of rotation. These windings, together with ring-shaped permanent magnets of the carriage, form a synchronous three-phase linear motor. This allows for both the precise adjustment of the leading and trailing blade segments and the maintenance of the adjustment angle without additional force. In a simplified embodiment, the actuator is designed as a switchable electromagnet, with the hinge pin having an excitation winding arranged coaxially and concentrically with respect to the axes of rotation for inducing an iron sleeve of the carriage. The media channel formed by the hinge pin extends between both ends of the rotor blade.In the two-part rotor blade design, the actuator slides are arranged in pockets of the front blade segment, so that only the rear blade segment is rotated around the rear axis of rotation. Rotary vane kinematics for drive and power machines

[0040] Rotary-wing vehicles and rotary-wing turbines each have a motor-generator with a stator and rotor and are preferably designed as induction machines or as permanent magnet synchronous machines, either with one shaft for a single rotor blade or with two shafts and two gearboxes for two coaxially and concentrically arranged rotor blades rotating in opposite directions. The motor-generator of a rotary-wing vehicle switches from motor operation to generator operation when the suction surfaces of the variable airfoil in both halves of the rotor blade orbit are oriented opposite to the direction of travel and the rotary-wing vehicle is decelerated in descent or free fall by autorotation of the rotor blades with a thrust force acting against the direction of descent or fall.In motor mode, the motor-generator of a rotary vane turbine accelerates the rotor module to a starting speed as a driven machine. It then switches to generator mode as a driven machine when the tangential driving force exceeds the rotational resistance of the rotor module. The rotor kinematics of the rotor module of a wind or water turbine are controlled by sensors and actuators. First, the direction of the flow is detected, and then the position of the turning points on the orbit is adjusted perpendicular to the respective flow direction using the actuators. To limit the rotational speed of the rotary vane turbine, the suction side of the asymmetrical airfoil is oriented towards the outside of the orbit on the upwind side and towards the inside of the orbit on the downwind side.In this position of the asymmetrical blade profiles, known as the hurricane position, the rotary-blade wind turbine generates a reduced torque adapted to the extreme flow velocity and does not need to be shut down. The rotor module is connected to a supporting structure, which, in the case of a wind turbine, is a mast anchored in the ground, and in the case of a water turbine with a horizontal or vertical axis of rotation, is a bridge or mast. The individual longitudinal sections of the rotor blade are individually controllable, with a pilot or remote control operating the electromechanical, electromagnetic, electropneumatic, or electrohydraulic drive of the actuators. On the longitudinal section of the rotor blades intended for thrust generation, which is aligned parallel or inclined to the axis of rotation, the suction side of the variable blade profile can be aligned with the respective direction of travel of the vehicle.The rotary-wing vehicle has a longitudinal, a transverse, and a vertical axis and can be designed as an aircraft or a watercraft, whereby the aircraft is a helicopter, a vertical take-off and landing (VTOL) air taxi, or a vehicle suitable for both air and road use, and the watercraft is a tugboat or a cargo or passenger ship. In the aforementioned rotary-wing vehicles, described using exemplary embodiments, the rotor modules rotate as working machines or drive machines around axes of rotation arranged coaxially and concentrically or parallel to the longitudinal, transverse, or vertical axis. In normal operation of the rotary-wing vehicles, the suction surfaces of the asymmetrical airfoils are oriented in the direction of travel, whereby the direction of travel is changed by orienting the diameter with the turning points perpendicular to the respective new direction of travel.This involves actuating actuators designed as electromechanical, electromagnetic, electropneumatic, or electrohydraulic control elements for adjusting the rotor blades. In the event of a drive motor failure, the rotor blades of the rotor modules convert the kinetic energy of the rotary-wing vehicle into electrical energy until the vehicle comes to a standstill, at which point the motor-generator switches to generator mode. aircraft

[0041] In a first advantageous embodiment, the rotary-wing vehicle is designed as a helicopter with a rotation axis for a rotor module arranged concentrically and coaxially to the vertical axis. The rotor blades of this module are U-shaped and divided vertically into upper, middle, and lower longitudinal sections, forming a polygonal wing chain. In the upper and lower longitudinal sections, the diameter is aligned with the inflection points largely parallel to the direction of flight. During the helicopter's climb, the lift forces in the left and right halves of the rotor module are equal, allowing the rotary-wing kinematics to remain in standby mode.In the central longitudinal section of the rotor blades, the adjustment range for the turning points is 360 degrees, allowing the suction sides of the asymmetric airfoils to be oriented in any desired direction of travel by means of the rotary wing kinematics. This ensures that the rotor blades generate thrust in both halves of their orbit, directed in the respective direction of flight. During straight and level flight, the different speeds of the leading and trailing rotor blades are compensated for by adjusting the respective angles of attack in the upper and lower longitudinal sections of the rotor blades responsible for lift, so that the left and right halves of the rotor module each provide the same amount of lift.As an alternative to the bow-shaped rotor blade, a loop-shaped rotor blade can be designed in which the upper and lower longitudinal sections do not lie on top of each other in a vertical plane, but are offset from each other, so that the middle longitudinal section has an inclination relative to the axis of rotation.

[0042] In a second advantageous embodiment of a vertically launching rotary-wing vehicle, designed as an air taxi for six people, two rotor modules rotate in opposite directions around the axis of rotation formed by the vertical axis of rotation around an ellipsoidal or disc-shaped rotating body, which forms the cabin of the aircraft. Two or three U-shaped rotor blades of each rotor module are connected at the upper and lower apex of the rotating body to motor-generators, which serve as drive units for the rotor blades rotating in opposite directions. The longitudinal girders of the U-shaped rotor blades are subdivided lengthwise into three longitudinal sections, with the rotary wing kinematics for the variable asymmetric airfoil generating lift in the upper and lower longitudinal sections and thrust, which can be directed in the direction of flight, in the middle longitudinal sections of the rotor blades.To maintain a specific hover position, the rotary wing kinematics are programmable so that the rotor blades generate compensating thrust forces in their central longitudinal sections. These thrust forces counteract crosswinds, turbulence, and other external forces, allowing the rotary-wing aircraft to maintain its position precisely while hovering. From a standstill, the vehicle is highly agile and can, for example, quickly change its flight direction in any direction within a 360-degree radius using a joystick. In this air taxi, the rotor blades work together to generate significant lift and thrust, so that a six-person air taxi like this requires only 300-400 kW of propulsion power, distributed between two motor-generators. This fuselage and rotor configuration can also be advantageously used for larger aircraft.

[0043] In a third advantageous embodiment, the rotary-wing vehicle is designed as a vehicle suitable for both air and road use, in which two rotor blades rotating in opposite directions rotate around a front and a rear axis of rotation, each arranged parallel to the vehicle's transverse axis. The rotor blades of the at least two rotor modules are U-shaped and form a polygonal wing chain, which, during operation, is folded into the front and rear sections of the vehicle, allowing the vehicle to be designed as a four-wheeled car. During the takeoff phase of flight, four telescopic supports of the vehicle are extended to such an extent that the unfolded rotor modules can rotate freely, and the vehicle preferably takes off at a rotational speed of 800 revolutions per minute, at which point the telescopic supports are retracted.During flight, the rotary wing kinematics control the vehicle's rotor modules in such a way that, for straight and level flight, the adjustment range in the central longitudinal section of the U-shaped rotor blades is used to generate lift and thrust acting in the direction of travel. The lateral longitudinal sections of the U-shaped rotor blades stabilize the rotary wing vehicle around its longitudinal, lateral, and vertical axes and serve as a vertical stabilizer.

[0044] In a particularly advantageous embodiment, the rotary-wing vehicle is designed as an aircraft with at least one wing that accommodates a housing for a rotor module. A plurality of rotor modules are integrated into the at least one wing of the aircraft, the wing forming a flow control structure with a pressure side oriented in the direction of travel as the inlet for the flow and a suction side oriented towards the trailing edge of the wing as the outlet for the flow.Within the wing, the rotation axes of the rotor modules are aligned transversely to the direction of travel, with each rotor module having at least four rotor blades, which rotate in pairs with opposite directions of rotation and enable vertical take-off and straight flight of the aircraft by allowing the diameter with the turning points in the longitudinal section of the defined length to be aligned perpendicularly to the desired direction of travel within a radius of 360 degrees. Watercraft

[0045] In watercraft, a flow guide is provided for the flow towards the propulsion machines formed by the rotor modules, which is designed as an integral part of the hull or as an integral part of the rotor module.

[0046] The hull's flow control system can be designed as a flat bottom with flow guide surfaces, as a bow and stern frame extension, or as a propulsion channel extending from the bow to the stern of the vessel. A flow control system for the rotor module with an internal flow guide or an external housing is particularly advantageous.

[0047] In a first advantageous embodiment for the propulsion engine of a preferably slow-moving and highly maneuverable watercraft, the flow control system for the rotor module has a flat hull with horizontally and vertically arranged flow guide surfaces. The rotor modules preferably have rotation axes oriented perpendicular to the flat hull and rotate in opposite directions, arranged either in a row coaxial to the longitudinal axis of the craft or in pairs parallel to the longitudinal axis. The individual rotor blades of the rotor modules are exposed to the free flow of water. The diameter, including the turning points, can assume any angle with respect to the longitudinal axis of the watercraft within a 360-degree radius, allowing the thrust to be directed in any desired direction within seconds, enabling the watercraft to move forward, backward, and sideways.Since the rotor blades with their variable asymmetric airfoils are designed to generate fluid-dynamic lift, the resulting thrust is transferred directly to the hull of the watercraft. This prevents the formation of a propeller jet, allows for high rotational speeds of the rotor module, and avoids hull vibrations. The hydrodynamic stress on the rotor blade itself is also low, thus preventing cavitation and other damage caused by excessive stress.

