CN115335609A

CN115335609A - Thrust enhanced lift and propulsion system

Info

Publication number: CN115335609A
Application number: CN202080073330.7A
Authority: CN
Inventors: 马克·霍尔特萨普尔; 杰夫·布里德洛夫; 斯科特·布劳尔; 迈克尔·范斯坦伯格
Original assignee: Summit Promotion Co ltd
Current assignee: Summit Promotion Co ltd
Priority date: 2019-08-19
Filing date: 2020-08-17
Publication date: 2022-11-11
Also published as: EP4018098A1; EP4018098A4

Abstract

A propulsion system includes a conduit and a fluid flow generator. The duct has an elongated cavity with an inlet portion and an outlet portion. A fluid flow generator is disposed in the conduit. The fluid flow generator is configured to receive a fluid to generate an inlet flow through the inlet portion and to generate an outlet flow through the outlet portion. The outlet flow is configured to generate thrust to a vehicle on which the flow generator and the duct are mounted, and at least one of the inlet portion or the outlet portion is curved into a circle to change the direction of either of the respective inlet flow or outlet flow.

Description

Thrust enhanced lift and propulsion system

Cross Reference to Related Applications

The present application is associated with and claims priority to 35u.s.c. § 119: U.S. patent application No. 62/962,154 entitled "Enhanced Thrust Lift and Propulsion System" filed on 16.1.2020; no. 62/888,971 entitled "jet pack" filed 8/19/2019; number 62/899,715 entitled "jet pack" filed on 12.9.2019; 62/957,122 entitled "Propulsion System" filed on 1/4/2020; and 62/962,144 entitled "Propulsion System" filed on 16.1.2020. Each of these applications is incorporated by reference herein in its entirety.

Technical Field

Aspects of the present disclosure relate to vehicles, and in particular to thrust-enhanced lift and propulsion systems.

Technical Field

Propellers are commonly used to provide powered propulsion for vehicles moving in a fluid, such as propellers for propelling a watercraft over water, or for propelling an aircraft through the air, or for lifting a helicopter into the air. The performance of propellers is typically evaluated using Actuator Disc Theory (Actuator Disc Theory), also commonly referred to as Momentum Theory (Momentum Theory). In general, actuator disk theory is a mathematical model in which the propeller is modeled as an infinitely thin disk that overcomes the pressure differential across two disk surfaces and produces a constant fluid velocity perpendicular to the disk surfaces. Based on the density, pressure and velocity of the fluid (e.g., air, water) flowing through the actuator disc, a mathematical relationship between disc size, power and lift (thrust) can be derived.

Disclosure of Invention

According to an embodiment of the present disclosure, a propulsion system includes a conduit and a fluid flow generator. The duct has an elongated cavity with an inlet portion and an outlet portion. A fluid flow generator is disposed in the conduit. The flow generator is configured to receive a fluid to generate an inlet flow through the inlet portion and to generate an outlet flow through the outlet portion. The outlet flow is configured to generate thrust to a vehicle on which the fluid flow generator and the conduit are mounted, and at least one of the inlet portion or the outlet portion is curved into a circle to change a direction of either of the respective inlet flow or outlet flow.

Drawings

Various features and advantages of the disclosed technology will be apparent from the following description of specific embodiments thereof, as illustrated in the accompanying drawings. It should be noted that the figures are not drawn to scale; however, emphasis is instead placed on illustrating the principles of the technical concepts. Moreover, in the figures, like reference numerals designate corresponding parts throughout the different views. The drawings depict only typical embodiments of the disclosure and are not therefore to be considered to be limiting of its scope.

FIG. 1 illustrates an example actuator disk theoretical model involving linearly oriented input and outlet flows, according to an embodiment of this disclosure.

Fig. 2 illustrates another example actuator disc theoretical model involving multiple actuator discs that increase pressure in a pipe with a 90 degree radial bend, according to an embodiment of the present disclosure.

Fig. 3 illustrates another example actuator disc theoretical model involving multiple actuator discs that increase pressure in a pipe with 180 degree radial bends according to an embodiment of the present disclosure.

FIG. 4 illustrates another example actuator disk theoretical model involving an actuator disk that increases pressure in a duct with 180 degree radial bends while having varying fan positions, according to an embodiment of the present disclosure.

FIG. 5 illustrates another embodiment of an actuator disc theoretical model involving an actuator disc located in a 180 degree pipe according to an embodiment of the present disclosure.

Fig. 6A, 6B and 6C show two-dimensional (x, y) flow fields determined by Computational Fluid Dynamics (CFD) analysis for a simulated circular profile 180 degree pipe.

Fig. 7 shows a two-dimensional (x, y) flow field for a low-profile 180-degree tube as determined by Computational Fluid Dynamics (CFD) analysis.

Fig. 8 reports the upward thrust (N) per meter depth in the z direction.

Fig. 9a, 9b, 10a and 10b show the flow field and pressure field of circular and low profile tubes, respectively, in open space.

11a and 11b illustrate cross-sectional views of an example propulsion system incorporating a linear circular duct, according to an embodiment of the present disclosure.

Fig. 12a and 12b illustrate example fan arrangements that may be used to blow air through the ducts of fig. 11a and 11b, according to various embodiments of the present disclosure.

Fig. 13a and 13b illustrate an example hovercar according to an embodiment of the present disclosure.

Figures 14a and 11b illustrate cross-sectional views of an example propulsion device incorporating a linear low-profile conduit, according to an embodiment of the present disclosure.

Fig. 15a and 15b illustrate an example vertical lift flying motorcycle having a low profile duct with inlet and outlet regions of unequal size, according to an embodiment of the present disclosure.

Fig. 16a and 16b show specific fuel consumption rates at various output powers of the gas engine according to an embodiment of the present disclosure.

Figure 17 shows an embodiment of the propulsion device with a duct having a duct with a short straight outlet portion.

Fig. 18 shows another embodiment of a propulsion device having a duct with a long straight outlet portion and external turning vanes at the inlet portion.

Fig. 19 shows another embodiment of a propulsion device having a duct with an external turning vane configuration at the bottom end of the outlet duct portion of the duct.

Fig. 20 shows another embodiment of the propulsion device with a duct having an over-length straight outlet portion.

Figure 21 shows another embodiment of a propulsion device having a duct with an over-length straight outlet portion and a restricted outlet.

Fig. 22 shows another embodiment of a propulsion device having a duct with an over-length straight outlet portion and a flared outlet.

FIG. 23 illustrates an example squirrel cage propeller assembly that may be implemented with a propulsion system according to an embodiment of the present disclosure.

Fig. 24a and 24b illustrate an example squirrel cage propeller that may be implemented with an aircraft car according to an embodiment of the present disclosure.

Figure 25a shows an exterior view of an aircraft vehicle without an inlet duct.

Figure 25b shows an exterior view of an aircraft vehicle with an inlet duct.

26a, 26b, and 26c illustrate various example propeller types that may be implemented with a circular duct in accordance with embodiments of the present disclosure.

Fig. 27 shows an example turboprop as shown and described with reference to fig. 26 c.

Figure 28 shows a plurality of converging circular ducts that combine their thrust to increase lift capacity.

FIG. 29 illustrates an example hybrid lifting system that employs the Coanda Effect (Coanda Effect) to provide additional lifting.

Fig. 30 shows a schematic diagram of a conventional axial flow jet engine.

FIG. 31 shows a schematic of a radial injection engine.

Fig. 32 shows a reverse flow injection engine.

Fig. 33 shows the flow around a conventional torpedo.

Figures 34a to 34d show various options for torpedoes with axial propellers.

Fig. 35a to 35e show several embodiments of squirrel cage propellers that can be used with torpedoes according to embodiments of the present disclosure.

Fig. 36a to 36ed show other embodiments of squirrel cage propellers which are similar to the embodiment of fig. 35a to 35e, except that steering blades are employed.

Fig. 37a to 37e show other embodiments of squirrel cage propellers which are similar to the embodiment of fig. 36a to 36e, except that reduced nozzles are employed at the outlet.

Fig. 38a and 38b are cross-sectional views showing the inner and outer cones of the turboprop.

Fig. 39 shows a jet boat with the propeller inside the boat.

Figures 40a and 40b show various bottom and front views of a conventional monohull, catamaran hull, and small waterplane catamaran (SWATH) hull.

Fig. 41a to 41d show the underwater part of the SWATH ship.

Fig. 42a and 42b show a bottom view and a side view, respectively, of the monohull vessel in "drive mode", meaning that it is travelling at a considerable forward speed.

