DE102021001227A1 - Airplanes with different designs, engines and types of VTOL / STOL platforms - Google Patents

Abstract

The invention creates a medium-range VTOL / STOL aircraft with engines of the "Pegasus" type, which are actually dual-flow engines with fork-shaped air / gas lines and swiveling nozzles below and behind the engine for performing both horizontal flights and take-off and landing processes. The medium-haul VTOL / STOL aircraft has a passenger cabin in a fuselage and two engines, each horizontally fixed in a wing, each with a front air compressor (138), a three-stage rotary piston engine (1) with a continuous combustion process, a compressed air envelope (296) and two Pair swiveling air jet nozzles (303, 308) as a drive for vertical and horizontal flights of the medium-range VTOL / STOL aircraft. Alternatively, the invention creates a medium-range VTOL / STOL aircraft that has two engines that are fixed horizontally in the fuselage of the medium-range VTOL / STOL aircraft, each with a front air compressor (138) and a three-stage rotary piston engine (1) with a continuous combustion process Compressed air envelope (143) for multiplying the power of the rotary piston engines (1) and two pairs of pivotable air jet nozzles (303, 308) as a drive for vertical and horizontal flights of the medium-haul VTOL / STOL aircraft. In a further aspect, the invention provides a disc-shaped VTOL / STOL aircraft with engines with built-in swivel nozzles (303, 308).

Description

Technical area

Modern VTOL / STOL platforms (VTOL = Vertical Take off and Landing, STOL = Short Take-off and Landing) are of different types of rotary piston engines with continuous combustion and multiplied power and / or different devices for vertical takeoff and landing or short takeoff and landing formed.

Technical background

In addition to gas jet engines, there are currently two types of internal combustion engines that are used as engines in industry and transportation. One type is represented by piston engines with a discontinuous displacement work process and needs interruptions of their displacement work process with each revolution of the shaft for the charging of the work chamber. These types of engines emit pollutants into the atmosphere and cause climate changes that lead to natural disasters.

1. 1. Kennwerte von Leistungsvolumen oder Leistungsgewichten,
2. 2. Kraftstoffverbrauch, Betriebsaufwand und Herstellungspreise,
3. 3. Menge an Schadstoffen in den Ausstoßgasen.

Furthermore, the turbo compressor motors (simply called turbo motors or gas turbines) have established themselves as prime movers, but they have high production prices, pollutant pollution in the atmosphere and high fuel consumption. They have a work process that provides for the flow around the blades of an air compressor and a turbine to drive the compressor and produce the torque on the power shaft. Both types have both advantages and disadvantages; With today's demands on the drives, this has to be compared with three specific criteria with a similar performance of the engine:

1. 1. Characteristic values of performance volumes or performance weights,
2. 2. Fuel consumption, operating expenses and production prices,
3. 3. Amount of pollutants in the exhaust gases.

The piston engines have a relatively low fuel consumption for any given power, but have the worst characteristics of the power volume and a large pollution of exhaust gases, particularly harmful in urban areas. The turbo compressor engines, on the other hand, have the best values for power volume, but have the highest values for fuel consumption and thus the highest values for pollution from exhaust gases, which are particularly harmful to the ecology in the upper layers of the atmosphere. The manufacturing prices are also the highest. Both types thus violate the latest requirements for engines on the part of ecology and economy.

Precisely because developers have come to the realization that the causes lie in the original idea that a scheme with a crank mechanism would be the only possible scheme for a piston drive, the inventors tried to develop engines with rotating pistons, e.g. the Wankel engine or numerous other types of engines with rotating pistons, which, however, cannot manage without interrupting the work process and therefore cannot have a work quality that is sufficient for the world market. Such a lack of other productive schemes of the piston engine, which do not require an interruption of the operation for charging and subsequent ignition, has previously led to the failure of development attempts.

Now, however, there are different variants of a three-stage rotary piston engine with a continuous combustion process that can fulfill this task perfectly. These are free from all the disadvantages of the two types mentioned above and are by nature hybrids of rotary piston engines of various types and combustion chambers, which are constructed in a similar manner and function in the same way as with turbo engines. They thus form a separate class of internal combustion engines with a continuous combustion process. These machines are developed through a number of successively DE 10 2006 038 957 B3 ; DE 10 2009 005 107 B3 ; DE 10 2010 006 487 B4 ; DE 10 2012 011 068 B4 and DE 10 2013 016 274 B4 represented, the latter supplemented with project and work documentation.

1. 1. DE 10 2020 005 656 A1 : Drehkolben-Expander mit Kryo-Kraftstoffen, geeignet sowohl für die Mobilitätsindustrie als auch für andere Anwendungen, besonders als Kraftmaschine für Kern-Dampferzeuger.
2. 2. DE 10 2017 113 550 A1 : Dreistufige Drehkolbenkraftmaschine mit kontinuierlichem Brennprozess mit drei, bzw. vier Nebenläufern und einem erhöhtenm Durchmesserverhältnis der Verdichterkammer zu Nebenläufern von 2,66:1.
3. 3. DE 10 2017 009 911 B4 : Verfahren zum Multiplizieren der Leistung einer Kraftmaschine sowie Triebwerkanlage mit einer Kraftmaschine.
4. 4. DE 10 2010 020 681 A1 : Schraubenkraftmaschine mit vier Nebenrotoren, mittels Arbeitsdruck gesteuerter Verdichterstufe und mittels Rückkopplung zum Auspuffraum optimal gesteuerter Brennkammer.

Further development ideas have led to the following configurations of the type of rotary piston engine with a continuous combustion process:

1. 1. DE 10 2020 005 656 A1 : Rotary piston expander with cryofuels, suitable for the mobility industry as well as for other applications, especially as a prime mover for core steam generators.
2. 2. DE 10 2017 113 550 A1 : Three-stage rotary piston engine with a continuous combustion process with three or four secondary rotors and an increased diameter ratio of the compression chamber to secondary rotors of 2.66: 1.
3. 3. DE 10 2017 009 911 B4 : Method for multiplying the power of an engine and power plant with an engine.
4. 4th DE 10 2010 020 681 A1 : Screw engine with four secondary rotors, the compressor stage controlled by means of working pressure and the combustion chamber optimally controlled by means of feedback to the exhaust chamber.

1. 1. DE 10 2015 015 756 B4 : Triebwerk mit Frontluftkompressor, Dreistufiger Drehkolbenkraftmaschine mit kontinuierlichem Brennprozess und schwenkbaren Luftstrahldüsen als Antrieb für senkrechtstartende Flugzeuge.
2. 2. DE 10 2015 014 868 B4 : Mantelluftstromtriebwerk mit Dreistufiger Drehkolbenkraftmaschine mit kontinuierlichem Brennprozess.
3. 3. DE 10 2017 108 543 A1 : Senkrechtstartendes Flugzeug, dessen Antrieb Drehkolbenkraftmaschinen mit kontinuierlichem Brennprozess und Schubrichtungsschwenkanlagen aufweist.

This diversity of rotary piston engines with a continuous combustion process together with various combinations of special parts of engine systems and aircraft has led to the following forms of vertical and short-range take off aircraft:

1. 1. DE 10 2015 015 756 B4 : Engine with front air compressor, three-stage rotary piston engine with continuous combustion process and swiveling air jet nozzles as a drive for aircraft taking off vertically.
2. 2. DE 10 2015 014 868 B4 : Mantle air-jet engine with three-stage rotary piston engine with continuous combustion process.
3. 3. DE 10 2017 108 543 A1 : Vertical take-off aircraft, the drive of which has rotary piston engines with a continuous combustion process and swiveling systems for the thrust direction.

It is an object of the present invention that the various combinations of the special properties in engines and their components are used in further developments of the new types of engines and aircraft.

Disclosure of the invention

• Nach Ansatz 1 soll ein Frontluftverdichter vorne am Triebwerk vorgesehen sein, der dem Luftverdichter der Drehkolbenkraftmaschine mit kontinuierlichem Brennprozess ähnlich gebaut ist, aber dabei vergrößerte Dimensionen und durch ein Reduziergetriebe gegenüber der Kraftmaschine variable Drehzahlen aufweist. Dabei kann ein steuerbaren Diffusor die eintretende Luft als Staudruck zur Luftaufladung des Frontluftverdichters verwenden, ein von selbst reinigender Schleifbänder-Luftfilter die Luft bei Bedarf reinigen sowie die umfließende Frontluft die Kühlung der Verdichterräume der Anlage bei Bedarf leisten.

The object is achieved by a medium-haul VTOL / STOL aircraft according to claim 1, by a medium-haul VTOL / STOL aircraft according to claim 4 and by a disc-shaped VTOL / STOL aircraft according to claim 6 Types of rotary piston engines with continuous combustion and multiplied power as well as various VTOL / STOL platforms continued. In order to enable all designs and new types of drives and aircraft, the following approaches were pursued:

• According to approach 1, a front air compressor is to be provided at the front of the engine, which is built similar to the air compressor of the rotary piston engine with continuous combustion process, but has enlarged dimensions and variable speeds compared to the engine due to a reduction gear. A controllable diffuser can use the incoming air as dynamic pressure to charge the air in the front air compressor, a self-cleaning sanding belt air filter can clean the air if required, and the surrounding front air can cool the compressor rooms of the system if required.

According to approach 2, a compressed air envelope around the rotary piston engine, which is disclosed in the early applications, is to be adapted for new tasks with compressed air from the front air compressor to create an artificial compressed air environment around the rotary piston engine and a highly effective air charge for the rotary piston engine, thus increasing its performance several times. The purpose of this is to isolate the rotary piston engine from the outside world so that the exhaust gas and cooling heat of the rotary piston engine can be utilized by a heat exchanger, which in turn should lead to higher efficiency levels of the system.

According to approach 3, facilities for creating the lift for vertical take-off and landing of the aircraft are to be provided, which consist of a controllable, storeroom-like gas air jet nozzle installed centrally in the compressed air envelope and four smaller lateral, similarly constructed gas air jet nozzles for determining the lateral position of the aircraft.

According to approach 4, a steerable spheroidal air jet nozzle is to be provided for creating the propulsion.

According to approach 5, an air inlet (diffuser) and a nozzle for creating supersonic flight in aircraft with hypersonic speed are to be designed in order to determine the characteristics of the diffuser and the nozzle drive.