[0048] In a second, particularly advantageous embodiment of the propulsion system for a preferably high-speed watercraft with a very shallow draft, the rotor module has an internal flow guide. This guide is designed as a profile section of a Reuleaux triangle, rotatable about the rotational axis of the rotor module, and is rotatably connected to the hull within the orbit of the rotor module. The hull of the watercraft, designed for inland waterways, has corresponding port and starboard frame extensions at the bow and stern for accommodating the rotor modules.

[0049] In a third particularly advantageous embodiment of the propulsion system for a preferably high-speed seagoing vessel, the flow control unit comprises a housing for the rotor module formed by a stubby wing oriented with its pressure side facing the direction of travel. This housing has an inlet and an outlet for the flow. The inlet is located on the pressure side of the stubby wing and features a plurality of comb-like flow guides designed to direct a circular flow of air towards the rotor blades within the housing, counter to the direction of rotation of the rotor module. The outlet is located at the lower end of the stubby wing in the dead-water area, so that the suction present there propels the flow through the housing.

[0050] In a fourth particularly advantageous embodiment of the propulsion system for a preferably high-speed seagoing vessel, the flow control system has a drive channel extending coaxially to the longitudinal axis from bow to stern. This channel is bounded on its upper surface by a flat hull and laterally by deeper buoyancy bodies arranged on the port and starboard sides. Hydrogen tanks for fuel cells are preferably arranged in the buoyancy bodies along the entire length of the vessel, enabling the power supply of multiple rotor modules housed in casings. The casings have a stubby rotor and are arranged in the drive channel in a series, parallel to the longitudinal axis of the vessel, such that the rotor has a pressure side oriented in the direction of travel with an upper inlet for the flow and a suction side with a lower outlet for the flow.During operation of the propulsion motors, a ring channel surrounding the motor-generator, arranged parallel to the vertical axis of rotation of the rotor module, is subjected to vertical flow. This ensures that the variable, asymmetrical airfoil profiles of the rotor blades are exposed to the flow regardless of the vessel's speed. The vertical flow through the housing prevents the formation of an undesirable circulation flow in the direction of rotation of the rotor modules within the ring channel. The vessel's superstructure consists of a watertight hull and a load-bearing skeleton made up of longitudinally and transversely arranged truss plates. These plates are interconnected to form a three-dimensional truss girder and are connected at nodes within the propulsion channel to the upper ends of the rotor module housings. This allows the hull loads to be transferred from the hull to the three-dimensional truss girder at the structural nodes.The thrust generated by the rotor modules can be transferred particularly effectively to the hull of the watercraft using the proposed skeletal construction.

[0051] In a particularly advantageous embodiment, the rotary-wing vehicle is designed as a submarine, the hull of which is connected at the stern to a housing for at least two rotor modules arranged parallel to the transverse axis of the submarine, one on the starboard side and one on the port side. The housing is designed as a flow control structure with a pressure side oriented in the direction of travel as the inlet for the flow and a suction side oriented towards the submarine's underwater surface as the outlet for the flow. Each rotor module has at least four rotor blades, rotating in pairs in opposite directions, which provide the propulsion and steering for the submarine's surface and underwater travel and control the submarine's diving or ascent such that the diameter, with its turning points, can be oriented perpendicular to the desired direction of travel within a 360-degree radius.

[0052] Further details and advantageous embodiments of the invention will become apparent from the exemplary embodiments described below and illustrated in the drawings, which are in no way to be understood as limiting the invention, as well as from the dependent claims.

[0053] They show: Fig. 1 a rotary-wing vehicle designed as a helicopter with four bow-shaped rotor blades, Fig. 2 the helicopter to Fig. 1 during climb, showing the aerodynamically induced forces on the upper and lower longitudinal sections of the rotor blades in a schematic top view and in detailed sections of the rotor blades, Fig. 3 the helicopter to Fig. 1-2 in straight flight with a representation of the aerodynamically induced forces on the upper and lower longitudinal sections of the rotor blades in a schematic top view and in detailed sections of the rotor blades, Fig. 4 the helicopter to Figs. 1-3in straight flight with a representation of the aerodynamically caused forces on the central longitudinal sections of the rotor blades in a horizontal section, Fig. 5 a two-part kinematic rotor blade with a rear axis of rotation for a rear blade segment, top as a symmetrical airfoil, middle and bottom as asymmetrical airfoils in schematic cross-section, Fig. 6 the two-part rotor blade after Fig. 5 with integrated actuators, shown above as a symmetrical airfoil, in the middle and below as an asymmetrical airfoil in a section isometric view, Fig. 7 a two-part kinematic rotor blade with a front axis of rotation, with a symmetrical airfoil at the top, and an asymmetrical airfoil in the middle and bottom, respectively, in schematic cross-section; Fig. 8 the two-part rotor blade after Fig. 7with integrated actuators, with a symmetrical airfoil profile at the top, and an asymmetrical airfoil profile in the middle and at the bottom, each in a section isometric view, Fig. 9 a three-part rotor blade, with a symmetrical airfoil at the top, and an asymmetrical airfoil in the middle and at the bottom, each in schematic cross-section, Fig. 10 the three-part rotor blade after Fig. 9 , shown above as a symmetrical airfoil and below as an asymmetrical airfoil in a section isometric view, Fig. 11 a three-part rotor blade, with an electromagnetic actuator at the top and an electromagnetic actuator at the bottom in a section isometry, Fig. 12 a rotary-wing vehicle designed as an air taxi for six people, in a perspective overview and with detailed sections of the rotor blades, Fig. 13A vehicle suitable for both air and road traffic, shown above in driving mode and below in the take-off phase of flight operations, each in a perspective overview. Fig. 14 the vehicle after Fig. 13 during climb, showing the aerodynamically induced forces on a longitudinal section of the vehicle's rotor blades in a schematic cross-section, Fig. 15 the vehicle after Figs. 13-14 in straight flight with a schematic cross-section showing the aerodynamically induced forces on a longitudinal section of the rotor blades, Fig. 16 a rotary-wing vehicle with one wing, Fig. 17 the plane to Fig. 16 , Fig. 18 a rotary-wing vehicle designed as a tug and towboat with two rotor modules, in an overview view in the middle and with detailed sections of the rotor blades above and below, Fig. 19 a rotor module for a slow-moving watercraft in isometric view, Fig. 20Two counter-rotating rotor modules for a watercraft in an isometric view, Fig. 21 the electromagnetic blade pitch control for a ship's propulsion system according to Figs. 16-18 , above in the detailed section and below in the section view, Fig. 22 the hydrodynamically induced forces of the rotor module according to Figs. 18-21 in start-up mode in a schematic cross-section, Fig. 23 the hydrodynamically induced forces of the rotor module according to Figs. 18-22 in driving mode in a schematic horizontal section, Fig. 24 the hull of a watercraft with four rotor modules, shown above in a bottom view, in the middle in a perspective bottom view and below in a frontal view, Fig. 25 a rotor module of the fuselage after Fig. 24 with a representation of the forces hydrodynamically caused by a flow guide body of the rotor module on the rotor blades in two exemplary horizontal sections, Fig. 26a seagoing vessel, shown above in a longitudinal section and below in a schematic cross-section, Fig. 27 the housing for a rotor module of the watercraft according to Fig. 26 , above in the schematic horizontal section and below in the perspective section view, Fig. 28 an alternative housing for the rotor module of the watercraft according to Fig. 26 , above in a schematic longitudinal section and below in a perspective detail view, Fig. 29 a watercraft that is designed to function as a submarine Fig. 30 the submarine after Fig. 29 with a schematic horizontal section showing the rear rotor modules, Fig. 31 a rotary vane turbine designed as a water turbine with a horizontal axis of rotation, shown above with detailed sections of the rotor blades and below in a perspective view, Fig. 32a rotary vane turbine as a water turbine with a vertical axis of rotation, above with detailed sections of the rotor blades and below in the perspective overview view, Fig. 33 an actuator of the water turbine after Fig. 32 in the perspective section view, Fig. 34 a rotary vane turbine as a wind turbine with a vertical axis of rotation in the perspective overview view, Fig. 35 the rotary vane kinematics of the turbines according to Figs. 31-34 for normal operation with representation of the fluid-dynamically caused forces in the schematic cross-section, Fig. 36 the rotary vane kinematics for a throttled turbine speed according to Figs. 31-34 with a schematic cross-section showing the fluid-dynamically caused forces, Fig. 37 the rotary vane kinematics for a further reduced rotational speed for the exceptional operation of the turbines after Figs. 31-34 with a schematic cross-section showing the fluid-dynamically caused forces.

[0054] So far, the examples of implementation of Figs. 31 to 35 Pure rotary vane turbines do not fall under the wording of the claims, but are considered to facilitate the understanding of the invention.

[0055] In the following, identical or similarly functioning parts are designated with the same reference symbols and are usually described only once. The description builds upon itself across figures to avoid unnecessary repetition.