Fig. 43a and 43b show the bottom view and the side view, respectively, of the monohull vessel in "thrust mode", which means that it is travelling at almost zero speed but with great thrust.

Fig. 44 is a schematic diagram illustrating an example jet backpack according to an embodiment of the present disclosure.

Fig. 45 shows a schematic view of another example jet backpack according to an embodiment of the present disclosure.

Fig. 46 shows a schematic view of another example jet backpack according to an embodiment of the present disclosure.

FIG. 47 illustrates a top view of an example jet ejector according to an embodiment of the present disclosure.

FIG. 48 illustrates a top view of a linear jet ejector assembly according to an embodiment of the present disclosure.

Figure 49 is a schematic view of an example jet backpack according to an embodiment of the present disclosure.

Fig. 50a and 50b illustrate an example jet backpack according to an embodiment of the present disclosure.

Fig. 51a and 51b illustrate other example jet backpacks according to an embodiment of the present disclosure.

Fig. 52a and 52b illustrate other example jet backpacks according to an embodiment of the present disclosure.

Fig. 53 shows the jet backpack of fig. 52a and 52b mounted to the back of a passenger.

Fig. 54a and 54b show front and side views, respectively, of an example lift platform according to an embodiment of the present disclosure.

Fig. 55a and 55b illustrate other example lift platforms according to an embodiment of the disclosure.

Fig. 56a and 56b illustrate other lift platforms according to an embodiment of the disclosure.

FIG. 57 shows example measurements of hull drag as a function of speed.

Fig. 58 and 59 illustrate flow streams around an example hull.

Figures 60 and 61 show how the main residual resistance is caused by the generation of waves.

Fig. 62 shows an example of hydrodynamic pressure acting on the hull.

Fig. 63 illustrates a conventional propeller model according to an embodiment of the present disclosure.

FIG. 64 shows when V _A /V _C How close to 1.0 the propulsion efficiency is to 1.0.

Fig. 65 shows that the efficiency of a conventional propeller increases with increasing size, although the efficiency is relatively low.

Figure 66 shows propeller efficiency as a function of speed and propeller pitch. The pitch is the distance the propeller travels in a soft material using a single revolution.

Fig. 67 shows the efficiency of a variable pitch twin-bladed propeller extending the efficient speed range.

Figure 68 shows the efficiency of a variable pitch four blade propeller ranging from 0.49 to 0.77.

Fig. 69 a-69 b illustrate an example marine propulsion system mounted on a vessel, according to various embodiments of the present disclosure.

FIG. 70 illustrates another example propulsion system according to an embodiment of this disclosure.

FIG. 71 shows a schematic view of another marine propulsion system according to an embodiment of the present disclosure.

Fig. 72 illustrates a plurality of example rudders that may be incorporated into a pipeline to allow for vectored thrust and enhanced maneuverability according to an embodiment of the present disclosure.

Fig. 73 and 73a illustrate centrifugal and squirrel cage propellers that can be used as flow generators according to various embodiments of the present disclosure.

Fig. 74 illustrates how the peak at the stern will be higher than the entrance of the duct of fig. 71 at a particular speed, according to an embodiment of the disclosure.

Fig. 75a to 75c illustrate how a reversal conduit according to an embodiment of the present disclosure is used to reverse flow.

FIG. 76 illustrates another example propulsion system according to an embodiment of this disclosure.

FIG. 77 illustrates another example propulsion system according to an embodiment of this disclosure.

Fig. 78 and 79 show in blocks, respectively, the propulsion efficiency and coefficient of the propulsion system of fig. 77 according to an embodiment of the present disclosure.

FIG. 80 illustrates another example propulsion system according to an embodiment of this disclosure.

Figures 81 and 82 illustrate in blocks, respectively, the propulsion efficiency and coefficient of the propulsion system of figure 80 according to an embodiment of the present disclosure.

Fig. 83 shows the area ratio (a) resulting in 100% efficiency (η = 1.0) ₁ /A ₂ ) Velocity ratio (V) _A /V _B ) And an example combination of extraction scores (f).

FIG. 84 illustrates an exemplary hardware implementation of the propulsion system of FIG. 77.

FIG. 85 illustrates an example marine propulsion system using a centrifugal pump according to an embodiment of this disclosure.

FIG. 86 illustrates an example centrifugal pump that may be used with embodiments of the present disclosure.

Fig. 87 illustrates the efficiency that can be obtained via use of the centrifugal pump of fig. 86.

FIG. 88 illustrates temperature, pressure, and speed at various points in a turbojet engine.

FIG. 89 illustrates propulsion efficiency versus airspeed for an aircraft engine.

Fig. 90 and 91 illustrate embodiments in which the propulsion system is placed behind the fuselage of the aircraft.

Detailed Description

The drawings described below, and the various embodiments used to describe the principles of the present disclosure in this patent document are by way of illustration only and should not be construed in any way to limit the scope of the disclosure. Those skilled in the art will understand that the principles of the disclosed invention may be implemented in any type of suitably arranged device or system. Furthermore, the drawings are not necessarily drawn to scale.

Embodiments of the present disclosure relate to systems and methods for enhancing thrust of a vehicle (e.g., a vertical lift aircraft, a fixed wing aircraft, a boat, a ship, etc.) while minimizing power consumption. By replacing conventional propeller designs, which typically have a linear orientation (e.g., 0 degree bend) of the input and output fluid flows, with fluid-moving devices that direct fluid in a radial direction (e.g., 90 degree bend) or a reverse direction (e.g., 180 degree bend). Although a particular type of vehicle will be described with reference to and with respect to particular embodiments, it should be understood that other types of vehicles may also benefit from the teachings of the present disclosure.

FIG. 1 illustrates an example actuator disk theoretical model involving linearly oriented input and output flows in accordance with an embodiment of the present disclosure. The actuator disk theory involves the propeller disk 104 moving through the medium to produce thrust T. According to the actuator disc theory, the velocity V at the actuator disc _B Is the upstream velocity V _A And downstream velocity V _C Is calculated as the arithmetic average of (a). In the case of a vertically lifted aircraft, the upstream speed is generally equal to or close to V during normal operation _A ＝0。

Energy content (J/m) for incompressible fluids with negligible height variation ³ ) Containing a pressure component (N/m) ² Or J/m ³ ) And kinetic energy component (J/m) ³ ) As determined by bernoulli's equation. The bernoulli equation applies to the fluid upstream of the actuator disk:

the bernoulli equation can also be applied to the fluid downstream of the actuator disk:

the pressure difference across the actuator disc is as follows:

the thrust acting on the actuator disc is

The rate of transfer of kinetic energy to the flowing fluid is as follows:

it may be desirable to have a maximum amount of thrust per unit of kinetic energy power, which is determined by the following criteria:

thus, a conventional propeller with linearly oriented inlet and outlet flows will have a thrust with a power factor of 2 per unit of kinetic energy.

Fig. 2 illustrates another example actuator disc theoretical model involving a plurality of actuator discs 200 that flow fluid through a conduit 202 having a 90 degree radial bend, according to an embodiment of the present disclosure. Area of inlet and outletIs variable and may be specified by a design engineer. In this case, the total area of the inlet and the outlet is specified so that V _B And V _C The same relationship as for the propeller allows the influence of the change of direction to be determined.

This velocity ratio is obtained by specifying the area of the inlet and outlet as follows:

the pressure at the inlet of the actuator disc can be obtained by applying the bernoulli equation

The pressure at the outlet of the actuator disk is determined by applying the bernoulli equation to the outlet flow.

Net thrust on the pipe is determined by the pipe area A _C The pressure difference above plus the momentum of the mass leaving the pipe.

The rate of transfer of kinetic energy to the flowing fluid is as follows:

the thrust per unit of kinetic energy power is as follows:

thus, an actuator disc 200 configured in a conduit 202 with a 90 degree bend in its inlet flow will have a thrust per unit kinetic energy power factor of 2.75. In this case, the molecules are higher (2.75 versus 2.0), thus producing 37.5% more thrust for the same kinetic energy power when compared to an actuator disk 104 with linearly oriented input flow as described above with reference to fig. 2.

Fig. 3 illustrates another example actuator disc theoretical model involving a plurality of actuator discs 300 flowing fluid through a conduit 302 having a 180 degree radial bend, according to an embodiment of the present disclosure. In this case, the total area of the inlet and the outlet is specified so that V _B And V _C The same relationship as for the actuator disc 300 (e.g. a propeller) allows the influence of the change of direction to be determined.