Figure list

• 1a-1n , 1p , 1r , 1s show a three-stage rotary piston engine with a continuous combustion process according to FIG DE 10 2013 016 274 B4 .
• 1t shows a graphic simulation of the formation of specific profiles of depressions and displacement ridges of the three-stage rotary engine from 1a-1n , 1p , 1r , 1s .
• 1u shows a facility for checking the specific profiles 1t .
• 2a-2d show a three-stage rotary piston engine with a continuous combustion process with three or four secondary rotors and an increased diameter ratio of a compression chamber to the secondary rotors of 2.66: 1, according to FIG DE 10 2017 113 550 A1 .
• 2e shows comparative drawings of sections of the various three-stage rotary piston engines 1a-1n , 1p , 1r , 1s and 2a-2d .
• 3a-3c show a rotary piston expander with cryofuels, suitable both for the mobility industry and for other applications, in particular as a prime mover for core steam generators, according to FIG DE 10 2020 005 656 A1 .
• 4a-4b show a screw engine with a continuous combustion process according to FIG DE 10 2010 020 681 A1 .
• 5a FIG. 3 shows a type 1 cage engine according to FIG DE 10 2017 108 543 A1 .
• 5b FIG. 4 shows a jacket air-flow engine with a three-stage rotary piston engine with a continuous combustion process according to FIG DE 10 2015 014 868 B4 .
• 5c shows an engine with front air compressor, three-stage rotary piston engine with continuous combustion process and swiveling air jet nozzles as a drive for aircraft taking off vertically, according to FIG DE 10 2015 756 B4 .
• 6a FIG. 11 shows a method for multiplying the power of an engine, a front air compressor of a type 1 and an engine system with a rotary piston engine according to FIG DE 10 2017 009 911 B4 .
• 6b shows an engine with multiplied power of a rotary piston engine and a front air compressor of a type 2 as well as systems for uplift and propulsion, according to FIG DE 10 2017 009 911 B4 .
• 6c shows an engine with a front air compressor of type 2, a rotary piston engine with four secondary rotors and multiplied power as well as systems for lift and propulsion, according to FIG DE 10 2017 113 550 A1 .
• 7a FIG. 3 shows a VTOL aircraft with a deflection system for a tail blade assembly, according to FIG DE 10 2017 108 543 A1 .
• 7b shows an aircraft with the deflectable tail blade 7a in the event of an average.
• 7c shows the structural design of a device for converting the rear shovel mechanism (fragment A) 7a .
• 7d shows a rotating unit of the rear bucket mechanism 7a .
• 7e shows a rotary rocker with the rear bucket 7a .
• 8a Fig. 10 shows a multi-purpose VTOL aircraft of traditional construction with engines in the wing (Type 1), according to an embodiment of the invention.
• 8b shows a multi-purpose VTOL aircraft of traditional design with engines in the fuselage (type 2), according to a further embodiment.
• 9a Figure 12 shows a commander's disk-shaped VTOL aircraft in accordance with one embodiment.
• 9b shows a disc-shaped VTOL aircraft with a command of about 10 men, according to one embodiment.
• 9c Figure 12 shows a disk-shaped VTOL aircraft with amphibious properties, according to one embodiment.
• 9d shows in a view from above a lower part of the VTOL aircraft 9c .
• 9e shows the exterior of the disc-shaped VTOL aircraft in a perspective view 9c .

Unless expressly stated otherwise, the same or equivalent elements are provided with the same reference symbols in the drawings.

Description of embodiments

In accordance with the plan presented, the three-stage rotary piston engine with continuous combustion process is shown below from the DE 10 2013 016 274 B4 together with a later version with four secondary rotors and an increased diameter ratio of a compression chamber to the secondary rotors of 2.66: 1 1a-1u and 2a-2k shown and described. Next is from the DE 10 2020 005 656 A1 the rotary lobe expander with cryofuels, suitable both for the mobility industry and for other applications, especially as a prime mover for core steam generators, shown and described. The screw power machine with a continuous combustion process from the DE 10 2010 020 681 is briefly presented, and finally the device according to the invention for engines and aircraft according to the invention are described. The common list of reference symbols denotes all positions of the structural parts in the figures, in the description and in the claims.

Common description of the two rotary piston engines with a continuous combustion process.

The three-stage rotary piston engine with continuous combustion process (see Sect. 1a-1n , 1p , 1r , 1s) and the three-stage rotary piston engine with continuous Firing process with four secondary runners (see p. 2a-2d ) each functionally consist of three stages: a compressor stage 5 , a pre-expansion stage 7th and an expansion output stage 46 as well as from a unit, which is a burner tube 19th with a combustion chamber 21 inside and a connecting pipe 53 united. This unit extends through all three or four stages and is immobile on a front cover 2 a housing 22nd through the connecting pipe 53 attached. The front cover 2 and a back cover 9 with built-in controls, bearings, gears and a power shaft 24 complement the shape of the rotary piston engine. These six units form the main structural parts of the rotary piston engine. The pre-expansion stage 7th and the expansion stage 46 together form an engine stage of the rotary piston engine. In addition, there are three self-cleaning air filter systems 90 (see 1a , 1e) , or a common air filter system 135 (see 2 B) that are on the compressor stage 5 is mounted, a seventh unit. Additional operating devices are an external heat exchanger, units of auxiliary systems, a fitting and a frame.

Rotating parts: A main rotor extends through all three stages 11 and with it, through an external longitudinal toothing 56 tied, three or four siblings 4th . All secondary runners 4th have longitudinal protrusions - displacement ridges 12th , 43 that serve as rotating pistons. In each stage, the pistons sweep over working chambers formed when the end and side walls of the stages rotate. The diameter of each working chamber is twice or a factor of 2.66 as large as the diameter of the cylindrical body of the secondary rotor. The main runner 11 receives three or four longitudinal indentations in each step 15th or elongated depressions 23 engaging the displacement combs 12th , 43 in the main runner and a common rotation of the main runner with the secondary runners 4th enable. The external longitudinal toothing 56 the runner 4th , 11 prevents sticking burn residues or grains on the contact lines of the runners 4th , 11 and eliminates the need for a special common synchronization gear for all rotors. The displacement ridges 12th , 43 have longitudinal sealing strips 13th at their tips, as well as forehead sealing strips 81 . The waves of all runners 4th , 11 in the steps are connected with slot couplings.

The common rotation of the runners 4th , 11 and the optimal sealing contact between the main rotor 11 and secondary runners 4th are by the diameter ratio 3 : 1 or 4: 1 and a translation of the longitudinal tooth connection of the main rotor 11 with the secondary runners 4th of 3: 1 or 4: 1 achieved. Each secondary rotor rotates 4th with three or four times the speed of the main rotor 11 . The main runner 11 represents its interior 42 free for the storage of the compressed air as well as for the combustion tube 19th that is the combustion chamber 21 comprises and by means of the connecting pipe 53 immovable on the case 22nd installed. Through the connecting pipe 53 are laid to supply electrical wiring and fuel communications.

• - Ein System von Ventileinrichtungen aus Sperrventilen 64 und Ventilbuchsen 85 mit Getrieben, die im Vorderdeckel 2 und in der Verdichterstufe 5 installiert sind, reguliert die Menge von komprimierter Luft, die durch Speicher in die Brennkammer 21 gelangt und Luftüberfluss beim Verbrennen des Kraftstoffes definiert. Damit wird Temperatur durch „Verdünnung“ des Gases gesteuert und die Wärmeregime mitbestimmt.
• - Eine Automatische Systemregimesteuerung steuert gleichzeitig sowohl das Anlassen der Maschine, danach die Brennstoffzufuhr als auch Auslassöffnungen im Brennrohr 19, durch die die Verteilung des Gases in die Arbeitskammern der Expansionsvorstufe 7 reguliert ist, und beeinflusst damit auch die Wärmeregime.
• - Ein System des Gas-Dampf-Zyklus aus Wasserleitungröhrchen 106, Wasserdüsen 117 und einem Stutzen einer Druckwasseranlage 123 verwendet die Wärme von Konstruktion und Abgas zur Verlängerung der Expansionsarbeit in der Expansionsendstufe 46 und erhöht damit die Wirkungsgrade der Maschine sowie verringert die Wärmebelastung der Stufen 5, 7, 46.

Cooling: A branched liquid cooling system and air cooling systems regulate the common heat regime of the rotary piston engine, as well as the temperature conditions in individual devices: bearings, seals, supply lines, etc. In addition, three operating systems take part in the control of the heat regime:

• - A system of valve devices consisting of shut-off valves 64 and valve bushings 85 with gears in the front cover 2 and in the compressor stage 5 installed regulates the amount of compressed air that enters the combustion chamber through storage 21 and defines excess air when the fuel is burned. This controls the temperature by “diluting” the gas and helps to determine the thermal regime.
• - An automatic system regime control simultaneously controls the start-up of the engine, then the fuel supply and outlet openings in the combustion tube 19th through which the gas is distributed in the working chambers of the pre-expansion stage 7th is regulated, and thus also influences the thermal regime.
• - A system of the gas-steam cycle from water pipes 106 , Water jets 117 and a nozzle of a pressurized water system 123 uses the heat from the construction and exhaust gas to extend the expansion work in the expansion output stage 46 and thus increases the efficiency of the machine and reduces the heat load on the stages 5 , 7th , 46 .

How it works: The compressor stage 5 has three or four elongated longitudinal openings 98 or intake ducts 136 for the air inlet and the three air filter systems 90 or the common air filter system 135 with filter conveyor belts 91 through which the air enters the working areas of the compressor stage without interruption 5 sucked in and filtered. In the compressor stage 5 displace the displacement ridges 12th , 43 part of the air drawn in to clean the filter conveyor belts 91 , then they compress the rest of the sucked in air and displace it through inlet pressure flaps 41 into the interior of the main rotor 11 . From the interior 42 of the uniformly rotating main rotor 11 the compressed air flows permanently through outlet pressure flaps 18th and inlet openings 26th from storage spaces to an immovable part 20th of the combustion tube 19th with the combustion chamber 21 internally. In the combustion chamber 21 the air is supplied with the heat from the constantly burning fuel and the gas that is produced during the continuous combustion process from the combustion tube 19th in the Workrooms in the pre-expansion stage 7th distributed. There the gas is displaced by the displacement combs 12th , 43 in its expansion the secondary runner 4th in rotation. After expansion in the pre-expansion stage 7th the gas flows through external gas pipes 60 into the expansion stage 46 , participates in joint shooting and is finally processed here within each revolution and through exhaust flanges 62 repelled into an exhaust system during the following revolution. Thus, the displacement ridges meet 12th , 43 in the expansion stages 7th , 46 Expansion work of the gas and directly drive its own secondary rotors 4th , the main runner 11 , the runners of the compressor stage 5 as well as through a common gear transmission 37 with pinion 47 a wave of power 24 at. The expansion stage 46 has three or four outlet openings with outlet channels 59 and the exhaust flanges 62 , through which the processed gas from the rotating displacement combs 12th , 43 is constantly expelled into the exhaust system as it rotates.

2. Detailed description of the details and systems of the rotary piston engine with continuous combustion process, (see Fig. 1a-1u and Fig. 2a-2c)

In the three or four thick side and end walls of the compressor stage 5 that revolves around the main runner 11 together form the compression chamber, a device for controlling the initial moment of compression of the air is set up. This device consists of three outlet valves 69 running across an end wall 101 are relocated and through which some of the sucked air is returned to the atmosphere (or other useful system) by means of a displacement comb before the compression begins 12th is expelled. Pinch rollers 77 with elongated cutouts rotate through gears with diversion channels 75 and intermediate gears 79 synchronous with the secondary runners 4th and let through their cutouts and those in the valve sockets 85 variable part of the air back into the atmosphere. A surgeon poses with gate valves 87 via common synchronous belts 84 the valve sockets 85 and thus determines the positions of the valve sockets 85 for valves. This is how the excess air is controlled when the fuel is burned in the combustion chamber 21 and thus ensures the control of the temperature of the gas.