[0056] Fig. 1 Figure 11 shows a rotary-wing vehicle 11, designed as a helicopter with four bow-shaped rotor blades 1. The longitudinal sections A1-A3 of the rotor blades 1 form a polygonal wing chain 203. While the upper longitudinal section A1 and the lower longitudinal section A3 are designed to generate a lift force d, as shown in Figure 203, the lower longitudinal section A3 is designed to generate a lift force d, as shown in Figure 203. Fig. 2-3To generate thrust, the rotary wing kinematics 10 in the longitudinal section A2 is designed to produce a thrust force e in the direction of travel D of the helicopter. The diameter with the turning points P, P' can be oriented in any direction of travel D within an adjustment range δ in a radius of 360 degrees, so that the longitudinal section A2 with length g functions as a thrust generator. The rotor module 2 is connected to the motor-generator 13 via a shaft and has an axis of rotation t, which is formed by the vertical axis z of the helicopter and rotates above the cabin 117 enclosed by the fuselage 110. The rotary wing kinematics 10 replaces a swashplate and controls the lift in the upper and lower longitudinal sections A1, A3 and the thrust force of the rotor module 2 in the middle longitudinal section A2. The longitudinal sections A1, A3 are arranged one above the other in a plane, but can also be arranged radially or vertically.The rotor blades are arranged offset from each other in the circumferential direction, such that the central longitudinal section A2 obliquely connects the outer upper and outer lower ends of the longitudinal sections A1 and A3, resulting in a loop-shaped rotor blade 1. With two layers of lift-generating longitudinal sections A1 and A3, the helicopter can advantageously be used as a cargo helicopter, which, in hovering flight, can maintain its position stably using the rotary wing kinematics 10 in the longitudinal section A2. The rotor module is characterized by the absence of a swashplate. 2 It is characterized by a very smooth running action and is free from unwanted vibrations.

[0057] Fig. 2 shows the helicopter after Fig. 1with a schematic representation of the longitudinal sections A1,A3 of the bow-shaped rotor blades 1, shown above in the overview and below in detailed sections of the variable asymmetric airfoil 201, each for the left and right half of the orbit U. During climb, the sum of the lift forces d is the same in both halves of the orbit U, so that no adjustment of the blade segments B1,B3 is required in the longitudinal sections A1,A3 of the rotor blade 1 during climb.

[0058] Fig. 3 shows the helicopter after Fig. 1-2with a schematic representation of the longitudinal sections A1, A3 of the bow-shaped rotor blades 1, shown above in the overview and below in detailed sections of the variable asymmetric airfoil 201, each for the left and right halves of the orbit U relative to the direction of flight D. In straight flight of the helicopter, the resulting airflow c is composed of the rotational speed a and the airspeed b, so that, relative to the direction of flight D, different lift forces d result on the rotor blades 1 in the left and right halves of the orbit U. By a corresponding pitch adjustment of the leading and trailing blade segments B1, B3 relative to the middle blade segment B2, the lift forces d caused in both halves of the orbit U are balanced, so that the helicopter assumes a stable flight attitude. In the longitudinal section A2 of the rotor blade 1, as in Fig. 24The illustration shows a blade pitch adjustment mechanism in which the thrust force e can be aligned in the direction of travel d, with the adjustment range δ being 360 degrees in this embodiment, so that the helicopter can be steered in any desired direction of travel D. This is particularly advantageous for a precise landing approach and also for maintaining a specific flight attitude, e.g., in crosswinds.

[0059] Fig. 4 shows the helicopter's straight flight path to Figs. 1-3 in a schematic horizontal section in the longitudinal section A2 with length g. The diameter with the turning points P,P' can assume any rotation position I-XII in the longitudinal section A2, so that the adjustment range δ is 360 degrees in this case. While the rotor blades 1 of the wing chain 203 in the longitudinal sections A1,A3 provide the necessary lift force d, as in Fig. 2-3As shown, the longitudinal section A2 serves to generate a thrust force e that can be directed in any direction within a 360-degree radius. In stationary flight, the rotary wing kinematics 10 in the longitudinal sections A2 of the rotor blades 1 are deactivated, so that the thrust forces e generated by the variable asymmetric airfoils 201 cancel each other out. The rotary wing kinematics 10 make the helicopter highly maneuverable and allow it to maintain a flight position very precisely, which is particularly advantageous for takeoff and landing.

[0060] Fig. 5Figure 1 shows a two-part rotor blade 1, with a symmetrical airfoil 200 at the top and an asymmetrical airfoil 201 in the middle and bottom with reversed suction and pressure sides. The leading blade segment B1 is designed as the longitudinal member 21 of the rotor blade 1. The trailing blade segment B3 is hinged to the leading blade segment B1 at the trailing axis v2 of the rotor blade 1. An actuator 20, arranged coaxially and concentrically to the axis v2, actuates a slide 207 inside the rotor blade 1, which is Fig. 6 is described in more detail.

[0061] Fig. 6Figure 1 shows an actuator 20 for blade pitch control, which is formed by two pneumatic muscles 204 arranged coaxially and concentrically to the rear rotation axis v2 of the rear blade segment B3, each connected to the end faces of the slide 207. At least one such pitch control device can be arranged in each longitudinal section A1-An of the rotor blade 1.

[0062] Fig. 7Figure 1 shows a two-part rotor blade 1, with the upper section depicted as a symmetrical airfoil 200 and the middle and lower sections as an asymmetrical airfoil 201. The leading and trailing blade segments B1, B3 are rotatably connected to a longitudinal beam 21 formed by a hollow circular profile, such that the longitudinal center axis of the beam 21 forms a leading axis of rotation v1 of the rotor blade A. For blade pitch control, the leading and trailing blade segments B1, B3 are rotated in opposite directions T, T' by a maximum of 6 to 7 degrees around the axis of rotation v1 relative to the orbit U, either outwards or inwards. While the symmetrical airfoil 200 is oriented tangentially to the orbit U, the rotation of the leading and trailing blade segments B1, B3 results in a positive angle of attack α of approximately 2 degrees relative to a tangent to the orbit U.

[0063] Fig. 8The adjustment device of the two-part rotor blade 1 is shown. Fig. 7 Figure 20 depicts an actuator 20 arranged concentrically and coaxially to the front axis of rotation v1, formed by a pneumatic muscle 204. The pneumatic muscle 204, arranged coaxially and concentrically to the axis of rotation v1, moves the slide 207 back and forth on the hinge pin 205 at a frequency of 20-30 Hz, causing oppositely oriented threaded sections of the slide 207 on the front and rear blade segments B3 to rotate approximately 20 times per second in opposite directions T,T'. The chord line p of the asymmetric airfoil 201 exhibits a positive angle of attack α of 2 to 3 degrees relative to the tangent to the orbit U.

[0064] Fig. 9Figure 1 shows a three-part rotor blade 1 with blade segments B1-B3: the upper segment is a symmetrical airfoil 200, while the middle and lower segments are asymmetrical airfoils 201. The leading edge of the blade segment B1 is connected to the central blade segment B2, formed by the longitudinal spar 21, at its leading edge. The trailing edge of the trailing edge of the trailing edge of the blade segment B3 is connected to the central blade segment B2 at its trailing edge at its trailing edge. By rotating the leading edge of the blade segment B1 and the trailing edge of the blade segment B3 in opposite directions by a maximum of 7 degrees each, the variable asymmetrical airfoil 201 achieves a positive angle of attack α of 2.5 degrees relative to the tangent of the orbit U. The chord line p of the symmetrical airfoil 200 is oriented tangentially to the orbit U. The opposing direction of rotation T,T' of the front and rear blade segments B1,B2 causes a change of the suction side (-) and the pressure side (+) from the outside to the inside of the orbit U and vice versa.

[0065] Fig. 10 shows a longitudinal section A1-An of the three-part rotor blade 1, with the symmetrical airfoil 200 of the transition position shown above, which the rotor blade 1 temporarily exhibits when the suction side (-) is, as in Fig. 4The diameter changes from the outside to the inside of the orbit U at the inflection points P, P'. Below is the lift-generating asymmetric airfoil 201 of the rotor blade 1. The actuators 20 integrated into the rotor blade 1 are formed by twelve pneumatic muscles 204, with six pneumatic muscles 204 acting on the leading edges of the slide 207. The pneumatic muscles 204 are arranged parallel to the axes of rotation v1, v2 of the three-part rotor blade 1.The slides 207 are guided linearly on their inner sides by the hinge pins 205, while on their outer sides they engage in threads of the front and rear blade segments B1, B3 such that the linear translational movement of the slide 207 on the hinge pins 205 causes the front and rear blade segments B1, B2 to rotate in and out in the opposite direction T, T' relative to the invariant central blade segment B3. The shallow pitch of the blade-side threads allows a gear ratio of 1:10 for each of the six pneumatic muscles 204 acting on the two end faces of the slide 207. Pivot bearings 206 on the hinge pins 205 enable the rotation of the blade segments B1, B3. The hinge pins 205, arranged concentrically and coaxially with the axes of rotation v1, v2, serve as media channels for supplying power to the pneumatic muscles 204.The exhaust air from the pneumatic muscles 204 is used for air bearing of the slide 207 on the hinge pins 205 and of the blade segments B1,B3 on the slide 207.