2A _C ＝A _B ＝A _B1 +A _B1 ＝A _C +A _C

the suction pressure ap can be calculated using bernoulli's equation at the inlet.

The net thrust on the pipe is given by the pressure difference across the inlet pipe plus the momentum of the mass entering and leaving the pipe.

The rate of transfer of kinetic energy to the flowing fluid is as follows:

the thrust per unit kinetic energy power is as follows:

thus, an actuator disc 302 configured in a conduit 300 having a 180 degree bend in its inlet flow will have a thrust per unit kinetic energy power factor of 2.5. In this particular case, the actuator disc 300 configured in a duct 302 having a 180 degree bend is better than the conventional propeller design described above with reference to fig. 1 (e.g., 2.5> 2.0), but is inferior to the actuator disc 200 configured in a duct 202 having a 90 degree bend described above with reference to fig. 2 (e.g., 2.5 <2.75).

FIG. 4 illustrates another example actuator disk theoretical model involving multiple actuator disks 400 flowing fluid through a conduit 402 with a 180 degree radial bend, accounting for velocity V at the actuator disks therein, according to an embodiment of the present disclosure _B Approximate downstream velocity V _C (V _B ＝V _C ) The case (1).

V _B ＝V _C

This velocity ratio is obtained by specifying the areas of the inlet and outlet as follows:

application of the Bernoulli equation at the inlet allows calculation of the suction pressure Δ P

The rate of transfer of kinetic energy to the flowing fluid is as follows:

the thrust per unit kinetic energy power is as follows:

thus, configured in a duct 402 with a 180 degree bend, while configured to have approximately a downstream velocity V at the actuator disc _C Velocity V of _B (V _B ＝V _C ) Actuator disc 400 will produce a thrust with a power factor of 3.0 per unit of kinetic energy. This particular case is a modification of the conventional propeller design (2.0) as described above with reference to fig. 1, and the case where the actuator disc 200 is constructed in a duct 202 having a 90 degree bend as described above with reference to fig. 2 (2.5). Further, this is an improvement over the actuator disc 300, and the actuator disc 302 configured in a conduit 300 having a 180 degree bend in its inlet flow will have a thrust per unit kinetic energy power factor of 2.5, as described above with reference to FIG. 2. Therefore, reducing the inlet area relative to the outlet area will further increase the ratio.

Fig. 5 illustrates another example actuator disk theoretical model involving an actuator disk 500 that increases pressure in a duct 502 with 180 degree radial bends while having varying fan positions, according to an embodiment of the present disclosure. Similar to the example actuator disc theoretical model described above, the velocity V at the actuator disc 500 _B Configured to approximate downstream velocity V _C (V _B ＝V _C )

V _B ＝V _C

The net thrust on the duct is derived from the pressure differential across the duct and the fan plus the momentum of the mass entering and exiting the duct.

The thrust per unit kinetic energy power is as follows:

this is the same as the previous case, so the fan placement does not affect the net thrust. However, in certain embodiments, reducing the inlet area relative to the outlet area may further increase the ratio.

Computational fluid dynamics

Fig. 6A, 6B, and 6C illustrate a two-dimensional (x, y) flow field of a simulated circular 180 degree pipe determined by Computational Fluid Dynamics (CFD) analysis according to an embodiment of the present disclosure. For each of fig. 6A, 6B, and 6C, the width of the simulated duct outlet was 1 meter. However, the width of the simulated duct inlet in fig. 6A is 1.0 meter, the width of the simulated duct inlet in fig. 6B is 0.75 meter, and the width of the simulated duct inlet in fig. 6C is 0.5 meter. In each case, the pressure difference causing the flow was 1000Pa. Only the flow in the simulated pipe is modeled, not the surrounding open space. Table 1 reports the upward thrust (N) per meter depth in the z direction.

TABLE 1

	Inlet area/outlet area	Thrust upwards (N/m)
			Test 1	1.0	4669.1
Test 2	0.75	5327.2
			Test 3	0.5	6089.1

As shown, the CFD results demonstrate that reducing the inlet area relative to the outlet area increases thrust.

Fig. 7 shows a two-dimensional (x, y) flow field determined by Computational Fluid Dynamics (CFD) analysis for simulating a low-profile 180-degree pipe. The width of the simulated duct outlet was 1 meter. The inlet area/outlet area was 0.5. When sharply curved, turning vanes are incorporated to help reduce flow separation. Only the flow in the simulated pipe is modeled, not the surrounding open space. Table 2 and fig. 8 report the thrust up (N) per meter depth in the z direction as a function of differential pressure. The upward thrust is linear with the pressure differential.

TABLE 2

Fan delta P (Pa)	Thrust upwards (N/m)
		1000	1734
500	827
		270	425

Fig. 9a, 9b, 10a and 10b show the flow field and pressure field of round and low profile tubes, respectively, in open space. More specifically, fig. 9a shows the flow field for a circular 180 degree tube in open space, and fig. 9b shows the pressure field. More specifically, fig. 10a shows the flow field for a low profile 180 degree tube in open space, and fig. 10b shows the pressure field. The z direction emanates perpendicularly from the xy plane.

Table 3 summarizes the data collected from the CFD analysis. In both cases, the thrust per kinetic energy power is very similar; however, it should be emphasized that meaningful comparisons are only possible at the same pipe size and pressure differential.

TABLE 3

Vertical lift aircraft

11a and 11b illustrate cross-sectional views of

example propulsion systems

1100, 1102 incorporating linear circular conduits, according to an embodiment of the present disclosure. Each

propulsion system

1100, 1102 comprises a

duct

1104, 1106, the

duct

1104, 1106 having an

inlet portion

1108, 1110 and an

outlet portion

1112, 1114 with a fluid flow generator, such as one or more propellers 1120 built into the interior. While propellers are shown in this configuration, other fluid flow generators may be shown in other configurations, including but not limited to squirrel cage fans, turbofan fans, impellers, jet engines, propellers, and the like. Fig. 11a shows inlet section 1108 and outlet section 1112 having the same size cross-sectional area, while fig. 11b shows inlet section 1110 and outlet section 1114 having different size cross-sectional areas.

Fig. 12a and 12b illustrate example fan arrangements (e.g., flow generators) that may be used to blow air through the

ducts

1104, 1106 of fig. 11a and 11b, according to embodiments of the disclosure. Also, although an axial fan is shown here, any suitable type of flow generator may be used, such as squirrel cage fans, turbofan fans, impellers, jet engines, propellers, and the like. To prevent or reduce the net torque on a vehicle, such as a flying vehicle, half or a portion of the fans operate in a clockwise direction while the other fans operate in a counter-clockwise direction. The embodiment of fig. 12a shows multiple fans having regions of unequal size, while the embodiment of fig. 12b shows fans having regions of the same size.

Fig. 13a and 13b illustrate an example hovercar 1300 according to an embodiment of the present disclosure. The hovercar 1300 employs circular conduits of equal area similar to that shown and described above with reference to figure 11 a. The duct 1302 is selectively movable from a deployed position (flight mode) in which the duct 1302 is fully extended as shown in FIG. 13a to a retracted position (drive mode) as shown in FIG. 13 b. The flying automobile 1300 includes a passenger compartment 1304 that can be used to seat a user, such as a driver of the flying automobile 1300. Although the passenger compartment 1304 is shown as an open cockpit, other embodiments contemplate that the passenger compartment may be covered to allow passengers to fly in a closed cockpit.

In one embodiment, the flying automobile 1300 includes an upper segment 1306 and a lower segment 1308. In flight, the upper segment 1306 is held at a slight vacuum to draw air into the diversion duct, while the lower segment 1308 is pressurized to blow air out of the bottom of the box and thus lift the flying vehicle.

Fig. 14a and 14b illustrate cross-sectional views of

example propulsion devices

1400, 1402 incorporating linear low-profile tubing according to an embodiment of the present disclosure. Fig. 14a shows the inlet 1404 and outlet 1406 of a conduit having the same size cross-sectional area, while fig. 14b shows the inlet 1408 and outlet 1410 of a conduit having a different size cross-sectional area. In an embodiment, the conduit may include one or more bubbles 1412 to assist in diverting fluid to tight corners and/or a scoop mechanism 1414 to assist in entry of fluid with less loss. As with the configuration of fig. 11a and 11b, a variety of different flow generators may be employed, such as propellers (or other devices).

Fig. 15a and 15b show an example vertical

lift flying motorcycle

1500, 1502 having a low profile duct with unequal sized inlet and outlet regions according to an embodiment of the present disclosure. Flying motorcycle 1500 of fig. 15a shows a conduit arrangement in which the passengers face parallel to the conduits of the flying motorcycle, while flying motorcycle 1502 of fig. 15b shows a conduit arrangement in which the passengers face perpendicular to the conduits of the flying motorcycle.

