AT505060B1 - TURBO ENGINE PROPELLER - Google Patents

Description

2 AT 505 060 B1

The invention relates to a turbopropeller with at least one rotatably mounted on a shaft compressor for compressing via air intakes sucked air, at least one combustion chamber for igniting and burning mixed with a fuel supplied via injectors compressed compressed air, with at least one exhaust for expelling the during combustion formed gases, and with a propeller having a plurality of arranged on a rotatable shaft propeller blades, wherein the shaft of the propeller is connected via a gear to the shaft of the at least one compressor and at least one propeller blade for guiding the gases is hollow with arranged thereon exhaust, which is formed by an outlet nozzle, so that the rotational movement of the propeller is caused directly by the combustion and the ejection of the air fuel mixture through the outlet nozzles on each hollow-shaped propeller blade.

The subject engine is particularly applicable for surface, rotor or so-called VTOL (Vertical Take-off and Landingj aircraft but also for other vehicles, which are to be put into motion with a propeller.

Although the turboprop engine according to the present description is described primarily as a propulsion for aircraft, an application for watercraft is conceivable. In this case, the turbopropeller engine can be arranged both above water and below water.

The drive of a propeller, especially for aircraft of smaller design, was formerly with piston engines. The linear movement of the piston was converted to a rotary motion of the propeller. In the turboprop engine, the propeller is driven by a turbine, unlike a piston engine. This type of drive is also known as turboprop. Turbopropeller engines consist of a gas turbine that drives a propeller via a gearbox as a shaft engine. The thrust is generated almost exclusively by the propeller, to which the generated energy of the turbine is transmitted. To generate the thrust, the propeller draws in and accelerates very large amounts of air. The gas turbine sucks in air which is compressed in an axial or radial one or more stage compressor. Subsequently, the compressed air enters the combustion chamber, where it is mixed with the fuel and burned and thereby greatly expands. The high-energy gas mixture flows through the mostly axially constructed and single or multi-stage turbine and is thereby relaxed. The energy transferred to the turbine drives the compressor via a shaft and the propeller via a gearbox. The exhaust gases are expelled via a corresponding exhaust.

Compared to drives with piston engines, propeller turbines have the advantage of lower weight with the same power, a smaller frontal area and a higher maximum output per engine.

A disadvantage of turbo-propeller engines are the high speeds and extreme temperatures, so that measures are required for cooling the hot parts of the engine, the so-called "hot section", which increase the complexity of the engine and also its weight. Another disadvantage is that the rotating turbine of the engine must be made very accurate and made of expensive materials, since thermal expansion is permitted only in very small areas. Since the entire drive power must be transmitted via the shaft of the engine and thus on the possible gearbox for reducing the speed of the propeller, the shaft and the gearbox are to be dimensioned correspondingly large. This again leads to a higher weight and also to higher costs for the engine.

Turbopropellers are described, for example, in US 4,815,273 A and US 4,817,382 A and US 6,928,822 B2. 3 AT 505 060 B1

To avoid the disadvantages of turbo-propeller engines, various designs have been developed which, however, have not been proven in practice.

For example, US 3 930 625 A describes a drive for a helicopter, wherein by means of steam, which is blasted through the rotor blades to the outside, this is set in motion. The steam is generated by heating water in a boiler and then passed appropriately into the hollow rotor blades. By means of throttle elements, the inlet of the steam can be regulated in the rotor blades. The condensation water produced in the rotor is returned to the water tank. The construction is particularly complex and not applicable for the propulsion of aircraft.

From WO 84/03480 A1, a drive of a helicopter is also known in which the exhaust air of a turbine is passed through the rotor blades to the outside. The combustion of the fuel / air mixture takes place in a conventional manner in a corresponding combustion chamber. The whole rotating unit is heated up because of the hot gases. This construction is relatively complex and not suitable for driving an aircraft.

Turbopropeller engines, in which at least one combustion chamber is arranged in at least one hollow-shaped propeller blade, are already known from some documents. However, such drives could not enforce, since probably no acceptable efficiencies could be achieved.

For example, GB 227 151 A describes a propeller engine in which the hollow propeller blades serve as a combustion chamber. However, the gear ratio of the gearbox obtained as well as the geometry of the combustion chamber and outlets does not allow an acceptable efficiency, since no reasonable outflow speed can be achieved.