[0066] Fig. 11Figure 1 shows an electromagnetic actuator 20 as an example for a longitudinal section A1-An of the rotor blade 1, shown above in the transition position with the symmetrical airfoil 200. The hinge pins 205 are arranged concentrically and coaxially to the axes of rotation v1, v2 for the front blade segment B1 and the rear blade segment B3 and serve as cable channels for the power supply of the two electromagnetic actuators 20. In the simple embodiment shown above, an iron sleeve of the hinge pin 205 carries an excitation winding 208 for the induction of an iron sleeve of the slide 207.By reversing the polarity of the electromagnetic actuator 20, the carriage 207 performs an oscillating movement at a frequency of 20-30 Hz on the hinge pin 205, so that the threads of the actuators 20, together with the threads of the front and rear blade segments B1, B3, cause the rotational movement in opposite directions T, T' on the front and rear blade segments B1, B3, which are each articulated to the middle blade segment B2 by means of pivot bearings 206. Air bearings between the hinge pin 205 and the carriage 207, as well as between the carriage 207 and the blade segments B1, B3, are supplied with compressed air via the hinge pin 205.In this embodiment, the electromagnetically induced field is aligned parallel to the axes of rotation v1, v2, while the actuator 20, below, comprises a linear motor in which a plurality of excitation windings 208 of the stator are each aligned radially to the axes of rotation v1, v2 of the blade segments B1, B3, and the carriage 207, arranged concentrically and coaxially to the hinge pin 205, has a plurality of corresponding ring-shaped permanent magnets 209. The linear motor allows for precise positioning of the carriage 207, so that the adjustment angle δ for the blade segments B1, B3 can be set and varied very precisely. The adjustment device is designed to withstand considerable aerodynamically induced suction forces as well as centrifugal forces, with the blade segments B1, B3 being individually adjustable and lockable in each longitudinal section A1-An of the rotor blade 1.

[0067] Fig. 12Figure 11 shows the flight operation of a rotary-wing vehicle 11 with a particularly advantageous rotary-wing kinematics 10 for two rotor modules 2 with radii r2, r3, which rotate in opposite directions T, T' about a rotation axis t formed by the vertical axis z and about a cabin 117 for six passengers. The cabin 117 has the shape of an ellipsoid, which has a hub with motor-generators 13 at each of its upper and lower vertices. Two rotor modules 2, each with two U-shaped rotor blades 1, are connected to these hubs. The motor-generators 13 drive the rotor modules 2, which rotate in opposite directions T, T'. The U-shaped rotor blades 1 are subdivided into three longitudinal sections A1-A3.While the variable, asymmetric airfoil 201 generates the lift force d in the upper and lower longitudinal sections A1, A3, as shown at the upper and lower blade edges, the rotary wing kinematics 10 in the middle longitudinal sections A2 of length g generates a thrust force e that can be directed in the direction of travel D. To maintain a specific flight position, the rotary wing kinematics 10 switches the longitudinal sections A2 of the rotor blades 1 to standby mode, so that the thrust forces e cancel each other out with a neutral blade position. In the event of crosswinds, turbulence, and other external forces, the variable, asymmetric airfoil 201 is used to selectively activate thrust forces e as counterforces, enabling the rotary-wing vehicle 11 to maintain the respective flight position precisely.In the air taxi, the wing chain 203 generates high lift forces in the longitudinal sections A1 and A3 of the rotor blades 1, while the longitudinal section A2 with length g generates high thrust forces through a division of labor. The electric drive, using the motor-generators 13, requires comparatively little energy, with a drive power of 150 kW for each of the two motor-generators 13.

[0068] Fig. 13Figure 11 shows a rotary-wing vehicle 11, designed as a passenger car suitable for both air and road use, accommodating four people. The car is, for example, 5.9 m long, 1.9 m high, and 2.1 m wide. At the front end of the front section and at the rear end of the rear section, a rotation axis t, arranged parallel to the transverse axis y, is provided for two front and two rear rotor modules 2, each driven by motor-generators 13 and rotating in opposite directions T,T'. When the car is in motion, the eight U-shaped rotor blades 1 are folded into a cavity in the front and rear sections and covered by sliding hoods (not specified). The rotary-wing vehicle 11 has four telescopic supports 116, which are extended for takeoff, allowing the four rotor modules 2 to unfold and rotate freely. These modules are then driven by the motor-generators 13 at the rotation axes t and brought up to speed.The vehicle preferably lifts off at a rotational speed of 800 revolutions per minute or lower and switches to flight operation, with the telescopic outriggers 116 being hydraulically retracted. The rotor blades 1 each have three blade segments B1-B3, whose rotary wing kinematics 10 are described in . Fig 14-15 This will be explained in more detail. During flight, the longitudinal sections A2 of the bow-shaped rotor blades 1 generate the necessary lift, at the turning points P,P' of the diameter of the orbit U, as in Fig. 14 The longitudinal sections A1 and A3 of the bow-shaped rotor blades 1 serve as the tail assembly of the rotary-wing vehicle 11.

[0069] Fig. 14 shows the climb of the rotary-wing vehicle 11 to Fig. 13in a schematic vertical section. The rotor modules 2, with radii r2, r3, rotating in opposite directions T, T' on separate orbits U, are visible. During climb, the diameter with turning points P, P' assumes a horizontal position, so that the resulting airflow c over the rotor blades 1 in orbital positions I-XII of orbits U, U' (except for orbital positions III, IX) generates a thrust force e derived from the lift force d of the asymmetric airfoil 201 for the diameter with turning points P, P'. This thrust force enables the rotary-wing vehicle 11 to transition from standstill to climb. Preferably, at least 150 kW of power is supplied by each of the two modules. Fig. 13The motor generators 13 shown are required on the front and rear rotation axes t, with the two rotor modules 2 rotating at a speed of 800 revolutions per minute or less. For the rotary vane kinematics 10, this means 26 load cycles per second.

[0070] Fig. 15 The figure shows, as an example, two rotor modules 2 rotating in opposite directions T,T' on separate orbits U with radii r2,r3 of the rotary-wing vehicle 11 according to Figs. 13-14 in a schematic vertical section. Compared to the vertical section according to Fig. 14The diameter with inflection points P, P' assumes a rotational position of the orbits U designated by the numbers IV, X, whereby the lift force d in all rotational positions I-XII, with the exception of positions IV, X, results in a thrust force e directed upwards and in the direction of travel D. The adjustment range for the diameter with inflection points P, P' is characterized by the adjustment angle δ. In straight flight, the two rotor modules 2 rotate at 800 revolutions per minute around the axis of rotation t.

[0071] Fig. 16Figure 11 shows a rotary-wing vehicle 11, designed as a single-wing aircraft in which four rotor modules 2 are fully integrated into the wing. Each rotor module 2 consists of pairs of rotor blades arranged in opposite directions T, T', rotating on two concentric and coaxial orbits with radii r2, r3 around a common axis of rotation t. The arrangement of the rotor modules 2 largely corresponds to that shown in Figure 1. Figs. 13-15The embodiment described above differs in that the four rotor modules are integrated into the aircraft wing and each is formed within a housing 114 with an inlet IN facing the leading edge of the wing and an outlet EX facing the trailing edge for the airflow F. The U-shaped rotor blades 1 of the four rotor modules 2 each have a central blade segment B2 of length g, which is arranged parallel to the transverse axis y of the aircraft. The blade segments B1, B3 of the rotor blades, which rotate in opposite directions T, T', are also adjustable, so that aerodynamically induced forces parallel to the axis of rotation t serve to stabilize the aircraft in hovering flight and to generate an airflow within the housing 114 in the flow channel, which serves to dissipate heat from the motor generators 13 arranged coaxially and concentrically to the axis of rotation t.The turning points P, P' of the diameter are horizontally oriented during vertical takeoff, with the suction side (-) of the variable asymmetric airfoil 201 pointing vertically upwards in both halves of the orbit U, so that the lift generated by the counter-rotating rotor blades 1 can be used for vertical takeoff. According to the rotary wing kinematics 10, the diameter with the turning points P, P' is gradually oriented vertically for straight-line flight, so that a thrust force e acting in the direction of travel D can be derived from the lift force d generated by the four rotor modules. The complete integration of the four rotor modules 2 into the wing of this four-person air taxi demonstrates, by way of example for aircraft with wings, the possibility of vertical takeoff and the transition to straight-line flight in a flying wing.This innovative propulsion technology is quiet and, due to the thrust force e derived directly from the lift force d, very effective both in vertical takeoff and straight flight.

[0072] Fig. 17 The aircraft shows after Fig. 16In straight and level flight, the top view is a perspective overview, the middle view shows the inflection points P, P' for the variable asymmetric airfoil 201, which enables straight and level flight, oriented vertically, and the bottom view is a rear overview of the flying wing. The airflow channel of a rotor module 2 is traversed transversely to the direction of travel D. Within the airflow channel, the diameter with the inflection points P, P' can be oriented such that the driving force d for straight and level flight results in a thrust force e parallel to the longitudinal axis x of the aircraft. The aerodynamic forces caused by the rotary wing kinematics are shown by way of example at twelve rotational positions I-XII.Immediately at the diameter with the inflection points P, P', where the pitch adjustment of the variable asymmetric airfoil takes place, no lift forces d are generated. However, despite the turbulent flow F in the flow channel, the asymmetric airfoil 201 generates considerable lift forces d at all other rotation positions, from which a thrust force e can be derived. With a pitch adjustment range δ of 360°, the thrust force e can be directed in any desired direction.

