Combination of compressed fluid ejector and propeller propulsion system

Abstract

To provide a propulsion system having a device for selectively supplying compressed fluid to a turbine connected to a propeller and either of or both a thruster and the turbine.SOLUTION: A propulsion system is constituted of a supply source of compressed fluid, at least one thruster which fluid-communicates with the supply source, at least one turbine fluid-connected to the supply source and connected to a propeller, and a device for selectively supplying the compressed fluid to either of or both at least one thruster and at least one turbine.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] Copyright Notice

[0001] This disclosure is protected by U.S. and international copyright laws. 2019 Jetoptera. All Rights Reserved. A portion of the disclosure of this patent document contains material that is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by any person of the patent document or the patent disclosure, as appearing in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever.

[0002] Priority claim

[0002] This patent application claims priority from U.S. Provisional Patent Application No. 62 / 673,094, filed May 17, 2018, the contents of which are incorporated by reference into this specification as if fully set forth herein. [Background technology]

[0003]

[0003] For VTOL and STOL aircraft, what is needed is a level of performance with better ground coverage, lower VTOL noise, more compact landing space requirements, better reliability, and operating costs. [Brief description of the drawings]

[0004] [Figure 1] 1 illustrates a top view of one embodiment of the present invention. [Diagram 2] FIG. 2 is a rear view of the embodiment of the present invention shown in FIG. [Diagram 3] FIG. 2 is a front view of the embodiment of the present invention shown in FIG. [Figure 4] FIG. 2 shows a rear perspective view of one embodiment of the present invention. [Diagram 5] 1 illustrates a top perspective view of a propulsion system according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0005]

[0009] This patent application is intended to describe one or more embodiments of the present invention. It is understood that the use of absolute terms such as "must" and "will" as well as specific quantities should be interpreted as applicable to one or more of such embodiments, but not necessarily to all of such embodiments. Thus, embodiments of the present invention may include the omission of, or modifications of, one or more features or functions described in the context of such absolute terms.

[0006]

[0010] One or more embodiments provide an architecture that allows for switching from FPS thrusters to turboprops and vice versa, the ability to shut off the turbines and feed gas to hydrodynamic thrusters or vice versa, an operational method for VTOL and STOL procedures for aircraft, fuel savings for VTOL aircraft, simplicity compared to complex slewing turboprops, compactness and integration including weight reduction of such systems compared to tilt rotors, and aircraft dynamics benefits by isolating the VTOL system from level flight by the simple opening and closing of valves. This system may enable unprecedented levels of performance for aircraft with a smaller footprint, lower VTOL noise, more compact landing space requirements, and better reliability and operating costs due to the simpler mechanisms.

[0007]

[0011] One embodiment includes a gas generator fluidly connected to at least one thruster having a variable faceplate that can be fully closed, thereby propelling a flow of gas generated by the gas generator onto a turbine. The gas generator can be connected to a turbine in the center of the aircraft, which accelerates and expands the hot pressurized gas and has a nozzle from the gas generator to the turbine. The exhaust gases are then exhausted from the system through exhaust ports 540.

[0008]

[0012] In one extreme example, the valve completely blocks the passage to the turbine, directing the gas to a hydrodynamic thruster to generate vertical force, for example using a boost ratio of more than 2:1. In this case (VTOL phase), the flow to the turbine may be blocked by a closed valve or plug, so the turbine does not rotate, and therefore the propeller does not rotate as well. As the aircraft ascends using the FPS thruster, the faceplate of said thruster begins to close, and the gas accelerates on the Coanda surface, increasing thrust until the aircraft becomes airborne and is high enough to begin the transition. The transition occurs by slowly opening the valve to the turbine and / or slowly removing the plug / obstruction in the exhaust port 540 from the turbine, unblocking the flow on the turbine by pulling the brake from the turbine, which accelerates and begins to drive the propeller. The turbine and propeller are mechanically connected to each other via a gear mechanism, allowing the right RPM (reduction gear) to drive from the high RPM of the turbine to the low RPM of the large propeller. While the faceplate continues to close, the thrusters continue to generate the same thrust to keep the aircraft in the air, and as the fuel burns the plane becomes lighter and the propellers begin to move the plane forward, it begins to generate lift.