US 2 490 623 A1 shows another construction of a propeller engine, however, in which also no compression can be achieved, which would be sufficient to bring about a useful combustion and operate the engine with an acceptable efficiency can.

US 2 508 673 A1 shows another construction of a propeller engine with hollow propeller blades which serve as combustion chambers, which would also not be able to achieve the desired degrees of compaction and thus an acceptable efficiency. In addition, the hollow propeller blades would not be able to withstand the temperature of the flames without a special firing and shielding chamber.

The engine according to US 2 612 021 A shows a rotary valve compressor, which would not be able to run due to the high speeds required in practice.

Finally, GB 614 676 A shows a propeller engine with relatively long and thin pipes, over which the necessary air flow would not be accomplished.

A turbopropeller of the subject type is also described in US 2 397 357 A, but the hollow-shaped propeller blade itself serves as a combustion chamber and thus the propeller blade is exposed to unacceptably high thermal loads. In addition, the gas flow in the propeller blade in the constructions according to this document is not homogeneous, so that turbulence results and finally no high efficiency can be achieved.

DE 12 14 543 B1 describes a turbopropeller with hollow hollow propeller blades, which are designed as afterburner. In this case, only the outer part of the hollow-shaped propeller blades is formed as a combustion chamber, whereby the combustion is not completed until the outlet, and thus a poor efficiency is achieved. Common to all prior art documents is that the design of the exhausts for expelling the gases formed during combustion in the propeller blades does not allow for reasonable thermodynamic energy conversion and effluent velocity. 5

The aim of the present invention is therefore to provide an above-mentioned turbopropeller engine, which is as simple as possible and has a high efficiency. Disadvantages of known turbopropellers should be avoided or at least reduced. 10

The object of the invention is achieved by an above-mentioned turbopropeller engine, wherein the combustion chamber is arranged with holes or the like. For supplying the compressed air in the hollow-shaped propeller blade, and that elements are provided for guiding the gases. The engine according to the invention is characterized in that the Brennkam-15 mers are laid in the propeller blades. In principle, only one propeller blade of the propeller needs to be made hollow and serve as a combustion chamber. Due to the asymmetry, a corresponding counterweight would be placed opposite this single propeller blade. However, embodiments are preferred where at least two opposing propeller blades are hollow and act as combustion chambers of the engine or all Propellerblät-20 ter of the propeller are designed as combustion chambers. Through the bores or the like. In the combustion chamber, the compressed air flows into the combustion chamber and supplies the necessary oxygen to the flame while cooling the combustion chamber. The air entering the combustion chamber holds the flame in the combustion chamber in position and keeps the heat away from the combustion chamber. The combustion chamber is dimensioned to complete combustion in all load conditions before exiting the exhaust nozzle, resulting in high burnout efficiency. Instead of holes and slots or nozzles or the like may be arranged in the combustion chamber. At the blade root of the propeller blades appropriately designed guide blades can also be used for further compression of the air before it is mixed with the fuel. The elements for guiding the gases can, on the one hand, be used for deflecting the gases but also for targeted cooling of the structures. The construction according to the invention is characterized in that at least one part, the so-called "hot section" of the engine, preferably the entire "hot section" of the engine, is displaced into the propeller blades of the propeller. After the propeller is constantly flowed around during operation with air, so auto-35 matisch a cooling of the hot parts of the engine is achieved without the need for additional measures are necessary. This can save costs and weight. In the construction according to the invention, the pre-compressed air in the compressor is passed into the hollow propeller blades and further compressed by the centrifugal forces before the fuel is added via the injectors and finally ignited and burned. 40 The energy conversion that takes place during combustion accelerates the gases until they are expelled from the air outlets, which causes a torque to act on the propeller. The propulsion is mainly caused by the geometry and the angle of attack of the propeller blades. The rotation of the propeller is here opposite to the power flow in conventional turbo-propeller engines from the propeller to the compressor, so that this part of the energy 45 can be supplied to compress additional intake air. Furthermore, it is essential for the present invention that each exhaust on the propeller blade is formed by an outlet nozzle. By means of such an outlet nozzle, the gas flow is greatly accelerated and the thermodynamic pressure is reduced during the outflow, whereby the overall efficiency is greatly improved. 50

Advantageously, the outlet nozzles are designed as so-called Laval nozzles whose cross-section narrows and expands again until gas escapes, whereby the inner thermodynamic energy is converted with a flowing, heated gas so that this gas can be greatly accelerated for the purpose of recoil, without causing 55 heavy losses. Apart from such Laval nozzles, other nozzles of the same type and characteristics are also usable.