[0073] Fig. 18Figure 11 shows a rotary-wing vessel 11, designed as a tug and towboat, and featuring two electrically driven rotor modules 2, each with six two-part kinematic rotor blades 1. The suction sides (-) of the six rotor blades 1 of a rotor module 2 are oriented in the direction of travel D. In this embodiment, the front blade segment B1 is designed as a longitudinal beam 21, to which a rear blade segment B3 is articulated at the rear axis of rotation v2. The rotor modules 2 are arranged in the forward half of the vessel on the starboard and port sides of the longitudinal axis x and rotate in opposite directions T, T'. The flat bottom 112, together with horizontal and vertical guide surfaces, forms a flow guide S for the flow over the six kinematic rotor blades 1 of the rotor module 2.The detailed sections show a two-part design of the rotor blades 1, each of which has actuators 20 at its upper and lower ends, corresponding to the one in . Fig. 19 correspond to the illustrated embodiment. As shown in Fig. 17 As shown, the rotor blades 1 rotate around the vertical axis of rotation t and are electrically driven by a motor-generator 13 located inside the fuselage 111. Unlike a Voith Schneider propeller, the kinematic rotor blades 1 operate as lift rotors and can be operated at a comparatively much higher rotational speed. Each rotor blade 1 with the variable asymmetric airfoil 201 generates a lift force d, from which a thrust force e results. As shown in Figs. 20-21 As shown, the thrust force e can be directed in any desired direction of travel d, so that the tugboat can change its direction of travel D in any desired direction within seconds.

[0074] Fig. 19shows an alternative rotor module 2 for propulsion of the towboat and tugboat Fig. 16 The rotor module 2 has six kinematic rotor blades 1, each with a front blade segment B1, a middle blade segment B2, and a rear blade segment B3. The middle blade segment B2 forms a rigid longitudinal beam 21, to which, as in Figs. 9-11The front blade segment B1 and the rear blade segment B3 are shown to be hinged. The rotary wing kinematics 10 of the rotor module 2 are controlled such that the diameter with the turning points P, P' can be aligned in the desired direction of travel D. At the diameter with the turning points P, P', the suction side (-) and the pressure side (+) of the rotor blade 1 change their orientation relative to the orbit U, so that the suction sides (-) of the rotor blades 1 are oriented towards the direction of travel D in both halves of the orbit U. The rotor blades 1 are subdivided lengthwise g into four longitudinal sections A1-A4, so that each longitudinal section can accommodate at least two actuators 20 for blade pitch control.The upper ends of the longitudinal beam 21 are rigidly connected to a disk-shaped crossbeam 22, while the lower ends of the longitudinal beams 21 are rigidly connected to an annular crossbeam 22, so that a rotor module 2 is formed which is rigid in bending, shear and torsion.

[0075] Fig. 20 shows another embodiment for the propulsion of the towboat and tugboat according to Fig. 16 Two rotor modules 2 rotating in opposite directions are driven by a motor generator 13 arranged within the fuselage 110, comprising two concentrically and coaxially arranged shafts and a gearbox. Here too, the rotor blades 1 are subdivided into longitudinal sections A1-An, such that each longitudinal section has at least two actuators 20 for blade pitch control. The actuators are, as in Figs. 9-11The rotor blades 1 of the two rotor modules 2 are shown to be guided linearly on a hinge pin 205. The longitudinal beams 21 of the rotor blades 1 of the two rotor modules 2 are each rigidly connected at their upper and lower ends to crossbeams 22, which are either disc-shaped or ring-shaped.

[0076] Fig. 21 shows a variant design of rotor module 2 for a watercraft according to Figs. 16-18 , in which the actuators 20 for the blade pitch of the rotor blades 1 have ferromagnetic actuating levers 203, which are switched at the upper and lower ends of each rotor blade 1 by means of two opposing electromagnets with excitation windings 208. The electromagnetic actuators 20 are each integrated into the disk-shaped crossbeams 22 of the rotor module 2, which are designed as hollow bodies.

[0077] Fig. 22shows, as examples, twelve different orbital positions I-XII of the variable airfoil 201 on the circular orbit U for the watercraft according to Fig. 16 During startup. As in Fig. 16As shown, the suction side (-) of the variable asymmetric airfoil 201, relative to the direction of travel D, changes to the outside of the orbit U during the forward revolution and to the inside of the orbit U during the rear revolution, so that the variable airfoil 22, in the form of a Clark-YM-15 airfoil, generates a thrust force e, resulting from the lift force d and indicated by arrows in the direction of travel D, at a revolution speed b. At revolution position III, the suction side (-) of the variable airfoil 20 changes from the outside to the inside of the orbit U, while at revolution position IX, the suction side (-) of the variable airfoil 20 changes from the inside to the outside of the orbit U, in each case exhibiting a symmetric airfoil 200 in a transitional position.In both upwind and downwind rotations, the resulting flow c, as a vector sum of the flow velocity a and the rotational speed b of the rotor module 2, therefore causes a thrust force e directed in the direction of travel D, which is about one third greater for the asymmetric airfoil 201 than for a symmetric airfoil 200. This results in a significantly improved efficiency of the ship's propulsion system.

[0078] Fig. 23 shows, as examples, twelve different rotation positions I-XII of the variable airfoil 201 for the watercraft according to Fig 16 during driving. Compared to the one in Fig. 20 During start-up operation, as shown at the twelve illustrated rotational positions I-XII, the thrust e generated by the variable airfoil 201 decreases under the influence of the cruising speed, denoted as flow velocity a. For this reason, this type of ship propulsion is suitable for slow-moving vessels with a cruising speed limited to approximately seven to eight knots. However, the higher rotational speed b compared to the Voith-Schneider propeller reduces the negative impact of the cruising speed.

[0079] Fig. 24 Figure 1 shows the hull 110 of a watercraft for inland waters, shown above in a schematic bottom view, in the middle as a perspective bottom view, and below in a frontal view. The hull 110 has a frame extension 111 at the bow and stern, creating recesses on the port and starboard sides for the installation of a total of four rotor modules 2. The rotor modules 2, arranged in pairs at the bow and stern, each rotate with radius r1 in opposite directions T,T' around a vertical axis of rotation t and have a flow guide 113 within radius r1 with a Reuleaux triangular cross-section, which, together with the frame extension 111, forms the flow guide S for one rotor module 2. The Reuleaux triangle of the flow guide 113 is rotatably connected to the hull 110 so that the apex of the Reuleaux triangle can be aligned in the direction of travel D, as shown here.The vessel has a longitudinal axis x, a transverse axis y, and a vertical axis z. The hull 110 has a U-shaped frame and can be adapted to different functions, allowing the vessel to be configured as a fast cargo ship, a passenger ship, or a ferry. With the in . Fig. 23 According to the rotary vane kinematics 10 of the rotor modules shown in more detail, the watercraft can change its direction of travel D very quickly and move forwards, backwards, or sideways. The flow guide 113 ensures a favorable flow pattern to the six rotor blades of the rotor module 2, which are arranged in Fig. 23 This will be explained in more detail using the example of twelve orbital positions I-XII.

[0080] Fig. 25 shows a rotor module 2 of the fuselage 110. Fig. 22 , which rotates with radius r2 on orbit U around a vertical axis of rotation t and has a flow guide body 113 arranged within orbit U with radius r1, which has a Reuleaux triangle in cross-section. The flow guide body 113 is rotatable on an axis of rotation coaxially and concentrically aligned with the axis of rotation t of the rotor module 2 on the in Fig. 22 The flat ship bottom 112 shown is mounted in the area of ​​the frame extension 111 and can assume different positions with respect to the direction of travel D. The upper image shows a position of the flow guide 113 in which the apex of the Reuleaux triangle is aligned in the direction of travel D, while the lower image shows the obtuse side of the Reuleaux triangle aligned in the direction of travel D. Although the flow guide 113 increases the drag of the watercraft—significantly less at the top than at the bottom—the deflection of the flow F results in a favorable flow direction over the asymmetric airfoil profiles 201, whose suction sides (-) can be aligned with the respective direction of travel D in both halves of the orbit U according to the invention. At the turning points P, P', the asymmetric airfoil profile 201 temporarily assumes the shape of a symmetric airfoil profile 200.Due to the redirection of the flow F, the asymmetric airfoil 201 of rotor blade 1 causes a resulting inflow c in both halves of the orbit U, so that rotor blade 1 generates a lift force d at all twelve orbital positions I-XII, which in turn causes a thrust force e directed in the direction of travel. The forces c, d, e are each labeled as examples for some orbital positions.

[0081] Fig. 26 Figure 1 shows a watercraft designed as a seagoing, high-speed container ship, whose hull 110 has a flow control system S. The underwater section of the hull 110 has submerged buoyancy bodies on the port and starboard sides, which can be used, for example, as large-volume hydrogen tanks 119 and which, together with the flat bottom 112 in the center, form a propulsion channel 115. A total of six housings 114 are arranged coaxially to the longitudinal axis x of the ship within this propulsion channel 115 and, as shown in Figure 1, Fig. 25-26 Each of the six housings 114 accommodates a rotor module 2. The electrical energy for operating the motor generators 13 of the rotor modules 2 is provided by fuel cells supplied from the hydrogen tanks 119. The six housings 114 each accommodate a rotor module 2 and have an input IN oriented in the direction of travel D and an output EX on the downstream side, as shown in Fig. 25 The container ship is essentially symmetrical about its vertical axis z, allowing it to move forwards and backwards in river mouths and ports, and is highly maneuverable thanks to the rotary blade kinematics 10 for the rotor modules 2.