Design examples

Vertically oriented low profile pipe — table 3 shows CFD data for the pipe in free space. The width of the low-profile pipe is 2.6 meters. When placed side by side, the width of two adjacent pipes is 5.2 meters, the direction of which is shown in fig. 15 b. To properly view these values, the maximum width allowed for a bus using a public highway system is z =2.6 meters. Table 3 shows that the volumetric flow rate of a single 1 meter deep pipe is 15.4m at Δ P =725Pa ³ And s. In the case of z =2.6 meters, the analysis for one pipe is

Two conduits are adjacent to each other, so the analysis of the pair of conduits is

T＝(2)(2093N)＝4186N

The upward thrust is linearly proportional to the pressure difference (see fig. 8).

T＝k ₁ ΔP

The volumetric flow is proportional to the pressure difference, so the power is proportional to the square of the pressure difference

The relationship between thrust and power is as follows:

the air power of 0.5 ton and 1.0 ton is improved as follows:

circular tube oriented vertically — table 3 shows CFD data for the tube in free space. The width of the circular pipe is 2.6 meters. When placed side by side, the width of two adjacent pipes is 5.2 meters, the direction of which is shown in fig. 15 b. Table 3 shows that at Δ P =992Pa, the volumetric flow rate of a single 1 meter deep pipe is 30.8m ³ And s. In the case of z =2.6 meters, the analysis for one pipe is

Two conduits are adjacent to each other, so that the analysis of the pair of conduits is

T＝(2)(5821N)＝11,643N

T＝k ₁ ΔP

The relationship between thrust and power is as follows:

the air power of 0.5 ton and 1.0 ton is improved as follows:

parallel oriented circular pipes — table 3 shows CFD data for pipes in free space. The width of the circular pipe is 2.6 meters. When placed side by side, two adjacent pipes have a width of 5.2 metres, oriented as shown in figure 15b, and can be retracted or deployed as shown in figure 13. Table 3 shows that the volumetric flow rate of a single 1 meter deep pipe is 30.8m at Δ P =992Pa ³ And(s) in the presence of a catalyst. In the case of z =5.5 meters (length of a typical car), the analysis for a pipe is

T＝(2)(12,300N)＝24,600N

The upward thrust is linearly proportional to the pressure difference (fig. 8).

T＝k ₁ ΔP

The relationship between thrust and power is as follows:

the air power of 0.5 ton and 1.0 ton is improved as follows:

the following efficiencies are assumed:

fan =85%

Motor =97%

Controller =98%

The electric power boost of 0.5 and 1.0 tons is as follows:

rough estimation of battery-powered system quality

A typical lithium ion battery, such as the Panasonic NCR18650B battery, has an energy density of about 243Wh/kg (kilowatt-hours/kilogram).

A65 horsepower Rotax 582 engine may power a lighter aircraft

The specific oil consumption is 590g/kWh (g/kWh) when the output power is 20kW (see FIG. 16 a); therefore, the fuel consumption rate is

A100 horsepower Rotax 912 engine may power heavier aircraft

At an output power of 70kW, the fuel consumption rate was 24L/h (liter/hour) (see FIG. 16 b). The density of the fuel was about 0.77kg/L (kg/liter), and thus the fuel consumption rate was 18.5kg/h (kg/hr).

Pipe options

Fig. 17-22 illustrate various alternative arrangements of conduits for a propulsion device that express various means of improving efficiency or lift in accordance with one or more embodiments of the present disclosure. Specifically, fig. 17 shows an embodiment of a propulsion device 1700 having a conduit 1702 with a short, straight outlet portion 1704.

Fig. 18 shows another embodiment of a propulsion device 1800 having a pipe 1802 with a long straight profile. Additionally included are external turning vanes 1804 that help improve efficiency. Fig. 19 shows another embodiment of a propulsion device 1900 having a pipe 1902 with a short straight profile. Additionally included are external turning vanes 1904 that help improve efficiency. Fig. 20 shows another embodiment of a propulsion device 2000 having a conduit 2002 with an ultra-long and straight outlet portion 2004.

Fig. 21 shows another embodiment of a propulsion device 2100 having a tube 2102 with an ultra-long straight outlet portion 2104. Additionally included are converging vanes 2106 configured at the bottom end of the outlet portion to provide enhanced lift. Fig. 22 shows another embodiment of a propulsion device 2200 having a conduit 2202 with an ultra-long, straight outlet portion 2204. Additionally included are diverging blades 2206 configured at the bottom end of the outlet portion to provide enhanced efficiency.

Squirrel-cage fan

Fig. 23-25 illustrate another example propulsion system employing

squirrel cage assemblies

2300, 2400 that can be implemented on an aircraft car 2500, according to an embodiment of the present disclosure. The propulsion system 2300 includes a duct 2306 having an inlet portion 2304 and an outlet portion 2308 configured on the aircraft 2500. Fig. 24a and 24b show a cone 2420 in the centre of the squirrel cage propeller. These tapers 2420 help ensure that the inlet velocity of the squirrel cage blades 2430 is uniform. Fig. 25a shows the hovercar 2500 with the inlet portion 2304 of the conduit 2410 removed to expose the inlet 2304 of the propeller, while fig. 25b shows the operative engagement of the inlet portion 2402 of the conduit 2410 on the hovercar 2500.

Fig. 23 illustrates an example squirrel cage propeller assembly 2300 that may be implemented with a propulsion system according to an embodiment of the present disclosure. The squirrel cage assembly 2300 includes two pairs of squirrel cage propellers 2302, each of the squirrel cage propellers 2302 having an inlet 2304 receiving fluid from an inlet portion of a duct 2306 to generate an outlet flow for providing lift to the flight vehicle 2500 of fig. 25a and 25 b. In one embodiment, each pair of squirrel cage propellers 2302 is configured to rotate in opposite directions to balance angular momentum. In one embodiment, one or both pairs of propellers are driven by a single motor located near the center of the hovercar 2500. In another embodiment, the bulb 2312 helps direct flow out of the squirrel cage.

Fig. 24a and 24b illustrate an example squirrel cage propeller 2400 that can be implemented with a hovercar 2500 according to an embodiment of the present disclosure. The squirrel cage assembly 2400 has an inlet 2402 that receives fluid from an inlet portion of the conduit 2410 to generate an outlet flow for providing lift to the hovercar 2500. Fig. 24a shows the component 2400 with the inlet portion 2410 of the conduit 2306 removed, while fig. 24b shows the operative engagement of the inlet portion 2410 of the conduit 2306 on the component 2400. Optional taper 2420 helps direct the inlet flow radially.

In an embodiment, two vertical gyroscopes (not shown) may be provided, each rotating in opposite directions. These gyroscopes stabilize the flying vehicle from gusts of wind. Furthermore, if one gyroscope is spinning slightly faster than the other, the hovercar may spin and adjust the yaw.

In another embodiment, the horizontal thrust may be obtained by tilting the vehicle such that a portion of the lift thrust becomes the horizontal thrust. For example, forward thrust may be achieved by slightly speeding up the operation of the rear fan, which lifts the rear and tilts the vehicle. Another option is to operate the fan to blow air in a horizontal direction to provide horizontal thrust.

Fig. 25a shows an exterior view of an aircraft vehicle without inlet duct 2410, while fig. 25b shows an exterior view of an aircraft vehicle with inlet duct 2410.

Circular pipeline

26a, 26b, and 26c illustrate various example propeller types that may be implemented with a circular duct in accordance with embodiments of the present disclosure. In particular, fig. 26a shows a ducted axial propeller 2604, fig. 26b shows a squirrel cage propeller 2606, and fig. 26c shows a turbine propeller 2608. Fig. 27 shows an example turboprop as shown and described with reference to fig. 26 c. In most or all cases, the "steering tube" will produce thrust when the flow reverses. In some cases, the propellers may be nested in some embodiments.

Figure 28 shows a plurality of converging circular ducts that combine their thrust to increase lift capacity. By rotating half of the fan clockwise and the other half counterclockwise, the net torque on the aircraft may be reduced or eliminated.

Kangda effect

FIG. 29 illustrates an example hybrid lift system that employs the coanda effect to provide additional lift. As shown, the duct includes a plurality of nested blades that direct the outlet flow generated by the propeller through the directional turnarounds. Bleed air from the center flows over the upper surface of the inner turning vane, thereby reducing the pressure of the upper surface via the coanda effect. This embodiment may be implemented in a linear pipe or a circular pipe. The outer directional lobes provide some control over the lifting surface.