The present design is particularly inexpensive to build and versatile applicable to various types of vehicles. Also on the fuel no special requirements are made, so that cheaper fuel can be used and still increased flight safety is offered. The fact that the bearings of the shafts and rotating parts outside of the hot parts of the engine, the so-called "hot section" takes place, the lubrication of these bearings is less critical and a thermal bearing load less.

By eliminating the conventional rotating parts of the turbine, the engine of the present invention can be made more cheaply and easily. The usually very precise and thus expensive manufactured drive wheels of the turbine are not essential, so the cost can be further reduced. The subject engine is also characterized by the fact that fewer moving parts are provided and fewer tolerance problems occur. The operation of such an engine can be done via a one- or three-lever control, so that a change the pilot and users no problems.

Due to the constant cooling of the combustion chambers, it is also possible to operate the engine with higher power in the short term, since the thermal loads that occur do not immediately lead to operation at or above the load limit. This can be of considerable importance in emergency situations.

The fact that the combustion chambers are in the field of view of the pilot, a control of the start and run on the outlet of the exhaust gases can be done at the end of the propeller blades. So-called hotstarts would be recognized immediately by the visible emission of flames at the air outlets. In addition, such Hotstarts the representational engine are almost impossible, since by several revolutions of the propeller only with air flow without fuel, the engine is already completely vented. Unburned fuel would escape by gravity and centrifugal force as the propeller blade is moved accordingly.

Because the propeller designed as a combustion chamber is heated during operation, no measures to prevent icing of the propeller are also to be set. This in turn brings cost savings and weight savings and increased safety with it. But other components of the engine-powered vehicle, such as those shown in FIG. the hull and the windscreen as well as the inside wing parts are partially protected from icing by the hot exhaust gases.

The fact that advantageously the entire "hot section" of the engine is arranged on the outside, the replacement or maintenance of these parts is facilitated. In contrast, traditional engines had to take time-consuming and costly steps to upgrade the engine's "hot section."

The internal parts of the subject engine are not heated compared to conventional designs, so that the risk of fire of the engine can be reduced. As a result, conventional measures which indicate and / or prevent a risk of fire in conventional engines can be dispensed with.

Each hollow-shaped propeller blade is preferably formed of metal, for example steel or a corresponding steel alloy. But also plastic composite materials with appropriate properties are theoretically applicable.

Another advantage is when the outlet nozzles are movable. Thus, the outflow direction of 6 AT 505 060 B1 adapted to the respective operating conditions and thus achieve optimum efficiency.

In this case, the movable outlet nozzles are provided with an adjusting device, such as e.g. Servo motors or piezoelectric actuators, and a control device connected.

Further advantages are achieved in that the cross section of the outlet nozzles is adjustable. As a result, the throughput of gases can be set and optimally adapted to the respective operating conditions. Furthermore, the geometry of the outlet nozzles can be adjustable.

The propeller blade of the turbopropeller engine can be designed in several parts in the longitudinal direction, wherein the outer segment of the propeller blade is designed to be rotatable about the longitudinal axis. As a result, the angle of attack of the outer part of the propeller blade can be adjusted even better. For adjusting the outer part of the propeller blade corresponding servomotors, which are connected to a control device, may be provided.

To take advantage of the full length of the propeller blade as a combustion chamber, it would be advantageous if the outlet nozzle of each hollow-shaped propeller blade is arranged at the free end of the propeller blade. However, since the highest peripheral speeds occur at the free end, it is advantageous if the outlet nozzles are arranged not at the free end, but in the region of the outer half of the length of the propeller blade.

According to a further feature of the invention, the combustion chamber is formed in each hollow-shaped propeller blade as a reverse combustion chamber. As a result, the active burning length becomes larger, and the outflow does not take place at the free end of the propeller blade.

In order to achieve a high stability of the propeller blades with simultaneously low material thicknesses and thus lower weight, supporting elements for reinforcement can be arranged in the hollow propeller blades. With an appropriate arrangement of the support elements, these can be used simultaneously for flow guidance and stabilization.

Advantageously, the propeller shaft is connected via a gear with a ratio of at least 1:10 with the shaft of the at least one compressor of the engine. Only by such ratios, the necessary speeds and thus compression values for an acceptable efficiency can be achieved.