Above the longitudinal openings 98 are the self-cleaning air filter systems 90 or the common air filter system 135 set up, which are set up as loops - infinite treadmills - and by an actuating gear 88 be pushed through the filter devices at variable speeds. The treadmills are blown by the excess air expelled from the compression chamber. A treadmill section then filters the intake air, while an adjacent area flushes the treadmill in parallel so that the dirt can be blown out into the environment.

The two expansion stages 7th , 46 also each have three or four co-runners 4th around the main runner 11 . They both form the motor stage and the compressor stage 5 , the main runner 11 and the power wave 24 move. One of the two expansion stages 7th , 46 , the pre-expansion stage 7th , has heat-resistant layers 45 on all parts in contact with gas. No sealing strips are installed in this sub-stage - the gas that has broken through through running clearance is processed in the second sub-stage. In the second sub-stage - the final expansion stage 46 becomes gas after expansion in the pre-expansion stage 7th enter with reduced temperature. The seal of the compressor room here and the depressions in the main rotor 11 is made by longitudinal sealing strips loaded with springs 13th and face sealing strips 81 as with the compressor stage 5 achieved. The lowering of the gas temperature here is also ensured by using the so-called gas-steam cycle (see below). The division of the expansion space also makes sense to reduce the pressure load on the runners 4th , 11 and their stocks, which are halved by the division. But even more important consequences are for the uninterrupted and even progression of the torque on the power shaft 24 achieved: The torques of both expansion stages 7th , 46 follow one another and overlap one another. Therefore, the combined torque never drops significantly, especially not to zero. In the chambers of the expansion stages 7th , 46 the expansion of the gas takes place with expansion up to atmospheric pressure. This is implemented here, as with the compressor stage 5 , an economical piston displacement process.

The specific profiles of the longitudinal indentations 15th of the main runner 11 and the displacement ridges 12th the secondary runner 4th shows 1t respectively. 2d . The rates of rotation by 6 ° and 2 ° or 8 ° and 2 ° correspond to the ratio of the angular speeds of the runners 4th , 11 . The graphic study shows the lines of formation of the profiles as traces of the vector peaks on surfaces of the mutual vectors, which imitate the rotation of the two runners when they move together at different speeds. The vector of the ridge moves at the crest tip with the center on the secondary rotor axis, moves in its area at an angular velocity that is three times or four times higher than the angular velocity, with the vector of the longitudinal depression with the tip in the upper limit point of the longitudinal depression 15th and center on the main rotor axis in its own area. The vector of the ridge draws the profile of the depression on its surface, on the other hand, the vector of the depression draws the profile of the comb on the surface of the comb. The graphic serves the purpose of clarity. Theoretical profiles with any precision can be determined with computers and mathematical methods of vector algebra.

1u shows a device which makes it possible to simulate the movement of the vectors and to record profiles on the surfaces of the workpieces. The calibres that can be produced with this method are suitable for the control of production and operational wear of the corresponding parts. The specific profiles of the longitudinal indentations 15th of the main runner 11 and the displacement ridges 12th the secondary runner 4th The three-stage rotary piston engine with a continuous combustion process with four secondary rotors can be found with a method similar to that in 1 u is shown.

The seal for each of the compressor chamber and the depressions in the main rotor 11 , in the compressor stage 5 and the expansion stage 46 is with from feathers 55 loaded longitudinal sealing strips 13th and face sealing strips 81 reached those in the displacement ridges 12th , 43 are appropriate. At high speeds, the sealing strips 13th , 81 despite the action of the springs 55 by special devices with rotating counterweights 27 back to the displacement ridges 12th , 43 drawn in to avert a strong braking effect due to friction. The air and gas losses at high speeds are relatively lower than at low speeds; in addition, they are due to oil injection at the sealing strips 13th , 81 reduced. In the expansion stage 46 Oil-steam emulsion is created when the gas-steam cycle is used, which also prevents friction.

The inlet pressure flaps 41 and discharge pressure flaps 18th are set up as flexible elongated slats and housed in shafts with contour armchairs for sealing. With this type of construction, they are able to respond with a high frequency. All pressure inlet and equalization valves 38 the rotary piston engine, including the gas-steam cycle system, are constructed in a similar manner. In order to prevent a braking effect due to a pressure gradient when the engine is working with small powers (in this case the available expansion space exceeds the necessary), there are displacement ridges 43 the expansion stage 46 the equalizing flaps 38 furnished in the same way as an exhaust chamber. The application of the inlet pressure valves 41 for compressed air (s. 1e , Section BB) in the compressor stage 5 prevents energy expenditure for complete compression of the air with the same pressure ratio for all regimes, as is the case with conventional piston engines and forms a disadvantage with them.

When the gas is transferred after the expansion in the expansion preliminary stage, the gas flows through the outer gas lines 60 (see 1a , 1m , 2a , 2i ) into the expansion output stage 46 and is finally processed here. In the side walls and a rear end wall of the expansion output stage 46 are the shut-off valves 64 at inlet ports 61 of the gas as well as separate gear with drive wheel 65 the shut-off valves 64 and center gear 66 in a rear cover space for the synchronous rotation of rollers of the check valves 64 with the secondary runners 4th set up. The shut-off valves 64 prevent the loss of the working gas from the work rooms of the pre-expansion stage 7th and the outer gas pipes 60 for the time in which the work areas of the expansion output stage 46 are connected to the exhaust chamber, so until the moment when the displacement ridges 43 after passing the exhaust ducts 59 again in position behind the inlet ducts 61 come.

The combustion chamber 21 extends similar to the runner 4th , 11 through all three stages 5 , 7th , 46 . In the combustion chamber 21 an uninterrupted combustion of the fuel occurs with constant supply of compressed air and with (relatively) constant pressure of the Joule process as well as the ration output of the gas in the expansion stage 7th . The combustion chamber 21 is in the burner tube 19th installed that on the case 22nd through the disc with ring channels 30th and the connecting pipe 53 is firmly attached. Through an inlet pipe 31 electrical lines and fuel lines are laid. The burner tube 19th receives the inlet openings 26th for compressed air flowing out of the storage tank. Because the combustion tube is cooled on all sides by the incoming air, it serves as heat protection for the rest of the construction. For the fulfillment of the function of an outlet control of the gas in the expansion pre-stage 7th is the burner tube 19th built in two parts: It consists of an immovable part 20th and a moving part 35 that together form the controllable outlet opening 17th of the combustion tube 19th form. An actuator with a gear segment 36 and gear transmission 37 regulated by adjusting the moving part 35 of the combustion tube 19th with regard to the immovable part of the combustion tube 20th the outlet opening 17th of the combustion tube 19th and thus controls the output of the gas in the expansion pre-stage 7th . The actuating gear is controlled by an automatic system that uses signals from pressure sensors in the exhaust system to signal the completeness of the expansion of the gas due to gas pressure in the exhaust (feedback to the exhaust chamber). In addition, compressed air emerges from the storage rooms in all stages 5 , 7th , 46 through calibrated bores 10 in the main runner 11 for cooling the main rotor 11 a, forms a boundary layer at the main rotor 11 and flows to inlet ports from all directions 16 in the elongated depressions 23 of the main runner 11 the pre-expansion stage 7th . With the relatively cold air the boundary layer are the areas of the main rotor 11 around the inlet openings 16 chilled.

The pressure protection flap 52 prevents the risk of overpressure in the combustion chamber 21 before by passing some of the gas through a pressurized gas line 112 is released into the atmosphere. When the pressure protection flap responds 52 the overpressure gas passes through the bores in the power shaft 24 into a gas extraction hood 107 and is then discharged into the exhaust system at low pressure.

The pressure fluctuation in the combustion chamber 21 even with regimes with low working pressure is not greater than 10% (calculations see Technical Project, Part III “Thermodynamic Basics” ISBN 978-3-95404-751-2, Cuvillier Verlag, Göttingen, 2014). This ensures the stability of the flame and supports the work process. In normal working regimes, the pressure fluctuation is less than 6-10%, since the total volume of all air portions with each revolution of the displacement combs 12th in the compressor stage 5 after compression to the working pressure of the normal working regime (i.e. before its entry into the entire storage space) amounts to about 6-10% of the entire storage space. The compressed air also enters the pre-expansion stage at the same time as the gas is dispensed. The air overflows through the calibrated holes 10 additionally smooth the pressure fluctuations. Since the flame speed of the fuel used is relatively low (approx. 5 to 10 m / s), the flame stability must be determined by the design of the combustion tube 19th and the combustion chamber 21 to be ensured with an area of circulation in the flow of a primary zone. This is typically achieved by swirling the primary air as it enters the combustion chamber 21 achieved. As a result, hot combustion gases are repeatedly fed back to a fuel nozzle and ensure that the combustion continues. Furthermore, the air flow through inlet openings and air guide grilles in the immediate vicinity 134 swirled and air speed reduced to the necessary parameters. The combustion chamber 21 determines the pollutant content in the exhaust gas through its design.

Sealing a hot zone requires the use of special sealing devices that can operate under conditions of high temperatures, pressures, and circular slip speeds in areas of the application. So requires sealing the combustion chamber 21 special measures for the rest of the construction. To do this, two insulate the connecting pipe 53 applied METAX mechanical seals 124 of type U the combustion chamber 21 from a space of the front cover 2 and seal the space with liquid coolant, which the connecting pipe 53 with the inlet pipe 31 cools. At the rear of the immovable part 20th of the combustion tube 19th is a METAX metal bellows mechanical seal 125 of the type MU applied, which has a space between the main runner 11 and the immovable part 20th of the combustion tube 19th seals and thus the space of the rear cover 9 isolated from a working gas pressure chamber.

METAX type U mechanical seals have the following application limits: pressure up to 50 bar, temperature -80 to +315 ° C, sliding speed up to 25 m / s. METAX metal bellows mechanical seals type MU have different application limits: pressure up to 25 bar, temperature -50 to +400 ° C, sliding speed up to 50 m / s. In both cases, these seals match the parameters and working conditions at their place of use (when calculating the cooling of the place of use by cooling systems). The high-performance GFT radial seals 128 of type 103 seal the space between the burner tube parts 20th , 35 and between the movable burner tube part 35 and the compressed gas line 112 away. Even with the shut-off valves 64 come deep groove ball bearings and package GFT radial seals 105 of the type 103 , the latter also with the nozzle of the pressurized water system 123 for use. These seals have the following application limits: pressure up to 500 bar, temperature -250 to +316 ° C, sliding speed up to 5 m / s, are therefore suitable for their intended use.

To compensate for the thermal expansion of the housing and the connecting pipe 53 , the inlet pipe 31 and the immovable part 20th of the combustion tube 19th is a device in the back cover 9 set up. There springs ensure 104 to compensate for the thermal expansion that occurs in one approach 121 to the front wall 101 are attached, the pressing of the combustion tube 19th to the connecting pipe 53 . This is how an O-ring becomes 127 made of sintered metal between the inlet pipe 31 and the moving part 35 of the combustion tube 19th pressed with the working pressure (up to 22 bar).