[0082] Fig. 27 shows the housing 114 for one of the six rotor modules 2 of the watercraft. Fig. 22 The diagram above shows a schematic cross-section and below a perspective detail view, illustrating an upper inlet IN and a lower outlet EX for the flow F, oriented in the direction of travel D. On the pressure side (+) of the housing 114, which is designed as a symmetrical wing stub 118, the inlet IN for the flow F is located at the upper end of the housing 114, while the outlet EX for the flow F is located at the lower end of the wing stub 118 on the suction side (-) in the dead water. The flow F passes through the housing 114 from top to bottom in a vertically arranged, hollow cylindrical drive channel 115. A submerged motor-generator 13 is arranged concentrically and coaxially to the axis of rotation t in the center of the drive channel 115 and connected at its upper end to the hull 110 of the watercraft.Six rotor blades 1 of the rotor module 2 are U-shaped and subdivided into three longitudinal sections A1-A3 along their length g. The rotor blades 1 on longitudinal sections A1 and A3 drive the vertical flow F within the drive channel 115, while the rotor blades 1 in longitudinal sections A2 with length g are designed to generate the thrust e in the direction of travel D, as shown in . Fig. 20 shown.

[0083] Fig. 28 shows an alternative design of the housing 114 for one of the six rotor modules 2 of the watercraft according to Fig. 24 The housing 114 is designed as a wing stub 118 whose longitudinal axis x is aligned coaxially with the longitudinal axis x of the watercraft and has a hollow cylindrical drive channel 115 inside it, arranged perpendicular to the longitudinal axis x, in which the rotor module 2 rotates about the rotational axis t of the submerged motor-generator 13. Comb-like flow guide elements 113 on the pressure side (+) of the wing stub 118, which is oriented in the direction of travel D, cause a circular flow F' within the drive channel 115 that is directed against the direction of rotation T of the rotor module 2. The outlet EX for the flow F is located on the suction side (-) of the wing stub 118, away from the flow, at the lower end of the housing 114 and facilitates the outflow of the flow from the drive channel 115. With this arrangement for the rotor module 2, the Fig. 21 The described negative influence of the speed on the thrust e generated by the rotor module 2 is eliminated, so that the ship propulsion appears particularly suitable even for high speeds.

[0084] Fig. 29 Figure 11 shows a rotary-wing vehicle 11, designed as a submarine with a novel, silent rear propulsion system formed by two rotor modules 2 arranged parallel to the submarine's transverse axis. The stern of the submarine features port and starboard extensions, each designed according to fluid dynamics principles, with an inlet IN on the pressure side of the housing 114 of the rotor modules 2. The flow exits at a common outlet EX at the stern of the submarine, as also described in Figure 114. Fig. 30 shown, the drive channel 115. The rotor blades 1, which are bow-shaped with three longitudinal sections A1-A3, rotate either as shown in Fig.30 The rotors are shown on an orbit U or, as shown here, have two orbits U with radii r2 and r3. At the turning points P and P' of a diameter freely orientable with an adjustment range δ within a 360° radius, the suction side (-) of the rotor blades 1 alternates from the outside to the inside of the orbit U and vice versa. This allows the thrust e, derived from the lift force d, of the rotor blades driven by the motor-generator 13 to be directed in any desired direction, enabling the submarine to dive or surface from a straight-ahead course in a matter of seconds. Due to the encapsulated design of the rotary vane drive, no noise is transmitted to the water surrounding the submarine.

[0085] Fig. 30 The submarine shows after Fig. 29 in a bow-side perspective showing the inlet IN for the flow at the stern. The schematic cross-section below shows two rotor modules 2 arranged parallel to the transverse axis y of the submarine with U-shaped rotor blades 1, which are subdivided into longitudinal sections A1-A3. In this embodiment, the longitudinal sections A1, A3 cause flow through the propulsion channel 115 and are formed by correspondingly inclined, asymmetrical airfoil profiles 201, while the rotary blade kinematics 10 according to the invention are formed in the longitudinal section A2 of the U-shaped rotor blades 1 as shown in Fig. 29 depicted.

[0086] Fig. 31 Figure 12 shows a rotary vane turbine 12 designed as a water turbine with a horizontal axis of rotation t, whose supporting structure L comprises a beam bridge as a structural system expandable in one direction. A single rotor module 2 of the rotary vane turbine 12 has four kinematic rotor blades 1 of length g, each subdivided into four longitudinal sections A1-A4, forming a straight blade chain 202. In each of the four longitudinal sections A1-A4, at least two actuators 20, paired and assigned to the axes of rotation v1, v2, are located, which actuate the rotor in Figure 1. Fig. 9-11 The described embodiments are provided for actuating the rotary vane kinematics 10. A rigid connection is provided between the central blade segments B2 of the rotor blades 1, designed as longitudinal beams 21, and disc-shaped crossbeams 22, so that a drum-shaped rotor module 2, which is inherently rigid in terms of bending, shear, and torsion, is formed. This module is connected to a motor-generator 13 arranged concentrically and coaxially to the axis of rotation t. In a flowing body of water, the rotary vane turbine 12 rotates transversely to the flow F. The suction sides (-) of the rotor blades 1 change their orientation from the outside to the inside of the orbit U at an upper and a lower turning point P,P' of the diameter of the orbit U, whereby in the upwind rotation the suction side (-) of the rotor blades 1 is oriented towards the inside of the orbit U and in the downwind rotation the suction side (-) is oriented towards the outside of the orbit U.The detailed sections of the variable asymmetric airfoil 201 of the adjustable rotor blades 1 exemplify the aerodynamic effect of the asymmetric airfoils 201 for the upwind and downwind rotation. As in . Fig. 31 As shown, the flow c resulting from the flow velocity a and the rotational speed b on the variable airfoil 201 causes a tangential driving force f, derived from the lift force d, in each rotational position I-XII. If the flow F changes direction regularly for several hours, as in a tidal power plant, the rotor blades 1 can be adapted to the change in direction of the flow F while maintaining their direction of rotation T', whereby in a rotary vane turbine 12 the suction sides (-) of the rotor blades 1 are always located on the leeward side. The number of rotor blades 1 increases with the size of the rotary vane turbine 12, whose supporting structure L has a scalable construction system.

[0087] Fig. 32 Figure 1 shows a rotary vane turbine 12, designed as a water turbine with a vertical axis of rotation t. A total of four three-part, kinematic rotor blades 1 each change the orientation of the suction side (-) from the inside to the outside of the orbit U at a diameter that can be aligned with the flow F and has turning points P, P' of the orbit U. The resulting inflow c is composed of the flow velocity a and the rotational speed of the rotor module 2 and causes a lift force d on the asymmetric airfoil 201 of the rotor blades, from which a tangential driving force f can be derived. The rotor module 2 is stiffened by a total of three crossbeams 22, with the two upper crossbeams 22 being ring-shaped, while the lower crossbeam 22 is disk-shaped.A rotor blade 1 of the rotary vane turbine 12 with length g is subdivided into four longitudinal sections A1-A4, each longitudinal section A1-A4 accommodating pairs of actuators 20 integrated into the crossbeams 22, which correspond to the in . Fig. 29 correspond to the illustrated example.

[0088] Fig. 33 shows a vertical section view of rotor blade 1. Fig. 32 Figure 20 shows an actuator 20 integrated in an annular crossbeam 22, which has an electromagnetically controlled actuating lever 203. Switchable excitation windings 208 are integrated on the inner and outer sides of the orbit U in the annular crossbeam 22, which is designed as a hollow profile, and are sealed off from the movable blade segments B1, B3 in a watertight manner. This form of electromagnetically actuated actuator 20 is particularly suitable for water turbines.

[0089] Fig. 34 Figure 1 shows a rotary vane turbine 12, designed as a wind turbine with a vertical axis of rotation t, in which four rotor blades 1 rotate about a vertical rotor axis t and are connected to each other by two annular crossbeams 22 and to eight radial crossbeams 22 at the head of the support structure L formed by a mast, with a motor-generator 13 arranged coaxially and concentrically to the axis of rotation t. Each rotor blade 1 consists of a leading blade segment B1, a middle blade segment B2, and a trailing blade segment B3. The middle blade segments B2 are designed as longitudinal beams 21 of the rotor blades 1 and are rigidly connected at both ends to the annular crossbeams 22, forming a rotor module 2 that is rigid in bending, shear, and torsion. Five longitudinal sections A1-A5 of the rotor blade 1 form a blade chain 202 with length g. Each longitudinal section A1-A5 accommodates at least two actuators 20, according to those in Fig. 9-11 The described embodiments are based on the suction sides (-) of the rotor blades 1. The suction sides (-) of the rotor blades 1 change their orientation at a diameter that can be aligned with an adjustment range δ of 360 degrees in the direction of the flow F, with inflection points P, P', from the inside in the upwind rotation to the outside in the downwind rotation. The aerodynamically generated forces and the different operating positions of the rotor blades 1 result from Fig. 35-37 stand out.