In this case, the transmission can be formed for example by a multi-stage gear transmission, planetary gear or a cycloidal gear. The transmission can also be formed by a plurality of parallel connected multi-stage smaller individual gear, which compensate by opposing arrangement or in the triangle, the bending loads of the shaft. Further embodiments of the transmission can be formed by an electrical intermediate stage with different high-speed generators and motors or by a hydraulic flow gear.

The injection nozzles for introducing the fuel into the combustion chamber are advantageously arranged in the combustion chamber of the hollow propeller blades. The injection nozzles can be realized by atomizers, hook pipes, etc.

Alternatively, combustion chambers can also be arranged outside the hollow propeller blades and the injection nozzles can be arranged in these. In such an embodiment, the combustion chambers arranged in the propeller blades would be used for afterburning. The disadvantage here is that at least a part of the "hot section" of the engine is in turn arranged on the inside.

The fuel can be transported to the injection nozzles via supply lines, which are guided, for example, by a hollow shaft. It is also possible that a pump for conveying the fuel is arranged on the shaft.

The hollow propeller blades are arranged rotatable in a conventional manner for adjusting the angle of attack about its longitudinal axis.

In this case, this rotatable arrangement via a mechanical or electrical speed controller or "governor", as usual in the prior art, take place.

According to a further feature of the invention, the compressor is formed by axial or radial compressor with a compression of at least 1: 3. In addition, axial or radial superchargers can be arranged.

An improvement of the flow conditions and a reduction in noise can be achieved by arranging a cylindrical casing around the propeller. Thus, the propeller is surrounded by a flow-conducting cylinder, whereby the noise is reduced and the flow guidance is improved. The casing is attached to the engine with flow around webs. For the highest possible noise reduction, the gases should be compressed as highly as possible with optimized efficiency, and the highest possible air throughput at a low outflow velocity should be achieved.

In addition, guide vanes for stabilizing and orienting the flow can be arranged on the casing in front of and / or behind the propeller.

According to a further feature of the invention, a second propeller may be provided with a plurality of propeller blades arranged on a rotatable shaft, a combustion chamber being arranged in at least one hollow propeller blade of the second propeller, the exhaust being formed by at least one outlet nozzle on the hollow propeller blade and the direction of rotation of the second propeller is opposite to the direction of rotation of the first propeller, wherein the shaft of the second propeller is connected via a gear to the shaft of the first propeller. By means of two opposing propellers connected via a gear, the degree of reaction of the propeller stage and thus the efficiency of the conversion of the mechanical power to the air flow can be increased. The two propellers can have a common axis of rotation or different rotational axes arranged at a certain angle to one another.

Each propeller can also have intermediate blades between the hollow and functioning as combustion propeller blades, which contribute to an improvement of the propulsion.

In order to protect the engine from contamination, appropriate filters, grids or the like may be arranged in front of the air inlets.

The present invention will be explained in more detail with reference to the accompanying figures, which show embodiments of the invention. Show:

Figure 1 is a schematic, partially sectioned side view of a conventional turbo propeller engine.

FIG. 2 shows a view of the engine according to FIG. 1 from the front; FIG.

3 shows a schematic, partially sectioned side view of an embodiment of a turbo-propeller engine according to the invention;

FIG. 4 shows a view of the engine according to FIG. 3 from the front; FIG.

5 shows a section through the propeller according to FIG. 4 along the section line V-V in a modified form;

Fig. 6 is a schematic, partially sectioned side view of part of another 8 AT 505 060 B1

Embodiment of an engine according to the invention;

Figure 7 is a schematic, partially sectioned side view of part of another embodiment of an engine according to the invention.

8 shows a section through part of a hollow propeller blade with combustion chamber arranged therein;

9 shows a section through a propeller blade in the region of the outlet nozzle with the possibility of adjusting the nozzle geometry; and

10 is a schematic sectional view through another embodiment of the turbopropeller engine with a jacket.