The storage: all runners 4th , 11 rotate in needle bearings 3 with rims and inner rings that are in the partition walls of the steps 5 , 7th , 46 are set up. They are provided with lubricating oil through oil channels and with GFT seals 103 sealed. FINDLING needle roller bearings and GFT seals are used for rotor shafts in all stages 5 , 7th , 46 Defined by extreme working conditions and high requirements, here pressures up to 22 bar, temperatures (with cooling with liquid medium) up to 300 ° C, speeds on the secondary rotors 4th until 15th 000 rpm, on the main rotor 11 up to 5555 rpm, dynamic load values with lubrication up to 35,000 N). These limitations for the stability of the needle roller bearings 3 with ribs and inner rings in combination with seals made of resilient PTFE material with stainless steel, the companies FINDLING and GFT can probably comply. That Liquid cooling systems and a lubricating oil system must also guarantee the temperature limits mentioned above. At the front cover 2 and back cover 9 are the runners 4th , 11 with deep groove ball bearings 32 provided that the needle roller bearings 3 relieve of axial forces.

Connections between the stages 5 , 7th , 46 the rotary piston engine can be easily separated by using laterally applied clamping devices, which consist of offset head screws 137 and nuts 139 exist with mating threads. Cover of the steps 5 , 7th , 46 are with cap screws on casings of the steps 5 , 7th , 46 attached.

Cooling systems: The cooling of all needle roller bearings 3 , the inlet pipe 31 and parts of the main runner 11 as well as the cooling of the outer walls of the working chambers of the steps 5 , 7th , 46 fulfills the common liquid cooling system with liquid medium. End walls 101 of all levels 5 , 7th , 46 are constructed in two parts: the end walls 101 itself and support parts 102 with maze channels 30th for the liquid coolant. Accordingly, the coolant inlet 51 and coolant outlet nozzle 49 set up for cash. The inlet pipe 31 and a main rotor shaft 71 come with two mechanical seals 124 type U from heat and pressure from the combustion chamber 21 protected and cooled with liquid coolant between the two mechanical seals. The interior of the tributaries 4th is cooled with air passing through the cooling air inlet port 67 and cooling air outlet nozzle 68 the waves of the runners 4th is fed. The expansion stage 46 is additionally by means of water injection when the steam-gas cycle is switched on by the pressurized water system 123 chilled. The side walls are also constructed in two parts: the side wall itself of the compressor stage 5 with elongated channels and a sleeve 86 with hardened inner surface by the displacement ridges 12th is swept over when it is rotated. The side walls are reinforced with partition walls and combined in robust triangular or square frames that form the step housing. Outward form the steps 5 , 7th , 46 the platforms either for the self-cleaning air filter systems 90 or the common air filter system 135 or for the outer gas pipes 60 and the exhaust flanges 62 .

Gas-steam cycle: efficiency levels can be increased by evaluating the remaining energy of the gas upstream of the exhaust. For both rotary piston engines, the gas temperature is in the range 530-1080 K (257-807 ° C), depending on the working process temperature in the combustion chamber defined by the automatic system or the operator, which is between 973 and 1573 K (700-1300 ° C) can. Usually, heating machines are supplemented with devices that implement the so-called gas-steam cycle. This utilizes the liquid that generates steam and the ability of the steam to extract heat from the exhaust gases and the structure and to extend the displacement process with a common flow rate.

The rotary piston engines meet the requirements for realizing the gas-steam cycle. In all regimes, apart from the maximum regime, they have excess room for expansion in the final expansion stage 46 that can be used to expand the gas-steam mixture. They also have free internal spaces in the secondary runners that are suitable for generating steam 4th that are under high temperature stress. Inlet flaps play the main role here 82 between the two equalization flaps 38 set up for gas, and which are structurally similar to all the air inlet flaps used in the rotary piston engine. The water for the generation of the gas-steam mixture is supplied to the nozzle of the pressurized water system 123 from a pressurized water pump with control flaps (not shown) the water pipe 106 and water jets 117 fed. When the surgeon activates the gas-steam cycle, the control flaps carry out the injection according to signals from pressure sensors installed in the working chambers. The inlet flaps 82 automatically let the steam into the expansion spaces when the pressure there falls below the level of the vapor pressure in the interior of the runners 4th , 11 falls. If it falls below the pressure in the exhaust system despite the action of the steam, the equalizing flaps engage 38 a. The specialty is that the water pipe 106 with the water jets 117 with the secondary runners 4th turn and the nozzle of the pressurized water system 123 with a deep groove ball bearing 120 and high performance GFT radial type seals 103 is provided. As has been explained, the high-performance GFT seals have certain application limits: pressure up to 500 bar, temperature -250 to +316 ° C, sliding speed up to 5 m / s, which, however, correspond to the parameters and working conditions at their place of use.

If there is a permanent excess of air, the working process of the rotary piston engine is constantly and automatically directed towards overcoming the counter-torque on the shaft by increasing the working pressure in the combustion chamber if there is sufficient fuel supply 21 . This property, which is characteristic of work processes with continuous fuel burning and the notorious excess of air during burning, results in an important special feature: the rotary piston engine has increased starting tractive power. A reduction gear is not necessary everywhere, so it can be described as a machine with "direct traction".

Since the construction of the rotary piston engine is designed with simple linear and cylindrical shapes and consists almost exclusively of working spaces, it achieves a high characteristic value of the power volume (KL = P / Σ V). Calculations show that if the initial achievements in experimental elaboration are limited only with speeds of the main rotor nH = 3334 min ^-1 (secondary rotor nN = 10000 min ^-1 or 13336 min ^-1 ) during a first stage, the machine 5 until 10 Times lighter than conventional combustion engines with similar performance. If half of the projected speeds are achieved during the first stage, namely nH = 5000 min ^{-1 of} the main rotor (nN = 15000 min ^-1 or 20000 min ^{-1 of} the secondary rotor), the characteristic value of the power volume is KL = 3500-3700 kW / m ³ . With this characteristic value, the rotary piston engine is reduced by a factor 10-15 lighter than conventional internal combustion engines. When the projected speeds nH = 6666 min ^{-1 of} the main rotor (nN = 20,000 min ^-1 or 26664 min ^{-1 of} the secondary rotor) are reached, the characteristic value of the power volume already reaches values for turbines, namely KL = 7000-7500 kW / m ³ . It is noteworthy that for racing cars with conventional forced engines, which are, however, the engines with discontinuous work processes and crank drives, the speeds of the power shafts n = 10 000 min ^{-1 are} common.

A serious disadvantage with internal combustion engines with a discontinuous working process is that some regimes use what is known as stoichiometric combustion of the fuel. This is understood to be a process in which only a quantity of air is present during combustion that is sufficient for the complete combustion of the fuel supplied. The excess air is ω = VV / Vmin = 1 and the temperature of the gas rises to t = 2000 ° C (T = 2273 K) during such a combustion process. What's more, there is often an excess of fuel when burning. Some of the fuel is not burned, is emitted with the exhaust gases and is finally burned here. At such high temperatures and the explosive nature of the process, harmful compounds (CO, CO2, CxHy, NOx, benzene, soot and others) are created, which can then get into the atmosphere with the exhaust gases and disrupt the ecology. One is therefore forced to use a system of noise abatement and gas cleaning with catalysts and filters in conventional piston engines. However, there are still ecological burdens and an increased consumption of natural resources. This or a similar process is carried out by all conventional piston, Wankel and various types of rotary piston and vane-rotor engines - incidentally, in all engines where the fuel mixture is periodically ignited and the expansion space corresponds to the intake space. In the case of turbo gas engines and jet engines in aviation, where temperatures are just as high when the fuel is burned, aftertreatment of the exhaust gases is difficult to imagine. Because of this and because of the large amount of exhaust gases, conventional aircraft engines cause enormous damage to the environment. The use of drives with a clean output is particularly necessary here.

It is different with rotary piston engines with a continuous combustion process. Thanks to the regulated uninterrupted combustion process, complete combustion of the fuel with constant air overflow during continuous combustion and complete expansion of the gas in its work spaces, the engine has a very environmentally friendly and low-noise emission. Any gaseous or liquid fuel can be used, including cryogenic substances.

General characteristics and working process of the rotary piston engine with continuous combustion process

The rotary piston engine with a continuous combustion process is a hybrid of a rotary piston engine and a turbine combustion chamber together with the turbine working method. It has the best properties of both types, which together form a valuable synergy effect. The rotary piston engine borrows from the piston engine the displacement principle of work for its stages, which work much more effectively in a machine with a continuous combustion process than in a conventional piston engine. According to this principle, air is generated by means of rotating pistons - the displacement combs 12th through the longitudinal openings 98 uninterrupted in the work rooms of the compressor stage 5 sucked in and compressed in portions (see the flow rate described above). When the compression pressure is increased during compression up to the value of the working pressure in the combustion chamber 21 the compressed air passes through the inlet pressure flaps 41 in the spacious storage interior 42 of the main runner 11 a. As storage, all free spaces are in the main runner 11 used because they are designed as communicating vessels. From here the air flows through the outlet pressure flaps 18th and the calibrated holes 10 in the running game between the main runner 11 and the immovable part 20th of the combustion tube 19th and thereby cools the combustion tube 19th all-round. In the combustion chamber 21 the air enters from the front and gets through the air baffle 134 a vortex-like movement in front of a fuel nozzle. In addition, air comes through the side screen pockets of the combustion chamber 21 with inlet openings 25th . By taking these precautions, it returns from the combustion chamber 21 radiated heat back into the process with the incoming air - a important factor in regulating the thermal regime and increasing efficiency.

Continuous burning of the fuel (the Joule process) creates an air-gas flow in the combustion chamber, which is drawn in portions from the combustion tube 19th with every revolution of the main rotor 11 into the work rooms of the engine stage - pre-expansion stage 7th and expansion stage 46 - is distributed. In the working areas of the motor stage, work takes place with a displacement principle similar to that of the compressor stage 5 but with the opposite effect. This produces a common torque that is shared by the entire group of rotors 4th , 11 moves, including the runners 4th , 11 the compressor stage 5 and the gears of the power shaft 24 . After (almost) complete expansion, the air-gas or steam-gas mixture is expelled into an exhaust collector. The rotary piston engine with a continuous combustion process borrows from a turbo engine the principle of separate working spaces and the uninterrupted working process with (quasi) constant working pressure in the combustion chamber. The work of displacement in the piston proves to be almost three times more effective than the work of the flow of circulation on turbine blades. As a result, the displacement process in the compression and expansion chambers of the rotary piston engine determines a flow rate that is almost three times smaller than that of a turbo engine of similar performance (which also has a flow-like working process) and determines the corresponding smaller dimensions of the working chambers.

According to the above-mentioned circumstances, the rotary piston engine with a continuous combustion process has a fuel consumption approximately three times smaller than that of a turbo engine. As a result of the continuous combustion process, complete combustion of the fuel with a regulated excess of air during combustion and complete expansion of the gas in the expansion spaces, the rotary piston engine has higher efficiencies and better ecological values in terms of emissions than any other type of combustion engine. Any gaseous or liquid fuel, natural gas, including cryogenic substances, can be used. The most important thing is that the rotary piston engine borrows the continuous work process from a turbo engine. Thanks to these and other properties, the rotary piston engine has just as high a specific power value (ratio power / volume or power / weight) as that which otherwise only characterizes the turbines. All of these properties are also inherent in the rotary piston engine with four secondary rotors.