[0090] Fig. 35 shows twelve different rotation positions I-XII of the variable asymmetric airfoil 201 of the in Fig. 31-34 The depicted rotary vane turbines 12 are on the circular orbit U defined by the radius r2. With respect to the direction of the flow F, the suction side (-) of the variable asymmetric airfoil 201 is oriented towards the inside of the orbit U in the upwind direction and towards the outside of the orbit U in the leeward direction, so that the variable airfoil 201 in the case of the in Fig. 30 The wind turbine depicted, with a Clark-YM-15 airfoil, generates a tangential driving force f, indicated by arrows pointing in the direction of rotation T, at wind speeds of 3-6. At rotation position III, the suction side (-) of the variable airfoil 20 switches from the outside to the inside of the orbit U, while at rotation position IX, the suction side (-) of the variable airfoil 201 switches from the inside to the outside of the orbit U, exhibiting a symmetrical airfoil 200 in each transitional position. Therefore, in both the upwind and downwind rotations, the resulting flow c, as the vector sum of the flow velocity a and the rotational speed b of the rotor module 2, produces a lift force d inclined in the direction of rotation T. This lift force is approximately one-third greater for the asymmetrical airfoil 201 than for the one shown in the diagram. Fig. 32 considered symmetrical airfoil profile 200. This results in a significantly improved efficiency of the rotary vane turbine 12, which can be designed as a wind or water turbine, compared to a conventional Darrieus rotor.

[0091] Fig. 36 shows twelve different rotation positions I-XII of the variable asymmetric airfoil 201 of the rotor blades 1 for the in Fig. 27-30 The depicted rotary vane turbines 12 with a symmetrical airfoil 200. For the in Fig. 30 The wind turbine described is designed with this uniform rotor blade position for wind speeds 6-9 on the Beaufort scale, in order to utilize a one-third reduction in lift force d for operation of the wind turbine during storms. Compared to the ones in Fig. 31 The depicted wing positions of the rotor blades 1 result in the variable wing profile 201, as a symmetrical wing profile 200, generating a lower lift force d and a consequently reduced tangential driving force f. The rotary vane turbine 12, which can be configured as a wind or water turbine, therefore has a lower tilting moment at its base.

[0092] Fig. 37 shows twelve different rotation positions I-XII of the variable asymmetric airfoil 201 of the rotor blades 1 for the in Fig. 27-30 The rotary vane turbines 12 shown. The variable asymmetric airfoil 201 of the in Fig. 30 The wind turbine shown here is shown in contrast to the one in Fig. 31The described rotary wing kinematics 10 result in an inverse position of the variable asymmetric airfoil 201 of the rotor blades 1. With respect to the direction of the flow F, the suction side (-) of the asymmetric airfoil 201, in the form of a Clark-YM-15 profile, is oriented towards the outside of the orbit U in the upwind rotation and towards the inside of the orbit U in the downwind rotation, so that, with the exception of orbit positions IX and III, the variable airfoil 201 causes a reduced tangential driving force f at orbit positions V-VIII and XI at extreme wind speeds 9-12 on the Beaufort scale, which is opposed at orbit positions III, IV and IX by a tangential drag acting against the direction of rotation T.Since the tangential driving force f predominates, the wind turbine also rotates during hurricanes and even during a hurricane according to the Saffir-Simpson hurricane scale, converting some of the storm's kinetic energy into a rotational motion, which is an advantage compared to the rotary vane turbine 12 being stationary.

[0093] Naturally, various variations and modifications are possible within the scope of the present inventions.

Claims

1. A device (11, 12) which is configured as a rotary-wing vehicle (11), which device (11, 12) has a rotor module (2) with a motor generator (13), with rotor blades (1) and with rotary-wing kinematics (10) for the rotor blades (1) connected to the motor generator, which rotor module (2) is configured to enable same-direction or opposite-direction rotation of the rotor blades (1) on an orbit (U) about an axis of rotation (t), which rotor blades (1) are respectively subdivided into a plurality of longitudinal sections (A1-An) for receiving respectively at least one actuator (20) integrated in a longitudinal carrier (21) or transverse support (22) of the rotor blade (1) and have a variable, asymmetrical wing profile (201) which can be adjusted in one revolution of the rotor blade (1) at a freely orientable diameter of the orbit (U) within an adjustment range (δ) with turning points (P, P') in at least one longitudinal section (A1-An) of the rotor blade (1) with a length (g) in such a way that the suction side (-) and the pressure side (+) of the asymmetrical wing profile (201) changes from the outer to the inner surface of the orbit (U) by means of the rotary-wing kinematics (10) at the turning points (P, P'), or vice versa, and the variable, asymmetrical wing profile (201) of the rotor blade (1) temporarily has, in a transitional position, a symmetrical wing profile (200) with its chord line (p) oriented tangentially to the orbit (U), wherein the device (11, 12) is configured such that the diameter with the turning points (P, P') can be aligned, in the at least one longitudinal section (A1-An) of the rotor blades (1), with the length (g) transverse to the direction of travel (D) so that the suction side (-) of the asymmetrical wing profile (201) in both halves of the orbit (U) is oriented in the direction of travel (D) and a thrust force (e) acting in the direction of travel (D) results from the lift force (d) generated on the asymmetrical wing profile (201).

2. The device (11, 12) according to claim 1, in which the motor generator (13) of the rotor module (2) has a stator and a rotor and is configured as an induction-excited or permanently excited synchronous machine and has one shaft for one rotor blade (1) or two shafts and one transmission for two rotor blades (1) arranged coaxially and concentrically to each other and rotating in opposite directions (T, T') with radii (r2, r3), wherein the motor generator (13) is configured to switch from motor operation to generator operation upon thrust reversal when the suction sides (-) of the asymmetrical wing profile (201) are oriented opposite the direction of travel (D), wherein the rotary wing vehicle (11) is braked with a thrust force (f') during descent or in free fall.

3. The device (11, 12) according to claim 1 or 2, in which, in one revolution of the rotor blade (1), the variable asymmetrical wing profile (201) of the rotor blade (1) temporarily has a symmetrical wing profile (200) with a chord line (p) oriented tangentially to the orbit (U) of the rotor module (2) respectively at the diameter with the turning points (P, P'), in which the rotor blade (1) - either has a front blade segment (B1) configured as a longitudinal support (21) of the rotor blade (1), to which front blade segment (B1) a rear blade segment (B3) is hinged on a rear axis of rotation (v2), wherein the rotor blade (1) has an asymmetrical wing profile (201) by rotating in or rotating out the rear blade segment (B3) respectively in opposite directions of rotation (T, T') by up to 6 degrees on the windward and leeward sides, in which the chord line (p) in both halves of the orbit (U) divided by the diameter with the turning points (P, P') has a positive angle of attack (a) of up to 3.5 degrees relative to a tangent to the orbit (U) - or has a middle blade segment (B2) configured as a longitudinal carrier (21), to which blade segment (B2) a front blade segment (B1) rotatable about a front axis of rotation (v1) is hinged with the leading edge, and to which middle blade segment (B2) a rear blade segment (B3) rotatable about a rear axis of rotation (v2) is hinged with the trailing edge, wherein the rotor blade (1) has an asymmetrical wing profile (201) in the windward and leeward orbits, the chord line (p) of which asymmetrical wing profile (201) is inclined at an angle of attack (α) of up to 2 degrees relative to a tangent to the orbit (U).

4. The device (11, 12) according to any of the preceding claims, in which the rotor blade (1) is configured either straight or in the shape of a bow or arc or loop and is subdivided into a plurality of longitudinal sections (A1-An) in such a way that a straight rotor blade (1) has a straight blade chain (202) and a rotor blade (1) configured in the shape of a bow or arc or loop has a polygonal-link blade chain (202) with respectively differently inclined axes of rotation (v1, v2) in the straight longitudinal sections (A1-An) of the polygon-chain of the blade chain (202), wherein the actuators (20) for the rotatable blade segments (B1, B3) are integrated in the longitudinal supports (21) or in the cross supports (22) of the rotor blades (1) and an actuator (20) for the longitudinal carrier (21) is preferably configured as a pneumatic muscle (204) or as a switchable electromagnet with an exciter winding (208) and an actuator (20) for a cross carrier (22) configured in the shape of a ring or disk preferably has an electromagnetically actuated control lever (203) acting on the axes of rotation (v1, v2), so that each individual longitudinal section (A1-An) of the blade chain (202) can be controlled individually.

5. The device (11, 12) according to any of the preceding claims, in which the actuators (20) of the rotor blade (1), including the energy storage devices and actuating motors, are completely integrated into internal cavities of the longitudinal carriers (21) of the rotor blades (1), wherein the actuators (20) actuate cylindrical sliders (207) which are guided linearly on their inner surfaces on hollow hinge pins (205) arranged coaxially and concentrically to the axes of rotation (v1, v2) and engage on their outer surfaces in threaded sections of the front and rear blade segments (B1, B3) and wherein the actuators (20) effect the rotating in and rotating out of the movable blade segments (B1, B3) relative to the inherently rigid longitudinal carrier (21) with an electromagnetically or hydraulically or pneumatically or mechanically driven linear translational movement of the slider (207).