Fig. 1 shows a schematic, partially sectioned schematic diagram of a conventional tur bopropellentriebwerks 1. By default, the engine 1 consists of a compressor 2 or compressor and a propeller 4, which is driven by drive wheels 8 of a turbine. Fresh air enters the compressor via air inlets. Impurities in the intake air can be prevented from penetrating into the engine 1 by means of filters or screens (not shown). In addition, means for preventing the icing of the engine 1 may be arranged (not shown). In the compressor 2, which may be constructed axially, radially or multi-stage, the sucked air is compressed or compressed. The compressor 2 is also referred to as a so-called "cold section". Thereafter, the compressed air passes through at least one combustion chamber 5. Fuel is supplied via injection nozzles 6 and mixed in the combustion chamber (s) 5 with the air flow. After ignition takes place in the combustion chambers 5 or the combustion of the fuel / air mixture and thereby an expansion, heating and acceleration of the gases. To achieve high efficiency, it is important that the combustion in the combustion chamber (s) 5 is completed. The gases are then supplied to the drive wheels 8 in which the energy from the gas stream is converted into rotational energy. As a result, the shaft 9 connected to the driving wheels 8 is set in rotation. A set of driving wheels 8 may consist of one or more discs and be designed radially or axially. About appropriately arranged exhausts 10, the exhaust gases are ejected. Since there are higher temperatures in the combustion chamber (s) 5 and the drive wheels 8 and in the exhaust 10, these components are also called "hot sections".

A portion of the rotational energy obtained in the drive wheels 8 is conducted via the shaft 11 into the compressor 2, which compresses the air flowing in via the air inlet 7. The rest of the rotational energy of the drive wheels 8 drives the propeller 4.

The relatively high speed n2 of the shaft 9, 11 is converted by a gear 12 to a lower speed ni, so that the output shaft 13, the propeller 4 with a correspondingly lower speed ^ drives. The propeller 4 may consist of two or more propeller blades 14 and is usually designed as a so-called "constant speed" propeller and has a mechanical speed controller 15. By the rotation of the propeller blades 14 which accelerate the air in the desired direction by the angle of attack and In order to bring about the necessary propulsion, equipped with the engine 1 aircraft or the like. Is driven. The propulsion is regulated by adjusting the angle of attack of the propeller blades 14. For this purpose, the propeller blades 14 are rotatably mounted in the speed controller 15 and "Governor". Depending on the required forward or reverse drive (braking or reverse operation), the angle of attack of the propeller blades 14 is changed via the speed controller 15.

In order to keep the efficiency as high as possible, in this type of engine 1, the residual energy of the exhaust gas jet, which is discharged from the exhaust or (s) 10, kept as low as possible. To take advantage of this residual thrust, the exhaust gas flow is directed in the opposite direction to the desired direction of travel. However, this contribution contributes only minimally to the drive.

In the illustrated unit 16 are the remaining, necessary for the operation of the engine 1 9 AT 505 060 B1 components, such as starter, generator for the power supply, etc. (not shown).

As can be seen from FIG. 2, the illustrated propeller 4 comprises two propeller blades 14. In principle, any number of propeller blades 14 can be arranged. In practice, 2, 3 and 4 propeller blades are the most common.

In conventional turbo-propeller engines, the "hot section" and the "cold section" can be reversed as desired, with which then the engine airflow is opposed by the engine 1 runs. Designs that always follow the same basic principles with multiple independent but fluid-coupled engine shafts are also known.

In pure jet engines without shaft output of the residual thrust described above forms the main component of the propulsion and is therefore structurally as high as possible to keep.

FIGS. 3 and 4 show a first embodiment of a turbo-propeller thruster 1 according to the invention in a schematic, partially sectioned side view and in a front view. In this case, at least part of the propeller blades 14 of the propeller 4 is hollow and at least a part of the combustion chamber (s) 5 is arranged therein. The combustion chamber 5 is formed by a structure which shields the high temperatures of combustion from the propeller blade 14. For the supply of compressed air corresponding bores 27 or the like. In the combustion chamber 5 are arranged. The combustion chamber 5 in the hollow-shaped propeller blade is explained in more detail with reference to FIG. 8. About corresponding air inlets 7 fresh air is sucked again. As compressor 2 are all classic versions in question, which are functionally available. The compressor 2 can be designed axially, diagonally or radially and in one or more stages. Also, as known from the prior art, various hybrid forms possible and applicable here. After the air was compressed in the compressor 2, the fresh gas stream flows through the supply passage 17 further into the hollow propeller blades 14 and the combustion chamber arranged therein 5. The deflection of the gases can be performed with simple vanes or structurally same as a centrifugal compressor to a bring about further compression (not shown). The fuel is injected into the combustion chamber 5 via the injection nozzles 6 connected to the tank (not shown) via a fuel line 3. The ignition is arranged at a suitable location and preferably also integrated in the propeller blades 14. The combustion chamber 5 is arranged in the hollow propeller blade 14 and has a decisive for the burning gas flow cross-section.