The detailed description of the construction, the work process, the operating systems, properties and special features of the three-stage rotary piston engine with continuous combustion process as well as the versatile synergy effect of combining the elements of piston engines and turbo compressor technology in a common machine have been presented in a technical project. (This material in a shortened version is contained in the book “Rotary piston machine with continuous combustion process”, ISBN 978-3-95404-751-2, Cuvillier Verlag, Göttingen, 2014). A separate part of the project is dedicated to the construction, building materials, operating systems and the conception of an experimental prototype.

Thermodynamic characteristics of the rotary piston engine with a continuous combustion process

Another part of the project is dedicated to the thermodynamic justifications. Thermodynamic model and algorithms for calculating the characteristics of the engine reflected peculiarities determined by the combination of a reciprocating engine and a turbine combustion chamber. The process that quantitatively determines the extent of the flow rate is the continuous combustion process (Joule process) in the combustion chamber. In the calculations, the thermodynamic law was used that the useful part of the energy of the gas flow is the mechanical power (including the reversible polytropic compression work), due to the specific heat capacities c _v and c _p as well as the mass (weight) and temperature of the gas in the Combustion chamber defined. (The temperature is already increased beforehand due to the compressor work.) This law makes it possible to determine the mass of the flow rate per second at the required power m _{1 / s} , ie the weight of the intake air per second. (The weight of the fuel is negligible when considering the mass of the delivery flow.) $${\text{<figure-callout id="1" label="m" filenames="DE102021001227A1\_0002.png,DE102021001227A1\_0011.png" state="{{state}}">m</figure-callout>}}_{1/\text{s}}=\frac{{\text{P.}}_{\text{W.}\mathrm{,\; 0}}}{{\text{c}}_{\text{v}}\left({\text{T}}_{21}-{\text{T}}_2\right)+{\text{c}}_{\text{p}}\left({\text{T}}_3-{\text{T}}_{21}\right)-{\text{c}}_{\text{v}}\left({\text{T}}_{\mathrm{4th}}-{\text{T}}_1\right)}$$

In contrast to Joule processes in the combustion chamber, the processes of compression in the compressor stage and expansion in the expansion stages are determined by equations in pV and TS diagrams (Carnot diagrams) and can be calculated using calculation algorithms. The initial conditions of the calculation program are data on the required power P _{w, o} , speeds n _N [min ^-1 ] and various constants. Based on this data, all parameters, volume and temperature of the flow rate can be calculated.

In the following steps all parameters of the air-gas flow are calculated: First the temperature of the air and the gas T [K] and that Volume of the current in steps per second V _K and V _E. The power is then calculated for all stages, such as the power P _K , which is necessary to drive the compressor, the gas work in the expansion spaces, including in the combustion chamber (with p ₃ = const.) P _2'-3 , the summary Power of the motor stage P _M , the power P _W as a balance of the powers. Then the other characteristics are calculated: thermodynamic efficiency η _vseiliger and effective efficiency η _e , fuel consumption with maximum and nominal regimes m _{1 / h} and m _{2 / h} , the heat to be dissipated when cooling the compressor stage Q _Cool.V and the expansion stage Q _Kühl.E , and finally the diameter of the secondary _{runners d V} and d _E. Other parameters that are necessary for the analysis are also calculated (such as the “thrust of the adapted control nozzle” S _c and the “excess air when burning” ω).

A diameter d of the secondary rotors, which is calculated with a conversion of the diameter of the secondary rotors in the compression stage d _V and in the expansion _{sub-stages d M} to a common diameter, is the starting parameter for a calculation of all other dimensions of the machine, because it is the proportions of the dimensions of the Levels determined. It is therefore possible to calculate the dimensions of the working spaces of the stages according to the parameters of the volume and the temperature of the flow rate that it assumes in each stage. The program, which implements the calculation algorithms described above using a standard spreadsheet, calculates a matrix of the construction variants of the machine, for which the coordinates are the absolute temperature with T ₃ [K] = 973-1623 K and pressure with p ₃ = 7- Serve 22 bar. Each variant corresponds to a certain value of the excess air ω when burning. From the wide range of possible construction variants, you can choose the variant that corresponds to the selected temperature range of the gas and the purpose of the machine. (For example, for an experimental prototype, a temperature range t ° = 800-900 ° C, T = 1073-1173 K is selected before the start of the experiments.)

So every available value for the temperature of the gas T ₃ K in the combustion chamber before entering the expansion stage corresponds to a certain value of the excess ω of the air during burning and a corresponding mass of the air m ₁ sucked in per second, as well as the resulting changes the parameters of their temperature and pressure in the work process. Thus, the control of the gas temperature in the working process of the engine is possible by changing the parameters of the excess ω of the air when burning from an initially low temperature range t ° = 800-900 ° C (T = 1073-1173 K) to higher temperatures of the Gas and back.

Rotary piston expander together with an external, energy-charged gas-steam delivery stream

To enable the above-mentioned rotary lobe expander as a prime mover, according to a first idea, the rotary lobe expander, which was invented as part of the three-stage rotary lobe engine with a continuous work process, is an independently existing machine that functions as a steam or gas turbine as a prime mover can perform, interpret. According to a second idea, the necessary connections between the rotary piston expander and a core steam generator for driving the main shaft of a nuclear submarine are to be found in an area of application that has been selected as an example, and the advantageous options that arise as a result are to be conceived.

Regarding the first idea is from the DE 10 2013 016 274 B4 To separate out the structural design of the two stages of the expander, these stages are to be freed from devices that are not required for the fulfillment of the new tasks and supplemented with new devices required. on 2d the graphic simulation of the formation of the specific profiles of the depressions and the displacement ridges of the three-stage rotary piston engine with an increased diameter ratio of the compression chamber to the secondary rotors of 2.66: 1 is shown. on 3a shows a longitudinal section through the rotary lobe expander with hydrogen and oxygen as fuel. 3b shows a longitudinal section through the rotary piston expander. 3c represents the exterior of the rotary lobe expander. 1h-1 r show elements that are mentioned in the description of the structure, the mode of operation and the operating behavior. All elements keep the numbering that they have in the list of reference symbols DE 10 2013 016 274 B4 got.

Construction, mode of operation and operating behavior: Before describing the construction, which is based on 3a is presented, it is necessary to make the reservation that a variant is presented here that provides three secondary rotors, although variants with two or four secondary rotors are also possible. In addition, variants with an enlarged diameter of the working chambers with the same ratio of rotor diameters, which are here in the ratio of 1: 2 to one another, are also possible. Any deviation from the assumed variant could lead to an advantage in some parameters (e.g. in terms of performance), but this can lead to disadvantages such as B. to enlarged diameters of the bearings and seals as well as worsened working conditions in these, or to increased linear and angular velocities, temperatures, etc.

Main structural parts: Functionally, the rotary piston expander consists of two stages - the pre-expansion stage 7th and the expansion stage 46 - as well as from a fixed burner tube 19th going through a connecting pipe 53 is immovably mounted on the housing and extends through both stages. A front 2 and a back cover 9 with built-in controls, bearings, gears and a power shaft complete the design of the rotary piston expander. These four units form the main structural parts of the rotary piston expander. A branched fluid system and an air cooling system regulate the thermal regime of the rotary piston expander.

Rotating parts: A main rotor extends through both stages 11 and with it through external longitudinal teeth 56 (see 1f , Detail N) bound three slaves 4th . All secondary runners 4th have elongated protrusions - displacement ridges 43 that serve as rotating pistons. In each stage, the pistons sweep over the working chambers formed by the end and side walls of the stages as they rotate. The diameter of each working chamber is twice as large as the diameter of the cylindrical body of the secondary rotors 4th . The main runner 11 has three elongated depressions in each step 23 engaging the displacement combs 43 in the main runner 11 and a common rotation of the main rotor 11 with the secondary runners 4th enable. The main runner 11 represents its interiors 42 for the storage of the pressure medium as well as for the fixed combustion tube 19th free. The main runner 11 also serves as a connecting and synchronization piece for the secondary rotors 4th . The common rotation of the runners 4th , 11 and the optimal sealing contact between the main rotor 11 and secondary runners 4th are by the diameter ratio 3 : 1 and a ratio of the elongated tooth connection of the main rotor to the secondary rotor of 3: 1 is achieved. Each secondary rotor rotates 4th with three times the speed of the main rotor 11 . The external spline 56 the runner 4th , 11 prevents medium residues and grains from sticking to the contact lines of the runners 4th , 11 and eliminates the need for a special common synchronization gear for all rotors 4th , 11 . The waves of the runners 4th , 11 are connected with slot couplings.

Specific profiles: the elongated depressions 23 in the main runner 11 as well as the displacement ridges 43 of the two expansion stages 7th , 46 have specific profiles created by the joint movement of the runners 4th , 11 and displacement combs 43 are defined. The displacement ridges 43 of the expansion stages 7th , 46 can have some deviations from the contours, but only towards the inside. The specific profiles of the longitudinal depressions of the main runner 11 and the displacement ridges 43 the runner shows 1t . The graphic study shows the lines of formation of the profiles as traces of the vector peaks, which the runners imitate as they move together. The graphic simulation of the position of the displacement ridge (vector 2r) when it rotates with 6 ° and of the main rotor (vector 3r) with 2 ° shows the points connected with a flowing line of an approach of the profile depression and the ridge. The rotations of 6 ° and 2 ° correspond to the ratio of the angular speeds of the rotor. The graphic serves as illustrative material. Theoretical profiles with any approximation are defined with computer calculations using the mathematical method of vector algebra. In practice, the in 1u method shown can be applied.

Flow rate: through connecting pipe 53 and from the interior 42 of the uniformly rotating main rotor 73 permanently compressed medium flows into the stationary combustion tube 19th (see 3a , 3b) and is drawn from it through elongated inlet openings 16 (see 1i ) in the workrooms of the pre-expansion stage 7th distributed. There the medium displaces through the displacement ridges 43 in its expansion the secondary runner 4th in rotation. After expansion in the pre-expansion stage 7th the medium flows through the outer medium lines 60 into the expansion stage 46 and is finally processed here. In the expansion stages 7th , 46 meet the displacement ridges 43 Expansion work of the medium and directly drive their own runners as well as through a common gear - wheel of the gear 34 and pinion 47 - the power wave 24 at. The expansion stage 46 has three outlet openings with outlet channels 59 and exhaust flanges 62 (see 1h , 1y , 11 ) through which the processed medium is removed from the rotating displacement combs 43 is constantly expelled into the exhaust gas or exhaust system as it rotates.

Seals: The engagement of the displacement ridges 43 into the depressions of the main rotor 11 in the expansion stage 46 results in a continuous compression line, because the sealing of the working spaces in this stage and in the depressions of the main rotor 11 is through the elongated sealing strips 13th as well as the front sealing strips 81 the displacement combs 43 secured. Sealing strips are on the tips and front sides of the displacement ridges 43 attached and by the springs 55 pressed against the side walls of the working chambers during rotation. The sealing strips are lubricated by oil injection. The oil flows out of the oil channels in the displacement ridges 43 to the games of the sealing strips. The counterweights reduce at higher speeds 27 that are in the bodies of the tributaries 4th furnished and with elongated sealing strips 13th through the connecting sticks 54 are connected, the pressing force of the spring. At high speeds, the sealing strips are in spite of the effect of feathers 55 back into the displacement ridges with counterweights 43 drawn in to avert a strong braking effect due to friction. The medium losses at high speeds are relatively lower than at low speeds. In order to prevent a braking effect due to a pressure gradient when the engine is working with small powers (in this case the available expansion space exceeds the necessary), there are displacement ridges 43 the expansion stage 46 the equalizing flaps 38 furnished to the exhaust chamber.