Jet engine

Fig. 30-32 illustrate

example jet engines

3000, 3100, and 3200 that can be implemented with a propulsion system according to an embodiment of the disclosure. In particular, FIG. 30 shows a schematic of a conventional axial injection engine, so named because most or all of the fluid generally flows in an axial direction. In the context of the present disclosure, the jet engine 3000 will be immersed in air (e.g., an aircraft) or water (e.g., a marine vessel). Fluid (water or air) at low velocity v _z1 (speed of vehicle) entry area A ₁ Of the housing. The fluid being at a relatively high velocity v _z2 From area A ₂ Because A flows out ₂ <A ₁ . Due to Newton's third law, thrust T acts on the vehicle body to push the engine forward.

Fig. 31 shows a schematic diagram of a radial injection engine 3100, so named because the velocity of the inlet fluid has a radial component. Fluid along area A ₁ And enters from a circumferential opening of area A ₂ Away from the axial opening. The conical plate redirects the radial flow to an axial direction, resulting in an axial thrust acting on the conical plate. As previously indicated, when fluid enters through the 90 degree duct, the thrust is greater than a conventional propeller.

Fig. 32 shows a counter-flow jet engine 3200. The flow enters from the bottom and encounters a thrust plate which reverses the flow through a 180 degree pipe. As previously indicated, when fluid enters through the 180 degree duct, the thrust is greater than a conventional propeller.

Water vehicle

Torpedo

Fig. 33-38 illustrate an example torpedo that may be implemented with a propulsion system according to an embodiment of the present disclosure. In particular, fig. 33 shows the flow around a conventional torpedo, while fig. 34a to 34d show various options for torpedoes with axial propellers. Fig. 34a depicts two contra-rotating propellers which are commonly used in torpedoes. Fig. 34b depicts a single rotating propeller with a fixed stator to eliminate rotation out of the fluid. Both fig. 34a and 34b employ a shallow angle entry cone leading to the propeller. Fig. 34c and 34d are similar to fig. 34a and 34b, except that the steep inlet cone leads to the propeller, which shortens the length of the torpedo. However, an undesirable feature of this approach is that there may be flow separation between the fluid and the inlet cone. In torpedoes, shallow angles are used to prevent flow separation, which increases form drag.

Fig. 35a to 35e show several embodiments of squirrel cage propellers that can be used with torpedoes according to embodiments of the present disclosure. In particular, fig. 35a shows a single squirrel cage propeller, fig. 35b shows a counter-rotating two-rat cage propeller, fig. 35c shows a single squirrel cage propeller with a fixed stator to eliminate rotation out of the fluid, fig. 35d shows a blade design for counter-clockwise rotation, and fig. 35e shows a blade design for clockwise rotation.

Fig. 37a to 37e show other embodiments of squirrel cage propellers which are similar to the embodiment of fig. 36a to 36e, except that a reduction nozzle is employed at the outlet. This embodiment would be used if the propeller diameter is small, but high thrust is required. Due to the nozzles, the internal pressure of the squirrel cage propeller is high, which exerts a high force on the inner cone of the propeller, thus generating a high thrust.

Fig. 38a and 38b are cross-sectional views showing the inner and outer cones of the turboprop. Fig. 38a does not include a stator. Fig. 38b includes a stator to eliminate rotation of the fluid exiting the propeller.

Jet boat

Fig. 39 shows a jet boat 3900 with a propeller 3902 (e.g., ducted axial propeller) located inside the boat. The intake water feeding the inner propellers comes from opposite sides of the ship; thus, the inlet momentum is cancelled. When the fluid turns the propeller, forward thrust is generated. The additional forward thrust comes from the momentum of the fluid ejected at the rear of the ship.

Small waterplane area twin-hull (SWATH) ship

Figures 40a and 40b show various bottom and front views of a conventional monohull, a catamaran hull, and a small waterplane catamaran (SWATH) hull. One advantage of the SWATH hull is that only a small portion of the hull is exposed to the water line, thus creating minimal waves, which reduces power consumption. Fig. 40b shows the artist's swing concept employing a steep angle inlet cone ducted axial propeller. Alternatively, a squirrel cage propeller or a turboprop may be used.

Fig. 41a shows the underwater part of the SWATH ship. Fig. 41a shows a circular cross-section, as shown in fig. 40 b. Fig. 41b shows a semi-circular cross-section with the bottom open and filled with air.

Fig. 41c and 41d show options for reducing viscous drag. The porous membrane surrounds the hull. The membrane may be a variety of materials; however, teflon (Teflon) is envisaged because of its low surface energy, which will reduce the adhesion of fouling materials. The membrane may be made of expanded teflon (i.e., gore Tex), woven teflon fibers, non-woven teflon fibers, teflon felt, or sintered teflon particles. Alternatively, the membrane may be a sintered metal. Alternatively, the sintered metal may be coated with teflon (polytetrafluoroethylene) or electroless nickel/teflon. Compressed air is forced between the membrane and the solid surface so that small bubbles are trapped in the membrane pores. First, water interferes with air rather than a solid surface, which reduces friction.

Monohull vessel with radial injection engine

Fig. 42a and 42b show a bottom view and a side view, respectively, of the monohull vessel in "drive mode", meaning that it is travelling at a considerable forward speed. Figures 43a and 43b show the bottom view and side view, respectively, of another monohull vessel in "thrust mode", meaning that it is travelling at almost zero speed but with great thrust. For example, the thrust mode is useful for icebreakers. In the thrust mode, the boat will produce more thrust than a conventional propeller due to the 180 degree bend.

The thrust mode is achieved by placing the steering tube directly in front of the radial injection engine. In the drive mode, the steering pipe can be removed and stored elsewhere on the vessel. Ideally they can be retracted into the hull using hydraulic pistons. Alternatively, they may be physically removed and placed on the deck.

Air injection knapsack

For a flying vehicle, the thrust is given by

Thrust = (mass flow rate) × (velocity)

And the power is given by

Power =1/2 (mass flow rate) × (velocity) ²

Clearly, from these fundamental relationships, it is more energy efficient to achieve a given thrust by moving a large mass flow at a small velocity rather than a small mass flow at a large velocity. The present invention aims to improve efficiency by employing jet ejectors to increase mass flow in a vertical lift jet backpack. The jet injector will "amplify" the thrust generated by the main source of high velocity gas: rocket, electric fan, or micro jet engine. Further thrust augmentation occurs from the change in direction of the airflow.

Fig. 44 is a schematic diagram illustrating an example jet backpack 4400 according to an embodiment of the present disclosure. The jet backpack 4400 typically includes two engines, each engine having two nested

jet injectors

4412a, 4412b, which are powered by high pressure propellant fuel stored in a tank 4404. Two valves 4406 are provided that independently control fuel flow to the nozzles 4414 configured on each engine. As shown, the high pressure propellant fuel delivered to each engine is provided by catalyst beds 4408 that decompose the propellant fuel from the reservoir 4404 to produce high velocity gas. The storage tank 4404 may store the propellant fuel at a high pressure (as shown), or the storage tank 4404 may store the propellant fuel at a relatively low pressure, wherein the propellant fuel is delivered to the catalyst bed 4408 by a pump (not shown).

Traditionally, the propellant fuel used in jet backpacks is a high concentration (-90%) of hydrogen peroxide dissolved in water. When passing through a catalyst bed (e.g., silver, manganese dioxide), the following reaction occurs:

2H ₂ O ₂ →2H ₂ O+O ₂

the reaction is exothermic and thus the product water is steam.

The energy density of the propellant fuel mixture may be increased by the addition of reducing components such as alcohols, sugars or hydrocarbons. Although many components work, a typical propellant fuel mixture may generally consist of hydrogen peroxide =40%, a reducing component =20%, and water =40%

If the reducing component is not soluble in water (e.g., hydrocarbons), it may be stored in a separate tank.

The above examples are not limiting; thus, other propellant fuels such as hydrazine may be employed.

In one embodiment, a counter-rotating flywheel 4416 may be located on the jet backpack 4400 to enhance stability. In addition, if one flywheel 4416 rotates at a greater rate than the other, it allows the jet backpack to rotate about the vertical z-axis, providing a control element. In another embodiment, two pairs of counter-rotating flywheels may be oriented with the axes of rotation at right angles to each other, allowing stable control in the x-axis and z-axis.

