AU2607499A - Propulsion system for an aircraft - Google Patents
Propulsion system for an aircraft Download PDFInfo
- Publication number
- AU2607499A AU2607499A AU26074/99A AU2607499A AU2607499A AU 2607499 A AU2607499 A AU 2607499A AU 26074/99 A AU26074/99 A AU 26074/99A AU 2607499 A AU2607499 A AU 2607499A AU 2607499 A AU2607499 A AU 2607499A
- Authority
- AU
- Australia
- Prior art keywords
- motors
- propulsion system
- aircraft
- motor
- drive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000002485 combustion reaction Methods 0.000 claims description 4
- 230000008878 coupling Effects 0.000 claims description 2
- 238000010168 coupling process Methods 0.000 claims description 2
- 238000005859 coupling reaction Methods 0.000 claims description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/08—Arrangement or mounting of internal-combustion or jet-propulsion units comprising more than one engine
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Retarders (AREA)
- Transmission Devices (AREA)
- Control Of Turbines (AREA)
Description
Propulsion system for an aircraft The present invention relates to a propulsion system for an aircraft, specifically for an aircraft which is held in flight by air flows generated by a impeller wheel compressor, with a drive motor arrangement and transmission means to the lift-/propulsion devices of the aircraft. The motor or motors, respectively, of the propulsion of aircraft are subject to highest demands regarding a safe operation. This problem can e.g. solved in that two completely independent motors are instituted. Due to weight considerations this has been considered until this date only for larger outputs. A relatively complicated double ignition is demanded in propulsion systems with only one combustion motor which, however, is effective only against certain malfunctions in the ignition system. In single motor propulsion systems a noticeable drop of the output has practically the same consequences as a total failure. Until now, only one single motor for the drive of VTOL-aircraft, specifically aircraft with smaller dimensions held in flight by means of air- or gas flows, respectively., was possible. A failure of the motor was also here equivalent to a total failure and accordingly a crash. Also here, due to weight considerations and specifically cost considerations. the solution with two separate motors was out of question. It now has been object of the present invention to provide a propulsion system which is able to avoid the earlier problems.
-2 At a propulsion system of the kind defined above the set object could be met according to the invention by the features in accordance with the characterising portion of claim 1. Specific embodiments of the propulsion system according to the invention are defined in the independent claims. The solution in accordance with the invention has surprisingly shown that by the new concept the safety can be considerably increased in comparison to single motor aircraft without the costs becoming too high. Due to the propulsion system designed in accordance with the invention the size of the single motor can be selected in such a manner, that both or all, respectively, motors together give the requested total output. The costs for such motors would just the same be very high if they would be build for aircraft only. Because the individual motor is suitable also for other applications, (e.g. drive of small motor vehicles such as motor cycles) it is possible to produce in numbers which hold the costs for one single motor surprisingly low. The propulsion system of the invention is suitable for smaller aircraft in which due to weight and cost considerations two conventional motors are out of the question and are replaced by two or more independent small motors which are located directly adjacent to each other which act mechanically synchronised onto one single drive shaft common to both. Essential is thereby the positive or automatic, respectively, decoupling of one possibly failing motor from the common drive shaft. A continued flight after the decoupling of the failed motor is ensured which is sufficient for an emergency landing. This is possible because the output of the remaining motor is not detrimentally influenced by the no longer operative motor. Below, the invention is explained somewhat more in detail with reference to a embodiment illustrated in the drawing.
-3 There is illustrated in: Fig. 1 a side view, purely schematically, of a propulsion system in accordance with the invention, and Fig. 2 a view from below of the arrangement according to Fig. 1. The propulsion system according to the invention illustrated in the Figs. 1 and 2 serves for the driving of a impeller wheel compressor 1 with an air channel 2 (Part of a thrust pipe system) for light VTOL-aircraft. Two small combustion motors 4 and 5 are foreseen for the driving of the impeller 3, which are synchronised to each other through a mechanical connection, e.g. a toothed belt 6. Each of the two internal combustion motors 4, 5 displays for the sought object small overall dimensions (e.g. about 500 x 250 x 300 mm). The motors 4, 5 located directly aside of each other feature a same identical design and the same output. Each motor 4, 5 drives through a own drive connection 7, 8 (e.g. toothed belt) a common drive shaft 9 for the compressor 1 (the drive can proceed from the shaft 9 e.g. via a belt drive 10 onto the shaft 11 of the impeller 3). The output of the two motors 4, 5 is selected in such a manner that the flying process is possible. Should one of the two motors 4, 5 fail, the output of the second motor is sufficient for at least an emergency landing. However, in order to ensure this at the limited output of the motors 4, 5 the drive of the one motor which has failed running to the common drive shaft 9 of the lifting/propulsion device (compressor 1) must be severed such that the motor which is still operating does not loose additionally on output in order to "operate along" the no longer operative motor.
-4 The severing of the drive connections between the motors 4, 5 and the shaft 9 may proceed via design rupture points in a connecting member, automatic couplings or similar (at any point between motor output and engagement of the shaft 9). The severing of the drive connection proceeds automatically, e.g. when a braking force occurs (moment depending control) in the connection.
Claims (4)
- 2. Propulsion system of claim 1, characterised in that the severing means present in each of the drive connections between the independent motors and the common drive shaft consist of a design rupture point in the drive connection.