[0009]

[0013] For example, in the 30-60 knot range, the plane generates enough lift to stay airborne, the propellers can be switched to a cruise state by throttling back the gas generators (less gas sent to the turbine), and the fluid thrusters are fully closed by the faceplates being fully closed. Thus, any hot gas passage is forced through the turbine. If necessary, the reverse is used to land vertically. While the thruster faceplate is open, the turbine valves start to close, allowing hot gases to be injected through the slots formed in the thrusters between the faceplate and the Coanda surface. The forward speed of the aircraft slows while the thrusters start to generate enough thrust for a vertical landing, and the propellers / shafts / gears / shafts / turbines are completely shut off upon landing. The fully open thrusters generate enough thrust, via the FPS, for a slow descent and landing.

[0010]

[0014] 1-3 show a vehicle 100 according to an embodiment of the present invention from different perspectives. In FIGS. 1-4, the vehicle 100 has a jet-augmented propulsion system with particular emphasis on VTOL capabilities. More specifically, the vehicle 100 includes a body 101 having a forward portion 102 and a tail portion 103. The body 101 may include a cockpit portion (not shown) configured to enable manned operation of the vehicle 100. As with all flying / sail vessels, the vehicle 100 has a starboard side and a port side. A fluid generator 104 is coupled to the body 101 and generates a fluid flow. In one embodiment, the fluid generator 104 is disposed within the body 101. At least one forward duct (111 in FIG. 3) and at least one tail duct 112 are fluidly coupled to the generator 104.

[0011]

[0015] The first and second fore-ejectors 105, 106 are fluidly coupled to at least one forward duct 111 and coupled to the forward section 102, respectively on the starboard and port sides. Each of the fore-ejectors 105, 106 includes an outlet structure 107, 108 through which fluid from the at least one forward duct 111 flows at a predetermined adjustable velocity. Additionally, the entirety of each of the fore-ejectors 105, 106 is rotatable about an axis oriented parallel to the leading edge of the fore-ejector (i.e., a transverse axis), for example, to provide thrust orientation with both forward and upward components, allowing the vehicle 100 to take off and continue climbing at a steeper angle of attack, thereby reducing the required runway length. At the end of the climb or during the climb, the fore ejectors 105, 106 can be realigned to the main flight direction or closed completely by turning off the bleed valves of the engine / gas generators 104 and adapting the speed and operation of the gas generators accordingly to drive the rear propulsion system (e.g., tail ejectors 109, 110). After landing, the fore ejectors 105, 106 can be rotated 180 degrees to provide reverse thrust against the direction of landing and shorten the length of the landing. In one embodiment, the entirety of each of the fore ejectors 105, 106 is rotatable about an axis oriented perpendicular to the leading edge of the fore ejector.

[0012]

[0016] The first and second tail ejectors 109, 110 are fluidly coupled to at least one tail duct 112 and coupled to the tail section 103. The tail ejectors 109, 110 include outlet structures 113, 114 through which fluid from the at least one tail duct 112 flows at a predetermined adjustable velocity. Additionally, each of the tail ejectors 109, 110 is entirely rotatable about an axis oriented parallel to the leading edge of the tail ejector (i.e., a transverse axis). In one embodiment, each of the tail ejectors 109, 110 is entirely rotatable about an axis oriented perpendicular to the leading edge of the tail ejector.

[0013]

[0017] In one embodiment, the fluid generator 104 includes a first region where the fluid flow is cool and a second region where the fluid flow is hot. At least one forward duct 111 provides fluid from the first region to the fore ejectors 105, 106 and at least one aft duct 112 provides fluid from the second region to the tail ejectors 109, 110.

[0014]

[0018] A primary airfoil element 115 is coupled to the tail section 103. The element 115 is disposed immediately downstream of the fore-ejectors 105, 106 such that fluid from the fore-ejectors flows over at least one aerodynamic surface of the primary airfoil element. In one embodiment, the primary airfoil element 115 is a closed airfoil having a leading edge 121 and a trailing edge 122, the leading and trailing edges of the closed airfoil defining an interior region 123. The tail ejectors 109, 110 are disposed at least partially within the interior region 123 (i.e., between the leading edge 121 and the trailing edge 122) and are controllably movable (e.g., forward, backward, etc.) within the interior region relative to the airfoil element 115. In this manner, a shroud is formed by the primary airfoil element 115 around the tail ejectors 109, 110, thereby forming a macro-ejector.

[0015]

[0019] The vehicle 100 is coupled to the forward section 102 and further includes first and second canards 117, 118 coupled to the starboard and port sides, respectively. The canards 117, 118 are configured to develop a boundary layer of ambient air flowing over the canards when the vehicle 100 is in motion. The canards 117, 118 are positioned immediately upstream of the forejectors 105, 106, respectively, such that the forejectors are fluidically coupled to the boundary layer. The forejectors 105, 106 include inlet portions (i.e., leading edges) 119, 120, respectively, that are positioned such that the boundary layer is entrained by the inlet portions.