Expansion sub-stages 7th , 46 : The pre-expansion stage 7th and the expansion stage 46 are parts of the common expansion space. This division plays an important role. The pre-expansion stage has heat-resistant layers 45 on all surfaces in contact with hot medium and no seals on the running displacement combs 43 - The medium escaping through the running game is processed in the following stage. The expansion stage 46 has seals that prevent medium pressure loss. This stage works with the medium whose temperature is after the expansion in the expansion pre-stage 7th has decreased. This distribution enables the machine to withstand the high temperature loads. A second advantage is that this division halves the loads on the bodies and bearings of the rotor halves caused by the working pressure of the medium. A third advantage results from the fact that this division results in an even curve of the torque on the power shaft 24 serves: The torques of both expansion stages 7th , 46 follow one another and overlap one another. Therefore, the combined torque never drops significantly, especially not to zero.

In the side walls and the rear end wall of the expansion output stage 46 (see 1y , 1m , 1p , 1r) are the shut-off valves 64 at the inlet ports 61 set up as well as the separate gear drive wheels 65 the shut-off valves 64 and center gears 66 (see 1p) in the rear cover space for the synchronous rotation of the rollers of the shut-off valves 64 with the secondary runners 4th appropriate. The shut-off valves 64 prevent the loss of the working medium from the workrooms of the pre-expansion stage 7th and the outer gas (or medium) lines 60 for the time in which the working spaces of the final expansion stage 46 are connected to the exhaust chamber, ie until the moment when the displacement ridges 43 after passing the exhaust ducts 59 again in position by the inlet ducts 61 (see 1h , 1k) come.

Inlet flaps: In the displacement ridges 43 the expansion stage 46 are the equalization flaps 38 attached as flexible elongated lamellas (see p. 1i , 11 ). The lamellas are housed in the shafts, which have the sprues with contour armchairs for the lamellas in order to seal the flap in the locked state. The equalization flaps 38 at the displacement ridges 43 in both expansion stages 7th , 46 are formed similarly.

Fixed pipe: The fixed combustion pipe 19th is in two parts from an immovable 20 and a movable part 35 built together with the fixed combustion tube 10 a controllable outlet opening 17th of the combustion tube 19th form (s. 1a , 1n) . An actuating gear made of a gear segment 36 and gear transmission 37 (see 1a) regulated by adjusting the moving part 35 of the combustion tube 19th regarding the immovable part 20th of the combustion tube 19th the controllable outlet opening 17th of the combustion tube 19th and thus controls the output of the medium in the expansion output stage 46 .

Connection pipe: The connection pipe 53 and the main rotor shaft 71 (see 1a) come with two METAX mechanical seals 124 Type U insulated from the space of the front cover and cooled with the liquid coolant between the two rings. This protects the area of the front cover with bearings and seals from heat and pressure from the pressure chamber of the main rotor.

Sealing the medium space: Sealing the medium space from the rest of the construction requires special measures (see Sect. 1a , 1n) . At the rear of the immovable part 20th of the combustion tube 19th is a METAX metal bellows mechanical seal 125 of type MU applied to the space between the main runner 11 and the immovable part 20th of the fixed combustion tube 19th seals and thus isolates the area of the rear cover from the working pressure chamber. In both cases, these seals must match the parameters and working conditions at their places of use (when calculating the cooling of the area of use). The high-performance GFT radial seals of the type 103 seal the space between the fixed burner tube 20th and between the movable combustion tube 35 and the compressed gas line 112 away. Even with the shut-off valves 64 come deep groove ball bearings and GFT radial seals of the type 103 to use. These seals have application limits as mentioned above and are therefore suitable for their intended use.

Compensation of the thermal expansion: To compensate the thermal expansion of the housing, the connecting pipe 53 and the immovable part 20th of the fixed combustion tube 19th press springs to compensate for thermal expansion 104 (see 1a , 1n) that are in an approach to the front wall 121 are appropriate, the fixed burner tube 19th to the connecting pipe 53 . This is how O-rings are made 127 made of sintered metal between the connecting pipe 53 , Mechanical seals type U, and the fixed combustion tube 19th pressed with the working pressure.

Pressure protection flap: One in the performance wave 24 placed pressure protection flap 52 Prevents the risk of overpressure in the work rooms by dividing part of the medium through a pressurized gas line 112 is released into the atmosphere. When the pressure protection flap responds 52 (see 1a , 1n) the overpressure gas passes through the bores in the power shaft 24 into the gas extraction hood 107 and is then discharged into the exhaust system at low pressure.

Bearings: All runners turn in the needle bearings 3 with ribs and inner rings (see p. 1a) that are set up in the partition walls of the steps. They are provided with lubricating oil through the oil channels and sealed with GFT seals. The use of the FINDLING needle roller bearings and GFT seals for the rotor shafts is defined in both stages by extreme working conditions and high requirements, here pressures up to 70 bar, temperatures (with liquid cooling) up to 300 ° C, speeds on the secondary rotor 4th until 15th 000 rpm, on the main rotor 11 up to 5555 1 / min, dynamic load values for lubrication up to 35,000 N. These limitations affect the stability of the needle roller bearings 3 with ribs and inner rings in combination with seals made of resilient PTFE material with stainless steel, the companies FINDLING and GFT can probably comply. The liquid cooling and lubricating oil systems must also guarantee the temperature limits mentioned above. The runners are on the front and back covers 4th , 11 with deep groove ball bearings 32 provided that the needle roller bearings 3 relieve of axial forces.

Lubricating oil system: It covers the required oil requirement both for the lubrication and cooling of all bearings of the rotary piston engine as well as those in the devices that are used for control and regulation. A central oil supply supplies high-pressure lubricating cooling oil for the support bearings of both stages, liquid coolant between the two rings of the mechanical seals and on the sealing strips of the expansion output stage 46 . High-pressure power oil is also supplied to remote-controlled hydraulic actuators, if necessary, low-pressure lubricating oil to all deep groove ball bearings used on the front and rear covers.

Cooling systems: For all needle roller bearings 3 with seals, the connecting pipe 53 and parts of the main rotor and the inner walls of the working chamber of the expansion sub-stages 7th , 46 there is a common cooling system with a liquid medium. The end walls of both steps are constructed in two parts: the end walls 101 itself and the support parts 102 with maze channels 30th for the liquid coolant (s. 1a , 1c ) The coolant inlet ports are accordingly 51 and coolant outlet nozzle 49 set up for cash. The side walls are also constructed in two parts: the side wall itself with elongated channels and a sleeve 86 with hardened inner surface, which is swept over by the displacement combs as they rotate. The side walls are reinforced with partition walls and robust triangular frames are combined, which form the step housing. The thickened side walls allow the elongated feed 61 and outlet ducts 59 (see 1h , 1i ) as well as the shut-off valves 64 to set up the expansion output stage for air or medium (s. 1p . 1r). To the outside, the steps form platforms for external medium lines 60 and exhaust flanges 62 (see 1h , 1i ). The interior of the secondary runners is cooled with air coming through the cooling air outlet nozzle 68 (see 1a) the waves of the runners 4th is fed.

Working process: In the rotary lobe expander, the stages and main units perform the following functions: Through the connecting pipe 53 pressure medium constantly enters the pre-expansion stage 7th a. The pressure medium then passes through openings in the immovable part of the combustion tube 19th (or medium pipe) in the expansion pre-stage 7th . Here, its isobaric expansion occurs through the entire working area of the expansion pre-stage 7th and expansion takes place without interruptions through this stage with further rotations, as long as medium enters with constant pressure of the installed working regime. The resistance of the pressure is due to the interiors 42 stabilized. This is by means of the displacement ridges 43 constant torque on the secondary rotors 4th the pre-expansion stage 7th produced. A part of the medium constantly occurs due to the running play of the displacement combs 43 is broken through the elongated openings and elongated supply channels 61 (see 1h , 1k) with a polytropic expansion in the medium lines 60 and accumulates here until the stop valves 64 at the elongated inlet ducts 61 the access of the medium to the expansion output stage 46 to open. After partial expansion of the medium in the expansion output stage 46 that takes up the displacement ridges 43 this stage the elongated openings and outlet channels 59 reach, medium with residual pressure is ejected into a discharge system.

The displacement combs rotate under the action of the expanded medium 43 of the two expansion stages 7th , 46 their own runners 4th . Because all runners 4th , 11 of the rotary piston expander are connected by means of external teeth, drive the rotor shafts of the expansion sub-stages 7th , 46 through a common gear with pinion 47 and gear wheel 34 the power wave 24 at.

The working pressure of the medium changes when a change in the performance of the medium generator is requested or when the counter-torque on the shaft changes. The pressure can increase until the counter-torque has been overcome. The working pressure is through a pressure protection flap 52 that the overpressure medium is limited when the pressure protection flap responds 52 transferred into the exhaust system (s. 1a , 1n) . As the pre-expansion stage 7th has no seals, part of the medium is lost through the running play of the displacement combs 43 broken through, but is not lost, but becomes in the following expansion stage 46 exploited.

The first stage of the rotary lobe expander never stops producing the torque, because the entire working medium rotates the displacement combs 43 this stage through elongated inlet channels 61 continuously. The pressure medium also emerges from the storage space into the expansion output stage 46 through the controllable outlet opening 17th of the fixed combustion tube 19th (see 1a , 1n) . In the expansion stage 46 guarantee the longitudinal sealing strips 13th and face sealing strips 81 at the displacement ridges 43 the lossless processing of the medium. Actuating gear made of a gear segment 36 and gear transmission 37 (see 1a) regulate by adjusting the moving part 35 of the combustion tube 19th regarding the immovable part 20th of the combustion tube 19th the outlet opening 17th of the combustion tube 19th and thus controls the output of the medium through inlet openings 16 into the expansion stage. This controllable distribution of the pressure medium between the two stages of the rotary piston expander enables precise control on small regimes.

Screw engine with four secondary rotors, the compressor stage controlled by means of working pressure and the combustion chamber optimally controlled by means of feedback to the exhaust chamber.

Although conventional reciprocating piston machines and turbines are still widely used in drive technology, there is a renewed trend towards the development of prime movers that operate on the rotary piston principle. The machines with this working principle attract attention because, unlike reciprocating piston machines, they have a continuous working process with restrained inertia forces. This results in the demand for higher speeds and a relatively lower weight of the machine. They can exceed the performance volumes K _L compared to the piston engines (K _L up to 350 KW / m ³ ) and can even, at least theoretically, compete _{with the turbines (K L} up to 9000 KW / m ^{3) with this characteristic.} In addition, the rotary piston engines are cheaper to manufacture than turbines; in addition, at least theoretically, they have a lower fuel consumption and less pollutant emissions than piston engines.

