AU2017100540A4

AU2017100540A4 - Lifting engine with self contained aerofoils

Info

Publication number: AU2017100540A4
Application number: AU2017100540A
Authority: AU
Inventors: Gerard McNamara
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-05-16
Filing date: 2017-05-16
Publication date: 2017-06-15
Anticipated expiration: 2025-05-16
Also published as: AU2017100595A4

Abstract

Abstract A rotating propeller or fan motor, ducted or un-ducted, with two or more self-contained aerofoils connected with side supports, the aerofoils are placed within the engine slipstream so that lift is achieved as a by-product of the forward thrust, the motor is fixed to the outer side support on a rotating bracket to allow the angle of attack between the propeller slipstream and aerofoils to be adjusted. Figure 2. Side View of Lifting Engine with Self Contained Aerofoils AMI M ts bal4. . - #~nWg P43r A~enrAd iqw r4 M9e *

Description

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EDITORIAL NOTE 2017100540

There are two pages of description only

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COMPLETE SPECIFICATION ΙΝΝΟΛΤ\ΊΊΟΝ PiVTENT

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LIFTING ENGINE WIIFI SELF CONTAINED AEROFOILS

The following statement is a full description of this invention, including the best method of performing it known to me;

LIFTING ENGINE WTH SEIT CONTEMNED AEROF’OII.S O (N S'

This inventi(3n has been devised in order to reduce the physical area required for vertical take-(jff and landing aeronauticiil devices, as well as providing a high speed and lifting capability greater than that currently available with ‘helicopter’ or ‘multi-copter’ devices. It consists of a rotating motor witli propeller or fan incorporating a double or multi-slotted aerofoil within its slipstream. The motor has a variable angle of attack in relation to the aerofoils to adjust the lift/drag ratio for different modes of flight. (See Figs 1 and 2 below). This is pujedded by a rotating bracket.

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The aerofoil arrangement provides for a v^erj?^ high coefficient of Uft, such that high revolution motors can provide substantial lift udthin just the upswing arc of the propeller or fan radius, litis mitigates the need for large static or rotating wings as currently employed by most aeronautical deedces. It is anticipated that with double contra-rotating propellers or speciiiUy designed aerofoil sections, this lifting capacity could be extended across the full diameter of the propeller, rather than just the upwing side as currently described.

The high drag associated with this high lift coefficient is mitigated by placing the aerofoils wholly within the propeller or fan slipstream of adequate thrust, with the side components of the self-contained wing section serving to support the aerofoils and motor, as well as reducing lift-induced or vortex drag.

The physical advantage of this system over current aeronautical lifting methods is that lift is produced as a by-product of forward thrust so that vertical take-off and landing can be achieved without the top speed or load constraints of a ‘helicopter’ or ‘quadcopter’ type system. Further, the direct thrust of a propeller or fan is given a considerable mechanical advantage by moving this thrust over aerofoils rather than the relatively inefficient pushing directly downwards of air particles. The physical advantage over current ‘aeroplanes’ is that no forward movement of the device is requiired to acliieve sufficient airspeed over the aerofoils, rather this airspeed is produced immediately by the direct action of the motorised propeller or fan.

This invention is particularly useful when combined with high revolution electric motors that incorporate a duct for increasing engine revolutions beyond that typically prevented by supersonic airflow" constraints. In addition to very high speed airflow, a duct allows for quiet and safe operation within populated areas, further providing for the practical use of vertical take-off and landing machines witliin urban areas.

Figures 1 and 2 below, show one arrangement of this engine, incorporating a 6-slotted aerofoil for a large coefficient of lift approaching 4,0 and an angle of attack up to 42 degrees. It is anticipated that many arrangements of tliis engine type can be configured depending on the mode of flight required i.e. high speed, liigh load capacity or long range/endurance. I’he aerofoils can be constructed with any material of suitable strength/weight ratio, with carbon fibre composites especially advantageous to this design. Flowever it is anticipated that this device would also be successful with a flexible or membrane aerofoil structure. In addition, this invention can be produced in any scale or si2e as needed, from small courier aircraft to passenger or freight vehicles.

Claims

The claims defining the invention ate as follows:

1. A rotating propeller or fan motor, ducted or un-ducted, with two or more self-contained aerofoils connected with side supports. The aerofoils are placed within the engine slipstream so that lift is achieved as a bv-product of the forward thrust. The motor is fixed to the outer side support on a rotating bracket to allow the angle of attack between the propeller slipstream and aerofoils to be adjusted.
2. The lifting engine with self-contained aerofoils as described in Claim 0001 - LIFTING ENGINE WITH SELF CONTAINED AEROFOILS - Complete Specification. This claim provides a diagram of a 6 slotted aerofoil for maximum coefficient of lift, however the claim extends to any similar arrangement with two or more aerofoils with sides.
3. This invention can be constructed with any material of suitable strenglh/weight ratio and can be built to any scale or size as required. As such the claim extends to any configuration of tliis design regardless of the material, size, motor type or propeller/fan blade number.