The combustion can be done in the propeller blades 14 linear outward without strong turbulence and deflections as Umlenkbrennkammern and space-folded combustion chambers. Due to the usual large dimensions of a propeller blade 14, the combustion has sufficient time to achieve a good burnout efficiency. In the region of the outer half of the length of the propeller blades 14, the radial gas flow is directed in corresponding outlet nozzles 20. It can be provided 19 for deflecting the gas flow air guide elements. By the correspondingly arranged outlet nozzles 20, the exhaust gas flow is forced in the desired tangential direction and there arises on the one hand a component for a strong torque for rotational drive of the propeller 4 and engine 1 and secondly, a definable component for propulsion. The remaining propulsion of the engine 1 takes place by the rotating about the output shaft 13 propeller blades 14 of the propeller 4, which are stored in the appropriate angle in the speed controller 15.

The other, necessary for the operation of the engine 1 components are in turn summarized in the unit 16. These include components that ensure the starting, operation and monitoring of the engine 1. Also the generator for a further power supply and a fresh gas useful air outlet ("bleedair") from the compressed and already pre-heated air flow are possible.

In the engine 1 according to the invention, the conversion of the hot gases into rotational energy takes place in a very simple and effective manner. In contrast to conventional engines with extreme accuracy of fit and the obvious expansion problems in the "hot section", there are no major tolerance problems. In this regard, in the "Hot Section" of conventional turboprop engines 1 by the expansion of the drive wheels often cause damage to the drive wheels (usually due to material fatigue, overheating, overload, etc.).

The rotating propeller 4 drives via the output shaft 13 and a gear 12 with a correspondingly higher speed back to the compressor 2, which compresses the inflowing air. In contrast to conventional engines 1, the transmission 12 can be performed much weaker in the engine 1 according to the invention, since only the necessary energy for the compressor 2 must be transmitted and not the entire drive energy. This also reduces the overall weight of the engine 1, which in turn leads to fuel savings.

Due to the high flow around the combustion chambers 5 located in the propeller blade 14 with cold air is also a good cooling of the supporting and flow-guiding structures to the internal combustion processes in the propeller blades 14. In thermal problems inside the propeller blade 14 by guide and cooling plates (or even Cooling inlets) cooling air inside the combustion chambers 5 are mixed. On the other hand, measures to prevent icing of the propeller 4 are not absolutely necessary in the engine according to the invention since the propeller blades 14 are always "warmed".

Of course, in the construction of the engine 1 according to the invention, the line feed to the rotating combustion chambers 5 must be carried out accordingly. For the ignition, flame introduction into the feed duct 17 can take place in such a way that these flames ignite into the combustion chambers 5 in the propeller blades 14 and a stable combustion persists there. Also, a conventional ignition directly in the combustion chambers 5 of the rotating propeller blades 14 is possible via inductive paths or slip rings. The same applies to the entire sensor system for optical, thermal and mechanical data acquisition of the operating states.

As can be seen from FIG. 4, the propeller 4 of this exemplary embodiment has two propeller blades 14. However, it is also possible to provide a plurality of propeller blades 14. The drive of the engine 1 is achieved by the rotating and propulsion component of the exit of the gases via the outlet nozzles 20 and by the angle of attack of the propeller blades 14, through which the air is accelerated in the desired direction. Depending on the required Voroder return (braking or reverse operation), the angle of attack of the propeller blades 14 is changed by the speed controller 15.

Fig. 5 shows a sectional view through a propeller blade 14 along the section line V-V of Fig. 4. In the propeller blade 14, the combustion chamber 5 is arranged. If necessary, corresponding support members 18 may be provided to achieve the required strength, torsional rigidity and vibration damping.

6 shows a schematic, partially sectioned side view of part of a further embodiment of an engine 1 according to the invention. A feed pump 23 is used as an auxiliary pump for the fuel in the form of a radial compressor arranged on the shaft 11. By means of the feed pump 23, the fuel supplied via a feed line 24 from a tank (not shown) is pumped via the fuel line 3 with high injection pressure to the injection nozzles 6. In this embodiment of the engine 1, the air inlet 7 is located at the front. The fresh air is sucked in via a correspondingly designed suction element 21, the so-called "spinner" with a not undesirable "Ram Air" effect 1 1 AT 505 060 B1 and a radial compressor 22 with upstream, one or more stages, axial or radial Vorverdichter 26 guided in the plane of rotation of the propeller 4 and then passed into the combustion chambers 5 in the propeller blades 14.