Rotary piston engines have numerous applications. Examples are the DE 2009 732 A , DE 197 11 084 A1 , U.S. 3,203,406 A , DE 10 2006 038 957 A1 , DE 10 2009 005 107 B3 , WO 2010/081469 A3 , DE 2010 006 487 B4 , DE 10 2012 011 068 B4 and DE 10 2013 016 274 B4 called. There is still another type of internal combustion engine from the class of piston engines which can operate with a smooth working process and thereby high speeds, disclosed in US Pat DE 2 500 816 A1 , DE 9 111 849 U1 , DE 9 401 804 U1 , WO 2000/077363 A1 and WO 2000/077364 A1 . This type turns out to be a combination of screw compressor and screw expansion engine, which provides for combustion of the fuel in a combustion chamber in front of the screw expansion engine. A few pairs of screws with a compression or expansion effect serve as the main elements for both stages. The working process is similar to that of conventional piston engines. This means that there are separate compression or expansion machines. Only here the spaces are reduced and / or enlarged by turning the toothed screw pairs, which leads to compression or relaxation. The compression or expansion or relaxation process is continuous and can therefore run at high speeds. The main advantage is that the runners are not in contact with one another and therefore do not wear out.

The screw compressors have long been tried and tested in compressor, refrigeration and conveyor technology. A whole range of screw compressors, feed pumps or refrigeration machines with screw compressors as a component can be found on the Internet. The areas of application for the mostly used single-stage compressors are in the areas where the flow rates are 1-750 m ³ / min, pressure ratios of up to 22 are possible with oil injection, the rotors have diameters of up to 650 mm at a peripheral speed of 50 to 150 m / s and the speeds, limited due to the bearings, up to 25000 min ^{-1 are} possible. There is little wear on the rotors, there are no free inertia forces, and contaminated media (air) are permitted. But the efficiencies are relatively small and the production has to be very precise. This is where newly developed, improved rolling processes help.

So a screw compressor combines the advantages of a purely rotating turbo machine ( their speed, the lack of inertial forces) with the stable delivery characteristics of the piston machines. Given its characteristics, it makes sense to use this type of construction in an inverted role, namely as an expansion engine. In cooperation with a separate combustion chamber and another screw compressor for the air supply, a unit of this type could serve as a prime mover in various applications. A prime mover of this type has not yet been built, although patents have long existed. The reason could be the lack of a constructive scheme that regulates the heat and compression as well as expansion processes in the working spaces (ducts). The thermal expansion and the risk of the screw pairs being consumed if the heat conditions are not structurally ensured can be a major obstacle. The continuous further development in mechanical engineering and materials gives additional prospects for a properly designed screw power machine. Such a screw power machine is shown in the following figures and explained with the following texts.

4a shows a three-dimensional diagram of the screw engine with four secondary rotors, a compressor stage controlled by means of working pressure and a combustion chamber optimally controlled by means of feedback to the exhaust chamber. The work process and the transitions of media can be seen on the section through the main runner and one of the secondary runs. 4b shows sections and views.

4a represents a five-shaft screw power machine, which consists of a compressor stage 331 , an expansion stage 341 and a relaxation stage 338 consists as well as a main runner 330 (Called Malerotor) and four secondary rotors 366 (Femalerotoren), which are in tooth connection with the main rotor 330 stand. Next are some locking washers 373 with pressure control edges 374 the compressor stage 331 with a control device 329 , an inlet pipe 361 with electrical fuel and starting air lines 362 , a combustion chamber 347 with an outlet pressure flap 355 and a feedback device connected to this with an expansion sleeve 352 , a two-part burner tube 344 , 345 , a synchronization gear 335 and a power shaft transmission 349 in 4a to see.

• - Vorderdeckel 324 mit Kugelrollenlager 325 für Lagerung Welle des Hauptläufers 330,
• - Vordereinheit 326 mit Kugelrollenlager 364 für Lagerung den Nebenläuferwellen 365,
• - hintere Stirnwand 337 der Verdichterstufe 331 mit Gleitlager 328 für Lagerung den allen Läuferwellen, Sperrscheiben 373 bei Drucksteuerkanten 374 (s. Schnitt A-A) und ihren Steuereinrichtungen 329,
• - Verdichterstufe 331,
• - vordere Stirnwand 334 der Verdichterstufe 331 mit Gleitlager, Saugstutzen 332 und Luftfilter 333,
• - hintere Stirnwand 337 der Entspannungsstufe 338 mit Auslassöffnungen bei Auslasssteuerkanten und Auspuffstutzen 336 der Entspannungsstufe 338 wie auch Synchronisierungsgetriebe 335,
• - Entspannungsstufe 338,
• - vordere Stirnwand 334 der Entspannungsstufe 338 mit Gleitlager und Gasleitungen 340,
• - Expansionsstufe 341,
• - hintere Stirnwand 342 der Expansionsstufe 341 mit Gleitlager und Gasleitungen 340,
• - Hinterteil 344, der eine Brennkammer 347 und ein zweiteilig ausgebauten Brennrohr 345, 348, hintere Lufteintrittsöffnungen 367, Luftzufuhrleitungen 368 [s. Schnitt (N - N)], eine Auslassdruckklappe 355, eine Rückkopplungseinrichtung mit Dehnbuchse 352 und eine Gasleitung 353 hat,
• - Leistungswellengetriebe 349 mit Kugelrollenlager 369,
• - Hinterdeckel 350 mit Kegelrollenlager 351 für Lagerung der Leistungswelle 370.

In terms of design, the screw power machine consists of the following units, which are connected to one another by means of quick-dismantling couplings:

• - front cover 324 with ball roller bearing 325 for storage of the main rotor shaft 330 ,
• - front unit 326 with ball roller bearing 364 for storage of the secondary rotor shafts 365 ,
• - rear end wall 337 the compressor stage 331 with plain bearing 328 for storage of all rotor shafts, locking disks 373 with pressure control edges 374 (see section AA) and their control devices 329 ,
• - Compressor stage 331 ,
• - front end wall 334 the compressor stage 331 with slide bearing, suction nozzle 332 and air filter 333 ,
• - rear end wall 337 the relaxation level 338 with outlet openings at outlet control edges and exhaust port 336 the relaxation level 338 as well as synchronization gears 335 ,
• - Relaxation level 338 ,
• - front end wall 334 the relaxation level 338 with slide bearings and gas pipes 340 ,
• - expansion stage 341 ,
• - rear end wall 342 the expansion stage 341 with slide bearings and gas pipes 340 ,
• - buttocks 344 holding a combustion chamber 347 and a two-part burner tube 345 , 348 , rear air inlets 367 , Air supply lines 368 [s. Section (N - N)], an outlet pressure flap 355 , a feedback device with an expansion sleeve 352 and a gas pipe 353 Has,
• - Power shaft transmission 349 with ball roller bearing 369 ,
• - back cover 350 with tapered roller bearings 351 for storage of the power shaft 370 .

In 4a it can be seen that with four suction nozzles 332 sucked in air from the compressor stage 331 is compressed and from the controlled pressure control edges 376 the compressor stage 331 to a compressed air room 372 flows. Here it divides into five directions: A main stream goes to the combustion chamber 347 through the main rotor shaft 360 and cools the main runner along the way 330 from the inside that and inlet pipe 361 with electrical lines, fuel and starting air lines 362 from the outside. The four remaining streams go through the slave shafts 365 , cool the runners along the way 366 from the inside and get into the combustion chamber 347 through the air supply lines 368 .

From the combustion chamber 347 charged gas flows through the outlet pressure flap 355 and gas pipes 346 in the combustion tube 345 , 348 in the four directions to the inlet openings at the pressure edges of the expansion stage 341 . In the expansion stage 341 gas does the expansion and part of the relaxation work and flows on to the expansion stage 338 . Here the gas does the remaining part of the relaxation work and is then carried out through the four exhaust ports 336 pushed out into a disposal facility. Since the expansion space required for complete expansion of the gas exceeds the compression space almost twice, it makes sense to divide the entire expansion space into two expansion stages: a larger expansion stage 341 and smaller relaxation level 338 . An additional supporting wall, namely the front wall 339 for mounting the rotor shafts between the stages enables this to be achieved and thereby improved working conditions. You can also use the expansion stage 341 , which has to work with very high thermal loads, the cold play of the rotor ε / D considerably increase in order to avoid contact of the rotor due to their thermal expansion. In the relaxation stage 338 on the other hand, stricter requirements can be imposed on the quality of the seal, perhaps even using water injection, because after the expansion in the expansion stage 341 and cooling by the cooling systems of the screw machine (see further explanations), the working gas is already at a lower temperature.

The combustion chamber 347 is designed as with gas turbines. It ensures proper atomization, ignition and complete combustion of the fuel with little generation of pollutants. The burner tube 345 , 348 is designed in two parts for assembly reasons. The front part 345 is with bolts on the rear bulkhead 342 mounted and with the rear part 348 firmly connected. It has an air inlet opening 367 for compressed air passing through main runners 330 flows in, as well as an air supply line 368 for the air flowing through the tributaries 366 and connecting flanges of the two burner tube parts 345 , 348 is delivered. The second part of the combustion tube is with the exhaust pressure flap 355 , a feedback device with an expansion sleeve 352 and gas pipes 353 equipped and cooled with liquid coolant. It also has inlet and outlet connections and channels for coolant. The expansion sleeve 352 is connected to the exhaust chamber through a gas pipe 353 tied together. The gas pressure space of the combustion chamber 347 is from the housing space through a labyrinth seal 354 around the connecting rod from the outlet pressure flap 355 to the expansion sleeve 352 sealed. The details of additional features of the screw power machine, interpretations and calculations are explained in more detail in their entirety and shown in drawings in the DE 10 2010 020 681 A1 .

The working process in the combustion chamber 347 is a simple Joule process (diesel process) in which the fuel burns in a stable manner at constant pressure. To do this, only a certain amount of the gas flows through the feedback-controlled outlet pressure flap at constant pressure 355 in the back part 348 the combustion tube and four gas lines 346 to the inlet control edges 376 the expansion stage 341 . The gas pressure from the exhaust chamber corrects with its counteraction at the expansion sleeve 352 the location of the outlet pressure flap 355 . In the work rooms of the expansion stage 341 the inflowing gas does its work initially with the constant pressure of the diesel process. After the gas inlet is interrupted, the admitted gas then performs the expansion work until the gas is expelled into the expansion stage 338 . This is where the final expansion work is done. Basically, accelerating is decisive for controlling the power. The feedback device in particular makes it possible to maintain an almost complete expansion work of the gas and to adapt the fuel supply (consumption) to the power requirement and thus to regulate it efficiently.

Further thermodynamic considerations of the work processes of the power machine allow the parameters of the work processes, including V _V and V _E , to be precisely defined and the dimensions and dimensions of the screw power machine to be determined therefrom. For thermodynamic considerations, an unstoichiometric ( _{i.e. with excess air ω = V V} / N _min > 2) isobaric combustion process is provided in the combustion chamber, with the parameters of the working medium being defined as conditions that pressures and temperatures are within a certain range. The selected temperature range is considered to be compatible with materials, but with the proviso that the higher the working temperatures and pressures, the higher the value of the thermodynamic efficiency η _V.