In some embodiments, to efficiently use the volume of the annular space inside the jet injector, the walls may be hollow to provide space for fuel storage.

Fig. 45 shows a schematic diagram of another example jet backpack 4500, according to an embodiment of the present disclosure. The jet backpack 4500 is similar in design and construction to the jet backpack 4400 shown and described above with reference to fig. 44, except that an electrically driven ducted fan 4502 replaces the combination of the injectors 4412a, rocket nozzle 4414. A hollow ring may be constructed in the jet ejector 4412b to store the battery.

Fig. 46 shows a schematic diagram of another example jet backpack 4600, according to an embodiment of the present disclosure. The jet backpack 4600 is similar in design and construction to the jet backpack 4400 shown and described above with reference to fig. 44, except that the fuel-powered microjet engine 4602 replaces the combination of the injectors 4412a, rocket nozzle 4414. Commercially available micro-jet engines that are readily used to propel model airplanes and drones are well suited for this application.

FIG. 47 illustrates a top view of an example jet ejector 4700 according to an embodiment of the present disclosure. The jet injector 4700 includes opposing conduits 4702 disposed on both sides of four engines 4704, arranged in a linear fashion relative to one another. For example, each engine 4704 may include

engines

4402, 4502, 4602, such as described above with reference to fig. 44, 45, and 46. The engine 4704 is configured to receive a fluid (e.g., air) to generate an inlet fluid flow through an inlet portion 4706 of the conduit 4702 and to generate an outlet fluid flow through an outlet portion of the conduit 4702, which in this particular example would be below the engine 4704. The inlet portion 4706 is curved into a circle to change the direction of either of the respective inlet or outlet flows generated by the engine 4704.

FIG. 48 illustrates a top view of a linear jet injector assembly 4800 according to an embodiment of the present disclosure. The linear jet ejector assembly 4800 generally includes three jet ejectors 4700 arranged as shown. Passenger 4802 is shown in an operating position relative to jet injector assembly 4800 such that when thrust is applied by assembly 4800, passenger 4802 may be lifted from the ground.

Fig. 49 is a schematic diagram of an example jet backpack 4900, according to an embodiment of the present disclosure. The jet backpack 4900 includes an electric blower 4902 that provides pressurized air to a burner 4904. Fuel is added to the burner 4904 from a pressurized fuel tank 4906. In other embodiments, the pump may provide fuel from an atmospheric tank (not shown).

Fig. 50a and 50b illustrate example jet injectors 5000a, 5000b according to an embodiment of the disclosure. The jet injector 5000a of fig. 50a comprises a pipe with an inlet section bent at an angle of 180 degrees, whereas the jet injector 5000b of fig. 50b comprises a pipe with an inlet section bent at an angle of 90 degrees. The jet injector 5000 includes an electric blower 5002 that pressurizes a reservoir 5004 indicated by a gray shaded area. Pressurized air flows through a nozzle that causes air to flow through jet injector 5008 having turning vanes 5010. The change in flow direction of the turning vanes enhances the lift. Similarly, the change in flow direction at the compressor inlet enhances lift. In some embodiments, a hollow region inside the syringe 5008 can be used to hold a battery.

The geometry of jet injector 5008 may be circular or linear. The inlet portion 5012 of the turning vanes can be larger or smaller than the area of the outlet from the jet injector 5008. The blower 5002 can be of any desired type (e.g., axial, centrifugal, or squirrel cage). To reduce noise, in some embodiments, the compressor inlet may be configured with a muffler 5020.

In an embodiment, the reservoir 5004 may be heated by burning fuel, which increases the velocity through the nozzle, thereby reducing the required power input from the blower.

To improve efficiency, the air exiting the nozzles is mixed with the turning vane air in stages, which minimizes the velocity difference during mixing, thereby improving efficiency.

Fig. 51a and 51b illustrate other

example jet backpacks

5100a, 5100b, according to an embodiment of the present disclosure.

Jet packs

5100a, 5100b are similar to jet packs 5000a, 5000b of fig. 50a and 50b, except that exhaust gas from jet engine 5102 pressurizes reservoir 5104. In addition, the cavity in jet injector 5106 may be used to contain fuel.

To improve efficiency, the air exiting the nozzles is mixed with the turning vane air in stages, which minimizes velocity differences in mixing, thereby improving efficiency.

Fig. 52a and 52b illustrate other

example jet packs

5200a, 5200b according to an embodiment of the present disclosure. The

jet packs

5200a, 5200b are similar to the

jet packs

5100a, 5100b, except that a rocket 5202 is implemented to induce flow through the jet 5204.

To improve efficiency, the air exiting the nozzles is mixed with the turning vane air in stages, which minimizes velocity differences in mixing, thereby improving efficiency. That is, the end of each vane is configured at a different location along the duct so that air exiting each vane can be introduced at a different location in the duct. In addition, hollow regions configured in injector 5204 can be used to retain rocket propellants.

Fig. 53 shows the jet backpack shown in fig. 50a, 50b, 51a, 51b, 52a, and 52b mounted to the back of passenger 5302.

Fig. 54a and 54b illustrate front and side views, respectively, of an example lift platform 5400 according to an embodiment of the present disclosure. Lift platform 5400 includes one or more gas-moving devices 5402 (e.g., electric fans, jet engines, propellers, rockets), a duct inlet 5404, and a duct outlet 5406. Air is drawn in from the bottom, which provides additional lift as the air is turned. Duct inlet 5404 may include a silencer to reduce noise. However, it should be understood that conduit inlet 5404 may be omitted if not needed or desired.

Fig. 55a and 55b illustrate other

example lift platforms

5500a, 5500b according to an embodiment of the present disclosure. The lift platform 5500 includes a single propeller 5502 for providing lift. A gyroscope 5504 is included that rotates relative to the propeller to prevent the platform from rotating due to the torque applied by the propeller 5502. If passenger 5506 wishes to rotate the platform about its vertical axis, he or she may rotate gyroscope 5504 slightly faster or slower. The lifting platform may be implemented as a circular or linear geometry.

Fig. 56a and 56b illustrate

other lifting platforms

5600a, 5600b according to an embodiment of the present disclosure. Each

lifting platform

5600a, 5600b includes a dual propeller assembly including two

propellers

5602, 5604. Each

propeller

5602, 5604 rotates in the opposite direction to prevent the platform from rotating. If the passenger 5606 wishes to rotate the platform about a vertical axis, he or she may rotate one propeller slightly faster while the other propeller rotates slightly slower. The platform will rotate in the opposite direction to the faster propeller. The lifting platform may be implemented in a circular or linear geometry.

Ship with a detachable cover

Fig. 57 shows example measurements of drag on a hull as a function of speed. At 24 knots (typical speed of a cargo ship), the frictional resistance is about 50% of the total resistance, and the residual resistance (mainly wave resistance and some vortex resistance) is about 50%. Fig. 58 shows the flow stream around the hull. The turbulent eddies behind the boat account for about 3% to 5% of the total drag (see table 4 and fig. 59).

TABLE 4

	High speed (e.g. container ship)	Low speed (e.g. tanker)
			Frictional resistance	45％	90％
Wave-making resistance	40％	5％
			Resistance to eddy currents	5％	3％
Air resistance	10％	10％

The main residual resistance is caused by the generation of waves (fig. 60 and 61). The influence of waves is small at low speeds and dominant at high speeds. Depending on the length of the vessel and its speed, the waves have specific resonances, which can significantly affect the drag.

Fig. 62 shows an example of hydrodynamic pressure acting on the hull. Note that the pressure at the stern is lower than at the bow, which "sucks" the boat backwards and causes drag.

The accessories (e.g. rudder, struts, brackets) have a significant effect on the ship's resistance (see tables 5 and 6).

TABLE 5

TABLE 6

Conventional propeller

Fig. 63 illustrates a conventional propeller model according to an embodiment of the present disclosure. According to the actuator disc theory, the velocity V at the actuator disc _B Is the upstream velocity V _A And downstream velocity V _C Is calculated as the arithmetic mean of (1).

V _C ＝2V _B -V _A

Quality continuity allows for the calculation of relationships between regions

ρA _B V _B ＝ρA _C V _C

the pressure difference across the actuator disc is as follows:

using an actuator disc as the system, thrust being

The rate at which kinetic energy is imparted to the flowing fluid is as follows:

it may be desirable to have a maximum amount of thrust per unit of kinetic energy, which is determined by the following criteria:

efficiency is

When V is _A /V _C Near 1.0, the propulsion efficiency is near 1.0 (fig. 64). For a conventional propeller, the only mechanism to achieve 1.0 propulsion efficiency is V _A Is equal to V _C This requires an infinitely large propeller.