7 shows a schematic, partially sectioned side view of a part of a further embodiment of an engine 1 according to the invention. In this embodiment of the engine 1, the radial compressor 22 is located within the plane of rotation of the propeller 4. This sucks in the air via the air inlets 7 and guides them the radial compressor 22 at best with a pre-compression (not shown). It is also conceivable that the air is sucked both from the front (as in Fig. 6) and from behind (as in Fig. 7). This is not shown separately, but can be realized by double-flow compressors. The outflow from the radial compressor 22 takes place in any case in all variants straight into the propeller blades 14. The centrifugal forces there is a further compression before the fresh gas is mixed with the fuel in the lower part of the combustion chambers 5 in the propeller blades 14, ignited and burned. The supply of the fuel to the injection nozzles 6 can take place via a hollow shaft or via a delivery pump 23 mounted on the shaft 11. The combustion energy conversion accelerates the gases in this redesigned and structurally very long combustor 5 within the propeller blades 14, giving the gases a relatively long time for substantially complete combustion. The hot gases flow through the propeller blades 14 to the outlet nozzles 20. By the tangential deflection of the gases in front of the outlet nozzles 20, which is supported by corresponding guide elements 19, the exiting gas flow on the one hand causes a strong moment, which contributes to the rotation of the propeller 4. In addition, the exiting gas flow already leads to a propulsion component.

8 shows the sectional view through part of a propeller blade 14 with combustion chamber 5 arranged therein. The combustion chamber 5 shields the high combustion temperatures from the propeller blade 14. The fuel is supplied via fuel lines 3 to the injection nozzles 6, which may be formed, for example, as Hakenröhrchen, and ignited with an initial ignition (not shown). In the space formed between the combustion chamber 5 and the propeller blade 14, the compressed air flows through corresponding bores 27 or the like into the combustion chamber 5 and supplies the necessary oxygen to the flame and at the same time cools the combustion chamber 5. The air flowing into the combustion chamber 5 holds the air Flame in the combustion chamber 5 in position and keeps the heat away from the combustion chamber 5. The combustion chamber 5 is dimensioned so that the combustion is completed in all load conditions before exiting the outlet nozzle 20, resulting in a high burnout efficiency. Instead of holes 27 and slots or nozzles or the like may be arranged in the combustion chambers 5.

9 shows a sectional view through part of a propeller blade 14 in the region of the outlet nozzle 20, whose cross-section is adjustable. For this purpose, a constriction pin 25 is arranged in the region of the constriction of the outlet nozzle 20 designed as a Laval nozzle, which is arranged adjustable in the direction of the opening of the outlet nozzle 20, so that the annular space between Verendungszapfen 25 and the inner wall of the outlet nozzle 20 can be adjusted. Furthermore, the outlet nozzle 20 may be designed in the form of segments 28, wherein these segments 28 are adjustable, so that the geometry of the opening of the outlet nozzle 20 is adjustable, which is indicated by the arrows. This adjustment of the segments 28 of the outlet nozzle 20 can also be used to narrow the outlet nozzle 20 only on one side in its geometry, whereby a vectorial so directionally changed outflow is made possible. Finally, the outlet nozzle 20 can also be pivoted by an articulated mounting of the outlet nozzle 20 (not shown), and thus the flow direction can be changed.

FIG. 10 shows schematically a further embodiment of the turbopropeller-type thruster 1 according to the invention, in which a substantially cylindrical shape is formed around the rotating propeller 4

Claims (20)