6. The device (11, 12) according to claim 5, in which the slider (207) of the rotor blade (1) - can be moved back and forth either by a pneumatic muscle (204) arranged coaxially and concentrically to at least one of the axes of rotation (v1, v2) or by multiple pneumatic muscles (204) arranged parallel to the axes of rotation (v1, v2), - or in which the slider (207) is movable by an actuator (20) configured as a linear motor, wherein the hinge pin (205) in the relevant longitudinal section (A1-An) of the longitudinal carrier (21) carries a plurality of excitation windings (208) arranged radially with respect to the axes of rotation (v1 ,v2), which excitation windings (208) together with permanent magnets (209) of the slider (207) form the three-phase linear motor, which is configured for precise control of the blade segments (B1, B3) and the adjustment range (δ), - or in which the slider (207) is movable by an actuator (20) formed by a switchable electromagnet, wherein the hinge pin (205) has an excitation winding (208) arranged coaxially and concentrically to the axes of rotation (v1 ,v2) for the induction of an iron sleeve of the slider (207), wherein a media channel formed by the hinge pin (205) extends between both ends of the rotor blade (1), and wherein preferably the slider (207) is arranged in cavities of a blade segment (B1) of the rotor blade (1) configured as a longitudinal carrier (21).

7. The device (11, 12) according to any of the preceding claims, which is configured as a rotary-wing vehicle (11) with a longitudinal axis, a transverse axis and a vertical axis (x, y, z), which rotary-wing vehicle (11) is configured as an aircraft or as a watercraft, wherein the at least one rotor module (2) rotates about axes of rotation (t) arranged coaxially and concentrically or about axes of rotation arranged parallel to respectively one of the axes (x,y,z), wherein the rotary wing kinematics (10) of the rotor module (2) is configured in the longitudinal section of the rotor blades (1) with the length (g) and can be controlled by a pilot or with a remote control, which rotary-wing vehicle (11) - in the case of being configured as an aircraft, is configured as a helicopter, as a vertical take-off air cab, as a vehicle suitable for air and road traffic, or as an aircraft with at least one lift-generating surface, and - in the case of being configured as a watercraft, is configured as a tug and towing vessel or as a cargo or passenger ship or as a submarine.

8. The device (11, 12) according to claim 7, which is configured as a helicopter with an axis of rotation (t) arranged concentrically and coaxially to the vertical axis (z), wherein the rotor blades (1) are configured in the shape of a bow and form a polygonal-link blade chain (202), which is subdivided in terms of height (h) into an upper, a middle and a lower longitudinal section (A1-A3), wherein, in the upper and lower longitudinal sections (A1, A3) of the rotor modules, the diameters with the turning points (P, P' (2) are oriented along the direction of travel (D) and the angles of attack (α) of the asymmetrical wing profiles (201) are controlled in such a way that the lift forces (d) in the left and right half of the orbits (U) of the rotor module (2) are of equal magnitude during flight operation of the helicopter, and wherein in the middle longitudinal section (A2) with the length (g), the adjustment range (δ) of the rotary wing kinematics (10) for the diameter with the turning points (P, P') is 360 degrees, so that the suction sides (-) of the asymmetrical wing profiles (201) can be aligned in any direction of travel (D) and the rotor blades (1) generate a thrust (e) directed in the respective direction of travel (D) in the middle longitudinal sections (A2).

9. The device (11, 12) according to claim 7 or 8, which is configured as a vehicle suitable for air and road traffic, wherein respectively two rotor blades (1) rotating in opposite directions of rotation (T, T') form a front and a rear rotor module (2) in such a way that respectively at least four bow-shaped rotor blades (1) of the two rotor modules (2) rotate about an axis of rotation (t) arranged parallel to the transverse axis (y) and form a polygonal-link blade chain (202), which is folded into the front and rear of the vehicle during driving operation of the vehicle suitable for air and road traffic and wherein the vehicle is configured as a passenger car with four wheels and with four telescopic supports (116), which lift the vehicle during the take-off phase of flight operations, so that the unfolded rotor modules (2) can rotate freely and the vehicle takes off, the telescopic supports (116) are retracted and the rotor modules (2) control the flight operation of the vehicle in such a way that for straight flight the adjustment range (δ) in the middle longitudinal section (A2) of the bow-shaped rotor blades (1) is used to generate the lift force (d) and a thrust force (e) acting in the direction of travel (D), and the lateral longitudinal sections (A1, A3) of the bow-shaped rotor blades (1) are provided for controlling and stabilizing the vehicle about the longitudinal, transverse and vertical axes (x, y, z), wherein the vehicle preferably takes off at a rotational speed of 800 rpm.

10. The device (11, 12) according to any of claims 7 to 9, which is configured as an aircraft with at least one lift-generating surface, which lift-generating surface forms a housing (114) for the rotor module (2) and a plurality of rotor modules (2) is integrated into the at least one lift-generating surface of an aircraft, wherein the lift-generating surface forms a flow-guiding structure (S) with a pressure side (+) oriented in the direction of travel (D) as the inlet (IN) for a flow (F) and a suction side (-) oriented towards a trailing edge of the lift-generating surface as the outlet (EX) for the flow (F), and the axes of rotation (t) of the rotor modules (2) within the lift-generating surface are oriented transverse to the direction of travel (D), wherein a rotor module (2) has respectively at least four rotor blades (1) which respectively rotate in pairs with opposite directions of rotation (T, T') and enable a vertical take-off and a straight flight of the aircraft in that, in the longitudinal section (A2) with the length (g), the diameter with the turning points (P, P') can respectively be aligned perpendicular to the desired direction of travel (D) within a circumference of 360 degrees.

11. The device (11, 12) according to any one of claims 7 to 10, - which is configured as a watercraft in which an at least partially flat hull bottom (112) forms a flow-guiding structure (S) for a plurality of rotor modules (2) with axes of rotation (t) oriented perpendicular to the hull bottom (114) and the rotor modules (2) rotate in opposite directions (T, T') and are arranged either in a row coaxial to the longitudinal axis (x) of the watercraft or in pairs parallel to the longitudinal axis (x) of the watercraft, so that the individual rotor blades (1) of the rotor modules (2) are exposed to a free flow, or - which is configured as a watercraft, wherein the rotor module (2) has a flow-guiding structure (113) which is configured as a longitudinal section of a Reuleaux triangle rotatably mounted within a circumference with the radius (r1) on the axis of rotation (t) of the rotor module (1), wherein the fuselage (110) of the high-speed watercraft has, at the bow and stern, respectively one port- and starboard-side frame recess (111) for arranging the rotor modules (2) with the flow-guiding bodies (113).

12. The device (11, 12) according to any of claims 7 to 11, which is configured as a seagoing watercraft, in which the flow-guiding structure (S) has a housing (114) for the rotor module (2) and is formed by a wing stub (118) which is oriented with its pressure side (+) in the direction of travel (D) and has an inlet (IN) and an outlet (EX) for the flow (F), wherein the inlet (IN) is located on the pressure side (+) of the wing stub (118) and has a plurality of comb-shaped flow-guiding structures (113) which are configured to direct a circular flow (F') onto the rotor blades (1) inside the housing (114) counter to the direction of rotation (T) of the rotor module (2) and wherein the outlet (EX) for the flow (F) is located downstream on the suction side (-) of the housing (114).

13. The device (12, 12) according to any one of claims 7 to 12, which is configured as a seagoing watercraft which has a flat hull bottom (112) between lower-reaching buoyancy bodies arranged on the starboard and port sides for receiving hydrogen tanks (119), and the buoyancy bodies together with the flat hull bottom (112) form a drive channel (115) extending from the bow to the stern for arranging a plurality of rotor modules (2), the housings (114) of which respectively have a wing stub (118) and are arranged in the drive channel (115) in the direction of travel (D) in series one behind the other parallel to the longitudinal axis (x) of the watercraft such that the housing (114) has a pressure side (+) oriented in the direction of travel (D) with an upper inlet (IN) for the flow (F) and a suction side (-) with a lower outlet (EX) for the flow (F) so that an annular channel surrounding the motor generator (13) and arranged parallel to the vertical axis of rotation (t) of the rotor module (2) is flowed through vertically and the supporting structure (L) of the watercraft has a watertight shell and a load-bearing skeleton of truss plates arranged in the longitudinal and transverse directions, which are connected to each other to form a spatial truss girder and, at nodal points within the drive channel (115), to the upper ends of the housings (114) for the rotor modules (2), so that the loads on the fuselage (110) are transferred from the shell to the spatial truss girder at the nodal points of the supporting structure (L).

14. The device (11, 12) according to any of claims 7 to 13, which is configured as a watercraft, which watercraft is configured as a submarine, the fuselage of which is connected at the stern to a housing (114) for receiving two rotor modules (2) respectively arranged on the starboard and port side parallel to the transverse axis (y), which housing (14) has a flow-guiding structure (S) with a pressure side (+) oriented in the direction of travel (D) as an inlet (IN) for the flow (F) and a suction side (-) oriented toward the dead water of the submarine as an outlet (EX) for the flow (F), wherein a rotor module (2) has at least four rotor blades, respectively rotating in pairs with opposite directions of rotation (T, T'), which rotor blades form the drive and the control for the underwater and surface travel of the submarine and control the diving or surfacing of the submarine in such a way that the diameter with the turning points (P, P') can respectively be aligned perpendicular to the desired direction of travel (D) within a circumference of 360 degrees.