Fig. 65 shows that the efficiency of the conventional propeller increases with increasing size. Even so, the efficiency is relatively low (in this case about 53% to 55%).

Figure 66 shows propeller efficiency as a function of speed and propeller pitch. The pitch is the distance the propeller travels in a soft material (e.g., wood) using a single rotation. In all cases, the efficiency is greatest within a narrow range of speeds for a given pitch. In the case of larger pitches, the efficiency is improved. Furthermore, for high speed driving, the pitch may be increased.

For a single pitch, the propeller is generally only efficient over a relatively narrow range of speeds. Figure 67 shows the efficiency of a variable pitch twin-bladed propeller extending the efficient speed range. At its peak, the efficiency can be as high as 0.87; however, at low speeds, the efficiency is very low (about 0.60).

Fig. 68 shows the efficiency of a variable pitch four bladed propeller ranging from 0.49 to 0.77.

Example of an offshore Propeller

The measured properties of the vessel are described below:

ρ＝1025kg/m ³ density of salt water

V _A =22 knots =11.32m/s ship speed

D =7.0m propeller diameter

r =0.975 blade area ratio

T =2,748,402N thrust

Power of

η _a =0.5484 actual propeller efficiency

The actual propeller efficiency is 67% of the calculated theoretical propulsion efficiency.

The effect of increasing the diameter of the propeller by 1.4 times, which is equivalent to increasing the area by 2 times

The effect of increasing the diameter of the propeller by 2 times is equivalent to increasing the area by 4 times

FIG. 69a illustrates an example marine propulsion system 6900 installed on a vessel 6902, according to an embodiment of the present disclosure. The marine propulsion system 6900 includes a duct 6906 that provides a technique for increasing the propulsion area generated by the driving force, such as the propeller 6904. Conduit 6906 may be configured on vessel 6902 in any suitable manner. An array of axial or propeller screws 6904 located on the front of the duct 6906 take water from the bottom of the vessel and eject it from the rear, providing thrust. The cross-sectional dimension of the underwater duct 6906 can be approximately similar to, smaller than, or larger than the cross-sectional dimension of the underwater portion of the hull. Fig. 69b and 69c show an embodiment with pivotally extending flaps 6908. Depending on the weight of the cargo in the ship, the draft of the ship may change drastically. The angle of the pivotally extending flaps can be varied to ensure that the fluid discharge is always below the water line. Fig. 69d shows an embodiment where the propeller 6905 draws fluid from the underside of the pipe.

FIG. 70 shows another example marine propulsion system 7000 according to an embodiment of this disclosure. Marine propulsion system 7000 includes a structure 7002 configured with an aperture for placement of a disc actuator (propeller) 7004 therein. Structure 7002 can be envisioned as a stationary dock, or a symmetrical portion of a ship or aircraft. The disk actuator 7004 draws fluid (water) from an adjacent free stream alongside the structure 7002. Although this analysis is performed in the context of a marine propulsion system, it may also be applied to aircraft propulsion.

Definition f

Taking into account mass

Taking into account the y momentum

P _A ＝P _C ＝P _{Atmospheric pressure} ＝0

Substitution

With a power of

Thrust power ratio of

Adjusting sign whereby thrust is in the forward direction

This is the same as a conventional propeller; thus, the propulsion efficiency will also be the same.

Fig. 71 shows a schematic diagram of a marine propulsion system 7100 according to an embodiment of the present disclosure. The propulsion system 7100 depicted in fig. 70 is configured at the stern of the vessel 7102. The pipe 7108 is placed at the stern 7106 of the vessel 7102, which has substantially the same cross section as the submerged part of the hull. Fluid is drawn from the side and possibly from the bottom by one or more disc actuators (propellers) 7110, which fill the tubing and push the fluid to the rear. The tubing 7108 may have inlet turning vanes (not shown) that help to efficiently redirect the fluid.

Advantages of this technique include, but are not necessarily limited to the following

The size of the propeller arrangement is separated from the size of the propulsion cross section, providing additional design flexibility. For example, a plurality of small diameter propellers may be arranged on the duct wall, replacing one large propeller.

As shown in fig. 72, small rudders may be incorporated into the pipeline, which allows vectoring thrust and enhanced maneuverability.

The types of propeller may include not only conventional axial propellers but also centrifugal propellers, squirrel cage propellers and the like (see fig. 73). The inlet is circular to provide a smooth flow path. As detailed in fig. 73a, the center of the squirrel cage may contain a central cone that ensures a substantially constant velocity along the axis. The squirrel cage propeller may incorporate stationary stators that convert rotational kinetic energy into translational kinetic energy, thereby improving efficiency. Furthermore, the stator can be actuated, giving the ability to vary the angle of the rotating hydrofoils with respect to the squirrel cage propeller, allowing high efficiency at various rotational speeds. The inlet guide vanes adjust the angle of attack of the fluid relative to the rotating hydrofoils of the squirrel cage propeller. Similarly, the inlet guide vanes may be rotated to vary the angle of attack, allowing for high efficiency at various rotational speeds. Both the stator and the guide vanes may be segmented along the axial length of the cage. For optimal control, each segment can be rotated individually to achieve an optimal angle along both the axis and the circumference. Using artificial intelligence, the optimal position of each section can be adjusted to reduce energy consumption for each condition (e.g., speed, water density, water viscosity).

The cross-sectional area of a conventional propeller is only a small fraction of the underwater cross-sectional area of the hull, typically 10% to 50%. In contrast, the pipe fills the entire cross-section, which has the following advantages:

o eliminates wake vortices behind the ship, which reduces drag by about 3% to 5%.

Fewer accessories are required on the hull, which reduces drag (tables 2 and 3).

o required speed V to achieve a given thrust _C Much smaller; thus, V _C /V _A Approach to

1.0, which improves efficiency.

The velocity of the fluid in the vicinity of the hull is greater than the free stream velocity because the vessel must separate the fluid to move the hull forward; thus, the propeller does not need to impart too much additional kinetic energy to achieve the desiredV _C This improves efficiency.

At a certain speed, the wave peak at the stern will be higher than the duct entrance (fig. 74). This additional hydrostatic head helps to push water into the opening and efficiently use the energy that has been put into making the wave. By sucking fluid away from the wave crest, the waves are dampened, which reduces the energy in the waves and reduces the wave's drag.

Steering can be achieved by directing more flow to one side of the pipe, which eliminates or reduces the need for a rudder and the associated cost, drag, mass and maintenance.

Reverse thrust can be achieved using a reverse conduit. Figure 75a shows a reversing tube that slides vertically down to reverse the flow. Fig. 75b shows the reversal conduit pivoted to reverse the flow. Figure 75c shows a counter-rotating conduit with two pivot points. One to rotate the entire duct into position and the other to rotate the nested duct sections into the fully deployed position.

To estimate the potential improvement of marine propulsion system 7100 over a conventional propeller, the numbers in the previous example may be used:

factor improvement = increasing cross-sectional area x improving impeller efficiency x reducing drag

Option 2

FIG. 76 illustrates another example ducted propulsion system according to an embodiment of the present disclosure. Although this analysis is performed in the context of a marine propulsion system, it may also be applied to aircraft propulsion.

Definition f

Taking into account mass

Taking into account the y momentum

P _A ＝P _B ＝P _C ＝0

Substitution

Has a power of

P _A ＝P _B ＝P _C ＝0

Thrust power ratio of

By adjusting the sign, whereby the thrust is in the forward direction

This is the same as a conventional propeller.

Efficiency is

With V _A /V _C Near 1.0, the propulsion efficiency is near 1.0.

Option 3

FIG. 77 illustrates another example ducted propulsion system 7900 according to an embodiment of the present disclosure. Although this analysis is performed in the context of a marine propulsion system, it may also be applied to aircraft propulsion.

Definition f

Taking into account mass

Using bernoulli's equation, consider the energy in the flow from the channel inlet to the channel outlet

P _A ＝0

Taking into account the y momentum

The inlet and outlet channels have the same area

A＝A ₁ ＝A ₂

Thus, it is possible to provide

Substitution

Determining V _B Expression (2)

Substitution

Has a power of

Thrust power ratio of

Adjusting sign whereby thrust is in the forward direction

Has the efficiency of

Fig. 78 and 79 show the propulsion efficiency and coefficient in the block, respectively.

It should be emphasized that these equations may only be valid to the extent that the boundary conditions can be achieved.