[0016]

[0020] 4 shows the vehicle 100 in a rear perspective view. The vehicle 100 includes a turbopropeller propulsion system with particular emphasis on short take-off and landing (STOL) capability. The vehicle 100 includes a propeller 510 driven by a turbine 511 powered by a fluid generator 104. An embodiment may include a support assembly 520, such as a leg or other suitable device, that provides support to the vehicle 500 such that there is sufficient space and / or offset between the propeller 510 and the landing / take-off surface when the vehicle 500 is stationary. The support assembly 520 preferably extends from the tail portion 103 and is substantially parallel to the body 101.

[0017]

[0021] One or more embodiments primarily use a fluid propulsion ejector / thruster system (FPS) for VTOL or STOL operations. Exemplary FPS systems are described, for example, in U.S. Patent Application Nos. 15 / 456,450, 15 / 221,389, and 15 / 256,178, which are incorporated by reference herein as if set forth in their entirety. As best shown in FIG. 5, hot gases from the gas generator 104 can be redirected from the FPS thrusters 109, 110 to flow over a free turbine 511 mechanically connected to a gear 512 and a propeller 510. Such a system receives compressed fluid from the generator 104 via a conduit 112 and includes one or more plugs 513 or other blocking elements that block flow from the generator 104 to the turbine / propeller 511, 510 during takeoff so that the aircraft 100 gains altitude during liftoff using only the FPS thrusters 109, 110, which may be oriented vertically to the ground and rotatable between vertical and horizontal positions to enable vertical flight. During a transitional period after the vehicle takes off, generator gases can flow into both the FPS thrusters 109, 110 and the turbine 511, the latter being accelerated as a result. The faceplates 530 of the FPS system thrusters 109, 110 (or other occlusion devices / systems serving a similar purpose) can slowly begin to close, and at a given altitude, the aircraft 100 will direct all generator gas flow to the turbine 511, driving the propeller 510 and propelling the aircraft forward at increasing speed. By the time the FPS thrusters 109, 110 are completely closed, e.g., via faceplate 530 closing all passages feeding the Coanda surfaces of the thrusters, the entire mass flow from the gas generators 104 is directed onto the turbine 511 driving the propeller 510. Without the thrusters 109, 110, the aircraft 100 has a speed (e.g., 40-50 knots) that will support lift itself without the use of the FPS thrusters, and the propeller 510 can be put into cruise mode, with the whole system acting as a turboprop and the throttle dialed back for economical operation. Fuel consumption is half that of the FPS in level flight.

[0018]

[0022] Although the foregoing text describes many different embodiments in detail, it should be understood that the scope of protection is defined by the words of the following claims. The detailed description should be construed as illustrative only and does not describe all possible embodiments, since describing all possible embodiments would be impractical, if not impossible. Using either current technology or technology developed after the filing date of this patent, numerous alternative embodiments can be implemented and still fall within the scope of the claims.

[0019]

[0023] Thus, many modifications and variations can be made in the techniques and structures described and illustrated herein without departing from the spirit and scope of the claims, and it is to be understood that the methods and apparatus described herein are illustrative only and are not limiting on the scope of the claims.

Claims

1. a source of compressed fluid; at least one thruster in fluid communication with the source and configured to be pivotable between a vertical position and a horizontal position; at least one turbine in flow communication with the source and coupled to a propeller; and apparatus for selectively supplying the compressed fluid to one or both of the at least one thruster and the at least one turbine.

2. 10. The propulsion system of claim 1, wherein the apparatus comprises at least one exhaust port and at least one plug device controllably operable to open and close the at least one exhaust port.

3. 2. The propulsion system of claim 1, wherein the apparatus comprises at least one occlusion device coupled to the at least one thruster controllably operable to enable and disable fluid flow from the source to the at least one thruster.

4. a source of compressed fluid; at least one thruster in fluid communication with the source and configured to be pivotable between a vertical position and a horizontal position; at least one turbine in flow communication with the source and coupled to a propeller; and a device for selectively supplying the compressed fluid to one or both of the at least one thruster and the at least one turbine.

5. 5. The aircraft of claim 4, wherein the apparatus comprises at least one exhaust port and at least one plug device controllably operable to open and close the at least one exhaust port.

6. 5. The aircraft of claim 4, wherein the apparatus comprises at least one occlusion device coupled to the at least one thruster controllably operable to enable and disable a flow of fluid from the source to the at least one thruster.

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