- 3. Propulsion system of claim 2, characterised in that the severing means in each of the drive connections between the independent motors and the common drive shaft consist of a preferably automatically operating coupling in the drive connection.
- 4. Propulsion system of one of the claims 1 to 3, characterised in that the independent motors are combustion motors of which in case of one of the motors failing the operation of the other motors is sufficient for a continued flying of the aircraft or at least to make a soft landing.
- 5. Propulsion system of one of the claims I to 4, characterised in that the independent motors are of an identical design.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP98105615A EP0945340A1 (en) | 1998-03-27 | 1998-03-27 | Driving system for an aircraft |
| EP98105615 | 1998-03-27 | ||
| PCT/CH1999/000109 WO1999050140A1 (en) | 1998-03-27 | 1999-03-09 | Propulsion system for an aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2607499A true AU2607499A (en) | 1999-10-18 |
Family
ID=8231664
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU26074/99A Abandoned AU2607499A (en) | 1998-03-27 | 1999-03-09 | Propulsion system for an aircraft |
Country Status (14)
| Country | Link |
|---|---|
| EP (2) | EP0945340A1 (en) |
| JP (1) | JP2002509841A (en) |
| KR (1) | KR20010034656A (en) |
| CN (1) | CN1293635A (en) |
| AU (1) | AU2607499A (en) |
| BG (1) | BG104795A (en) |
| BR (1) | BR9909140A (en) |
| CA (1) | CA2324447A1 (en) |
| HU (1) | HUP0102323A3 (en) |
| IL (1) | IL138550A0 (en) |
| NO (1) | NO20004825L (en) |
| PL (1) | PL343200A1 (en) |
| SK (1) | SK13882000A3 (en) |
| WO (1) | WO1999050140A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102015105787A1 (en) * | 2015-04-15 | 2016-10-20 | Johann Schwöller | Electric drive for an aircraft and hybrid system for an aircraft |
| CN105857623A (en) * | 2016-03-28 | 2016-08-17 | 苏州妙旋无人机应用有限公司 | Engine special for unmanned aerial vehicle |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR465209A (en) * | 1913-11-22 | 1914-04-10 | Porsche Ferdinand A | Propeller control for air vehicles, in particular for airplanes |
| US1664399A (en) * | 1923-08-07 | 1928-04-03 | Brown Ellsworth | Multiple-engine drive gear |
| US2505853A (en) * | 1948-12-29 | 1950-05-02 | Fairchild Engine & Airplane | Output shaft coupling mechanism for multiple power plants |
| US4177693A (en) * | 1978-06-22 | 1979-12-11 | Avco Corporation | Drive system |
| US4829850A (en) * | 1987-02-25 | 1989-05-16 | Soloy Dual Pac, Inc. | Multiple engine drive for single output shaft and combining gearbox therefor |
-
1998
- 1998-03-27 EP EP98105615A patent/EP0945340A1/en not_active Withdrawn
-
1999
- 1999-03-09 JP JP2000541064A patent/JP2002509841A/en active Pending
- 1999-03-09 IL IL13855099A patent/IL138550A0/en unknown
- 1999-03-09 CA CA002324447A patent/CA2324447A1/en not_active Abandoned
- 1999-03-09 PL PL99343200A patent/PL343200A1/en not_active Application Discontinuation
- 1999-03-09 WO PCT/CH1999/000109 patent/WO1999050140A1/en not_active Application Discontinuation
- 1999-03-09 HU HU0102323A patent/HUP0102323A3/en unknown
- 1999-03-09 AU AU26074/99A patent/AU2607499A/en not_active Abandoned
- 1999-03-09 BR BR9909140-2A patent/BR9909140A/en not_active Application Discontinuation
- 1999-03-09 CN CN99804109A patent/CN1293635A/en active Pending
- 1999-03-09 KR KR1020007010590A patent/KR20010034656A/en not_active Application Discontinuation
- 1999-03-09 EP EP99906012A patent/EP1066194A1/en active Pending
- 1999-03-09 SK SK1388-2000A patent/SK13882000A3/en unknown
-
2000
- 2000-09-26 BG BG104795A patent/BG104795A/en unknown
- 2000-09-26 NO NO20004825A patent/NO20004825L/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| KR20010034656A (en) | 2001-04-25 |
| PL343200A1 (en) | 2001-07-30 |
| JP2002509841A (en) | 2002-04-02 |
| WO1999050140A1 (en) | 1999-10-07 |
| EP0945340A1 (en) | 1999-09-29 |
| HUP0102323A2 (en) | 2001-11-28 |
| CN1293635A (en) | 2001-05-02 |
| BG104795A (en) | 2001-06-29 |
| CA2324447A1 (en) | 1999-10-07 |
| HUP0102323A3 (en) | 2001-12-28 |
| NO20004825D0 (en) | 2000-09-26 |
| BR9909140A (en) | 2000-12-05 |
| IL138550A0 (en) | 2001-10-31 |
| EP1066194A1 (en) | 2001-01-10 |
| NO20004825L (en) | 2000-09-26 |
| SK13882000A3 (en) | 2001-06-11 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MK1 | Application lapsed section 142(2)(a) - no request for examination in relevant period |