Option 4

FIG. 80 illustrates another example ducted propulsion system 8000, according to an embodiment of the present disclosure. Although this analysis is performed in the context of a marine propulsion system, it may also be applied to aircraft propulsion. The ducted propulsion system 8000 is similar to the ducted propulsion system of FIG. 77, except for region A ₁ And A ₂ Are not the same.

Definition f

Taking into account mass

Taking into account the energy in the flow leaving the channel

P _A ＝0

Taking into account the y momentum

P _A ＝P _C ＝0

Substitution

Determining V _B Expression of (2)

V _B ＝(1-f)aV _A

Substitution

With a power of

Thrust power ratio of

By adjusting the sign, whereby the thrust is in the forward direction

Efficiency is

Fig. 81 and 82 show in blocks the propulsion efficiency and coefficient, respectively, of the propulsion system 7800 described above.

Fig. 83 shows the area ratio (a) resulting in 100% efficiency (η = 1.0) for the above described ducted propulsion system ₁ /A ₂ ) Velocity ratio (V) _A /V _B ) And an example combination of extraction scores (f). Many combinations of these parameters may allow for 100% theoretical efficiency, which greatly extends the range of efficient speeds.

It should be emphasized that these equations may only be valid to the extent that boundary conditions can be achieved.

Examples of marine propulsion systems

FIG. 84 illustrates an exemplary hardware implementation 8400 of the ducted propulsion system of FIG. 77. The hardware implementation 8400 includes a squirrel cage fluid mover 8402 having a squirrel cage 8404 concentrically aligned with a stator 8406 that eliminates rotation from the fluid. Turning vanes 8410 direct the radial flow toward the rear. To extend the range of efficient operation, in some embodiments, a mechanical pivot mechanism may be used to change the angle of attack of the hydrodynamic airfoil.

FIG. 85 illustrates an example hardware implementation of marine propulsion system 8000 according to an embodiment of the present disclosure. System 8000 is configured at the rear of vessel 8002. A portion of the fluid flows through the propeller 8004 and is directed rearward. The propeller 8004 can be a squirrel cage (fig. 84) or a centrifugal pump (fig. 86). Under its optimal operating conditions, the efficiency of the centrifugal pump is about 85% (fig. 87). The variable angle inlet guide vanes may extend efficiency over a wider operating range. Further, during operation, the area ratio (A) may be adjusted ₁ /A ₂ ) To maintain optimum performance at various boat speeds.

Aircraft with a flight control device

It should be emphasized that although these ducted propulsion systems have been described in the context of marine propulsion, these concepts are equally well applicable to aircraft. For example, the propulsion system shown in FIG. 84 may be installed on a conventional aircraft and has the advantage of being immune to bird strikes.

FIG. 88 illustrates temperature, pressure, and speed at various points in a turbojet engine. Inlet velocity V _A 450 feet/second (307 miles/hour)Outlet velocity V _C 1600 feet/second (1090 miles/hour). The propulsion efficiency is

FIG. 89 illustrates propulsion efficiency versus airspeed for an aircraft engine. (Note: the data points in this figure are the efficiency of the turbojet engine calculated above.) the propulsive efficiency of the high bypass turbofan engine is 74-83% over a typical commercial aircraft range (460 to 575 miles per hour); therefore, the efficiency can be improved by increasing the area through which the air flows. Fig. 90 and 91 show embodiments where the

propulsion system

9000, 9100 is placed behind the

fuselage

9002, 9102 of an

aircraft

9004, 9104. Specifically, fig. 90 shows an axial flow fan 9006 on the surface of a duct, and fig. 91 shows a squirrel cage fan 9106 (see fig. 73 a).

While the present disclosure has been described with reference to various embodiments, it should be understood that these embodiments are illustrative and that the scope of the disclosure is not limited to those. Many variations, modifications, additions, and improvements are possible. More generally, embodiments in accordance with the present disclosure have been described in the context of specific embodiments. In various embodiments of the present disclosure, functions may be separated or combined differently in blocks or described with different terminology. These and other variations, modifications, additions, and improvements may fall within the scope of the disclosure as defined in the claims that follow.

Claims

1. A propulsion system, comprising:

a conduit comprising an elongated cavity having an inlet portion and an outlet portion; and

a flow generator disposed in the conduit, the flow generator configured to receive a fluid to generate an inlet flow through the inlet portion and to generate an outlet flow through the outlet portion,

wherein the outlet flow is configured to generate thrust for a vehicle on which the flow generator and the conduit are mounted; and

wherein at least one of the inlet portion or the outlet portion is curved into a circle to change a direction of a respective one of the input flow or the output flow.

2. A propulsion system as in claim 1 wherein the vehicle comprises at least one of a hovercar or motorcycle and wherein the fluid flow generator comprises a propeller, the thrust generated by the outlet flow configured to lift the at least one of a hovercar or motorcycle from the ground.

3. A propulsion system as claimed in claim 1 wherein at least a portion of the duct is selectively movable from a deployed position in which the outlet flow will provide lift to the vehicle to a retracted position in which the duct is stored.

4. A propulsion system as in claim 1 wherein the duct includes a plurality of nested vanes that direct the outlet flow through a directional turn.

5. A propulsion system as in claim 1 wherein an end of at least one of the inlet portion or the outlet portion of the duct includes a bulb to assist in the entry of the inlet flow or the presence of the outlet flow.

6. A propulsion system as in claim 1 wherein the flow generator includes a plurality of propellers, a portion of the plurality of propellers having a direction of rotation opposite to a direction of rotation of another portion of the plurality of propellers.

7. The propulsion system of claim 1, wherein the vehicle comprises at least one of a jet backpack and a lifting platform, the thrust generated by the outlet flow configured to lift a user from the ground.

8. A propulsion system as in claim 7 wherein the duct includes a plurality of nested vanes that direct the outlet flow through a directional turn and wherein the end of each vane is configured at a different location along the duct so that fluid exiting each vane can be introduced at different stages along the duct.

9. A propulsion system as claimed in claim 1 wherein the vehicle comprises a vessel and the fluid flow generator comprises a propeller, wherein the inlet portion of the duct is configured on a side of the vessel, and wherein the side is perpendicular to a direction of movement of the vessel.

10. A propulsion system as in claim 9 further comprising a counter-rotating duct coupled to the outlet portion of the duct, the counter-rotating duct configured for at least one of rotational or sliding movement to engage the counter-rotating duct on the outlet portion or disengage the counter-rotating duct from the outlet portion.

11. A propulsion system as claimed in claim 1 wherein the vehicle comprises a torpedo and the flow generator comprises a propeller, the torpedo comprising a rear portion having a tapered shape, the rear portion forming part of the duct.

12. A propulsion system as in claim 1 wherein the cross-sectional area of the inlet portion is less than the cross-sectional area of the outlet portion.

13. An apparatus, comprising:

a vehicle;

a duct configured on the vehicle, the duct comprising an elongated cavity having an inlet portion and an outlet portion; and

wherein the outlet flow is configured to generate thrust to the vehicle, and

wherein at least one of the inlet portion or the outlet portion is curved into a circle to change a direction of a respective either of the input flow or the output flow.

14. The apparatus of claim 13, wherein the vehicle comprises at least one of a flying car or a motorcycle, and wherein the fluid flow generator comprises a propeller, the thrust generated by the outlet flow configured to lift the at least one of a flying car or a motorcycle from the ground.

15. The apparatus of claim 13, wherein the conduit comprises a plurality of nested vanes that direct the outlet flow through a directional turn.

16. The apparatus of claim 13, wherein an end of at least one of the inlet portion or the outlet portion of the conduit includes a bulb to facilitate entry of the inlet flow or exit of the outlet flow via a coanda effect.

17. The apparatus of claim 13, wherein the vehicle comprises at least one of a jet backpack and a lifting platform, the thrust generated by the outlet flow configured to lift a user from the ground.

18. The apparatus of claim 13, wherein the vehicle comprises a vessel and the fluid flow generator comprises a propeller, wherein the inlet portion of the conduit is configured on a side of the vessel, and wherein the side is perpendicular to a direction of motion of the vessel.

19. The apparatus of claim 13, wherein the vehicle comprises a torpedo and the flow generator comprises a propeller, the torpedo comprising a rear portion having a tapered shape, the rear portion forming a portion of the duct.

20. A propulsion system, comprising:

a duct configured on a vehicle, the duct comprising an elongated cavity having an inlet portion and an outlet portion; and

wherein the inlet of the duct has a smaller cross-sectional area than the outlet of the propeller to enhance thrust exerted on the vehicle.