12 AT 505 060 B1 sheath 29 is arranged. The cylindrical sheath 29 improves the flow conditions and reduces the noise. The jacket 29 is fixed by means of webs 30 on the engine 1. In addition, guide vanes for stabilizing and orienting the flow may be arranged on the casing 29 in front of and / or behind the propeller 4 (not shown). Also, the webs 30 can be designed to stabilize and orient the flow accordingly. 1. Turbopropellerertriebwerk (1) with at least one rotatably mounted on a shaft (11) compressor (2) for compressing via air inlets (7) sucked air, at least one combustion chamber (5) for igniting and burning with a via injection nozzles ( 6) supplied mixed compressed air, with at least one exhaust (10) for expelling the gases formed during combustion, and with a propeller (4) having a plurality on a rotatable shaft (13) arranged propeller blades (14), wherein the shaft ( 13) of the propeller (4) via a gear (12) with the shaft (11) of the at least one compressor (2) is connected, and at least one propeller blade (14) is designed to guide the gases hollow with arranged thereon exhaust (10) formed by an outlet nozzle (20), so that the rotational movement of the propeller (4) directly through the combustion and the ejection of the air / fuel mixture through the outlet nozzles (20) at each hollow hollowed propeller blade (14) is caused, characterized in that the combustion chamber (5) with holes (27) or the like. For supplying the compressed air in the hollow-shaped propeller blade (14) is arranged, and that elements (19) for guiding the Gases are provided. 2. Turbopropellerertriebwerk (1) according to claim 1, characterized in that the outlet nozzles (20) are designed as Laval nozzles. 3. Turbopropellertriebwerk (1) according to claim 1 or 2, characterized in that the outlet nozzles (20) are connected to an adjusting device and a control device. 4. Turbopropellerertriebwerk (1) according to one of claims 1 to 3, characterized in that the cross section of the outlet nozzles (20) is adjustable. 5. Turbopropellerertriebwerk (1) according to one of claims 1 to 4, characterized in that the outlet nozzles (20) in the region of the outer half of the length of the propeller blade (14) is arranged. 6. Turbopropellerertriebwerk (1) according to one of claims 1 to 5, characterized in that the injection nozzles (6) in the combustion chamber (5) are oriented against the gas flow. 7. Turbopropellertriebwerk (1) according to one of claims 1 to 6, characterized in that in the hollow-shaped propeller blade (14) supporting elements (18) are arranged for amplification. 8. Turbopropellertriebwerk (1) according to one of claims 1 to 7, characterized in that the transmission (12) has a ratio of at least 1:10. 9. Turbopropellerertriebwerk (1) according to one of claims 1 to 8, characterized in that the transmission (12) is formed by a multi-stage gear transmission. 10. Turbopropellerertriebwerk (1) according to claim 8, characterized in that the transmission (12) is formed by a multi-stage planetary gears. 1 3 AT 505 060 B1 11. Turbopropellerertriebwerk (1) according to claim 8, characterized in that the transmission (12) is formed by a cycloidal gear. 12. Turbopropellerertriebwerk (1) according to one of claims 1 to 11, characterized in that the injection nozzles (6) in the combustion chamber (5) of the hollow propeller blades (14) are arranged. 13. Turbopropellertriebwerk (1) according to one of claims 1 to 11, characterized in that outside the hollow propeller blades (14) combustion chambers (5) are arranged, and in that the injection nozzles (6) are arranged. 14. Turbopropellertriebwerk (1) according to one of claims 1 to 13, characterized in that on the shaft (11) a pump (23) is arranged to convey the fuel. 15. Turbopropellerertriebwerk (1) according to one of claims 1 to 14, characterized in that the compressor (2) by axial or radial compressor (22) is formed with a compression of at least 1: 3. 16. Turbopropellerertriebwerk (1) according to one of claims 1 to 15, characterized in that around the propeller (4) has a cylindrical sheath (29) is arranged. 17 Turbopropellertriebwerk (1) according to claim 16, characterized in that on the sheath (29) before and / or behind the propeller (4) vanes for stabilizing and orientation of the flow are arranged. 18. Turbopropellertriebwerk (1) according to one of claims 1 to 17, characterized in that a second propeller is provided with a plurality of arranged on a rotatable shaft propeller blades, wherein a combustion chamber is arranged in at least one hollow-shaped propeller blade of the second propeller, wherein the exhaust is formed by at least one outlet nozzle on the hollow-shaped propeller blade, and that the direction of rotation of the second propeller is opposite to the direction of rotation of the first propeller, wherein the shaft of the second propeller is connected via a gear to the shaft of the first propeller. 19. Turbopropellerertriebwerk (1) according to one of claims 1 to 18, characterized in that each propeller (4) between the hollow-shaped propeller blades (14) has intermediate leaves. 20. Turbopropellerertriebwerk (1) according to one of claims 1 to 19, characterized in that before the air inlets (7) filter, grid od. Like. Are arranged. For this purpose 9 sheets of drawings