The calculation process, analysis of the resulting data and selection of the best variant with a calculation example are detailed in the DE 20 2006 008 158 U1 demonstrated. When entering the desired power, speeds and values of various constants, a Works computer program provides calculation data on the parameters of any variant of the rotary piston engine, including dimensions, temperature fields, efficiency and consumption, waste heat, etc. The algorithms and programs of the thermodynamic calculations as well as the process of Calculations are identical for the entire class of rotary piston engines with a continuous combustion process. Only the design properties and the default data of the specific engine are specific. Algorithms and programs are made accessible to everyone by the inventor in the book "A hybrid of rotary piston engine and turbine with huge synergy effect" (ISBN 978-3-954-751-2, Internationaler Wissenschaftlicher Fachverlag Cuvillier Verlag Göttingen; ISBN 978-3-7357- 6793-6 BoD Books on Demand, Norderstedt).

Elaboration of aircraft shapes according to the invention

Front air compressor

The best choice for a front air compressor would be a compressor stage that is designed like the compressor stage of a rotary piston engine with a continuous combustion process, but with increased dimensions and moderate speeds (see Fig. 6a-c ). An artificially created environment for the rotary piston engine with a continuous combustion process can form a compressed air envelope with compressed air produced by the front air compressor. This compressed air can serve as a highly effective air charge for the rotary piston engine and thus increase its performance exponentially, while the environment can isolate the engine from the outside world and thus utilize the exhaust and cooling heat from the engine and its heat exchangers, which leads to considerably higher degrees of efficiency.

A new type of devices for creating the lift for vertical take-off and landing of an aircraft, namely with controllable, storable air flow nozzles and a steerable spheroidal air jet nozzle for propulsion, can bring the best results for vertical take-off, vertical landing and attitude control of the aircraft. So there is an economical and environmentally friendly solution to the problem of an engine system by multiplying the power of an engine with a continuous combustion process, which should also have VTOL properties, with the following composition of the components:

Front air compressor

The front air compressor 138 (see 6a , 6b) is a compressor system that is built similarly to the compressor stage in a rotary piston engine with a continuous combustion process. It is used as an operator in an engine that is used in the DE 10 2017 009 911 B4 is revealed. At this point, another type of compressor can generally be used, such as a screw compressor, which is widely used in refrigeration or conveyor technology, or the vane compressor of a fan or profi drive unit of a large aircraft. But the choice falls on the type mentioned above, because it shows the highest characteristic value of the power volume (KL = P / ΣV) and better efficiencies than the screw compressor or another type of compressor (see the technical project "Three-stage rotary piston engine with continuous Burning process “ISBN 978-3-954-751-2, international scientific specialist publisher Cuvillier Verlag Göttingen; ISBN 978-3-7357-6793-6, BoD Books on Demand, Norderstedt).

The front air compressor has to fulfill its main function 138 ( 6a) has three runners 72 , everyone with a displacement crest 57 , and a free inner space with an inlet opening 114 for the entry of air, each through self-cleaning air filter systems 90 is cleaned, as well as a main runner 73 with free internal spaces 170 for compressed air. Specific profiles of longitudinal indentations 74 of the main runner 73 and displacement combs 57 the secondary runner 72 are in the DE 10 2009 005 107 as in 1t shown. The seal of each compression chamber and the depressions in the main rotor 73 is with from feathers 110 loaded longitudinal and front sealing strips (not shown here) reached in the displacement ridges 57 are appropriate. At high speeds, all sealing strips are closed in spite of the action of the springs 110 by special devices with rotating counterweights 205 back to the displacement ridges 57 drawn in to avert a strong braking effect due to friction. The air and gas losses at high speeds are lower than at low speeds; in addition, they are reduced by oil injection at the sealing strips. The compressed air passes through elongated inlet pressure flaps 176 into the displacement ridges with every rotation 57 a.

The front air compressor 138 also has a device for controlling the air outlet valve by means of control valves 83 of the front air compressor 138 (see 6a) a system for controlling the working gas temperature as well as complete or partial deactivation of the self-cleaning air filter systems 90 , which has a structure similar to that of a rotary piston engine with a continuous combustion process. This is what this system with valves and the control valves is for 83 of the front air compressor 138 , Actuators 174 the control valves 83 of the front air compressor 138 (see 6b , 6c ) to convert the valve sockets 171 as well as actuators 70 for drive rollers of the valve sleeves 171 and pinch rollers 99 is equipped with filter loops. Via elongated discharge openings 204 (see 6b) are the self-cleaning air filter systems 90 set up as infinite loop treadmills and set up by the actuators 70 for the drive rollers 70 the valve sockets 171 be pushed through the filter devices at variable speeds. The treadmills are blown through by the excess air expelled from the compression chamber. A treadmill section then filters the intake air, while an adjacent area flushes the treadmill in parallel, so that the dirt can pass through a dirty air duct 92 can be blown out into the environment.

For operating the rotors of the front air compressor 138 the system has its own gearbox, which consists of a reduction gearbox 184 and a pinion 40 an exchangeable gearbox 40 to the Reduction of the speed of the rotors of the front air compressor 138 compared to the speeds of the rotary piston engine with multiplied power 80 consists. The runners of the front air compressor 138 are interconnected by an external longitudinal toothing 56 connected - similar to the rotor of a rotary piston engine. The compressed air flows through three compressed air lines from the space of the main rotor and the interior of the system, which also serves as a reservoir 169 in a compressed air envelope 296 with the rotary piston engine with a continuous combustion process inside, which acts as the operator for the front air compressor 138 serves.

The power plant according to a variant 2 the end 6b has a front air compressor built similar to a patented rotary piston engine with self-cleaning filter systems and a system for controlling the gas working temperature as well as with an exchangeable reduction gear, with the aim of simply adapting the performance of the rotary piston engine to the needs of the front air compressor 138 to adapt in this variant with variable speeds. But the front air compressor shows 138 In this variant, enlarged dimensions with an increased diameter ratio of the compression chambers to the secondary rotors of 2.66: 1 in order to ensure a high pressure torque for the shaft of the blower or turboprop propulsion or increased compressed air masses when using the engine system in aircraft with short-distance take-off and landing .

The front air compressor 138 has an airflow jacket 187 for assigning the front air for cooling the system and for installation in the aircraft. For the buoyancy in this variant there is a controllable gate-like central at the center of the weight masses in the compressed air envelope 296 built-in air jet nozzle 198 and three smaller air jet nozzles built as throttle valves. A front throttle valve is used for these air jet nozzles 212 the back drive, two lateral throttle pressure flaps 200 the orientation of the aircraft. Another spherical air jet nozzle 190 is intended for propulsion and control from the rear of the engine system. In addition, three cooling air inlet nozzles (diffusers) 203 Intake air sucked in and to the three air filter systems 90 guided. The size of the intake openings of the diffusers 203 can be controlled with a device for adaptation to atmospheric conditions according to altitude and airspeed (not shown here).

Stern steering

• - eine erste Getriebeeinheit 252 zur Übertragung des Drehmomentes von Kraftmaschinen zum Heck-Schaufelwerk 250,
• - eine zweite Getriebeeinheit 281 zur Umstellung eines Drehbalkens 248 mit dem darauf befestigten Heck-Schaufelwerk 250.

With many types of aircraft, a tail control ensures the safe position of the aircraft and any evolutions during vertical take-off / landing and transitional flights to horizontal flight and back. It consists of a rear shovel mechanism 250 and operating devices that operate on 7a-e you can see. 7d shows in fragment A part of a device for the rear control, which makes all necessary adjustments of the rear shovel 250 performed - in both a pilot and automatic controlled position for vertical flights and hovering as well as two fixed positions for loading processes, repairs and prophylaxis. The device consists of a gear unit that combines two gear units:

• - a first gear unit 252 for the transmission of the torque from prime movers to the rear shovel mechanism 250 ,
• - a second gear unit 281 for moving a rotating beam 248 with the rear shovel attached to it 250 .

• - eine Drehwippe 261 mit zweireihiger Pendelrollen-Lagerung 262 (DIN 628), die radiale und axiale Lasten in beiden Richtungen sowie Momentenbelastungen aufnimmt,
• - ein Drehbalken 248 (s. 7c) mit dem darauf befestigten Heck-Schaufelwerk 250,
• - ein Hydrozylinder 269 (s. 7d) zur Wendung der Drehwippe 261 und des mit ihr mittels Verschraubung verbundenen Drehbalkens 248,
• - ein Hypoidradpaar 263 (s. 7d) zum Betreiben einer Welle 272 des Heck-Schaufelwerks 250,
• - ein Stellgetriebe 249 (s. 7c, 7d) zur Umstellung in die Rollrichtungen des Heck-Schaufelwerks 250,
• - Verbindungsgetriebe 254 (s. 7a, 7b) zur Übertragung des Drehmomentes von zwei Drehmaschinen,
• - eine schleifringlose elektromagnetisch betätigte Einflächenkupplung 253 mit dem Verbindungsgetriebe 254 (s. 7d).

On the fragment A (s. 7a , 7d ) can be seen:

• - a rocker switch 261 with double-row spherical roller bearings 262 (DIN 628), which absorbs radial and axial loads in both directions as well as moment loads,
• - a rotating beam 248 (see 7c ) with the rear shovel attached to it 250 ,
• - a hydraulic cylinder 269 (see 7d ) to turn the rocker switch 261 and the rotating beam connected to it by means of a screw connection 248 ,
• - a pair of hypoid gears 263 (see 7d ) to operate a shaft 272 of the stern bucket 250 ,
• - an actuator 249 (see 7c , 7d ) to switch to the rolling directions of the rear shovel mechanism 250 ,
• - connecting gear 254 (see 7a , 7b) for transmitting the torque from two lathes,
• - an electromagnetically operated single-face clutch without slip rings 253 with the connecting gear 254 (see 7d ).

7c shows a fragment B of the stern steering system, on which the construction and the operating behavior of this system can be seen in more detail.

• - das Stellgetriebe 249 mit einer Lagerung 270 zur Umstellung in die Rollrichtungen des Heck-Schaufelwerks 250,
• - eine Nabe 268 des Heck-Schaufelwerks 250,
• - ein Kopf 266 mit Stangen 267 zur Verbindung des Kopfs 266 mit dem Heck-Schaufelwerk 250,
• - der Hydrozylinder 269 mit Stock 264 und Lager 265 zur Umstellung des Heck-Schaufelwerks 250 auf den erforderlichen Winkel.

In 7c can be seen:

• - the actuator 249 with a storage 270 for changing over to the rolling directions of the rear shovel mechanism 250 ,
• - a hub 268 of the stern bucket 250 ,
• - a head 266 with rods 267 to connect the head 266 with the rear shovel 250 ,
• - the hydraulic cylinder 269 with stick 264 and warehouse 265 for converting the rear shovel mechanism 250 to the required angle.

• - Stellung 1 mit hoch ausgeschobenem Kopf 266 und minimalem Anstellwinkel von Blättern 255 des Heck-Schaufelwerks 250,
• - Stellung 2 mit einer unteren Position des Kopfes 266 und maximalem Anstellwinkel der Blätter 255.

In addition, in 7c two positions of the head 266 and correspondingly two positions of a paddle wheel 299 with limit positions of the rear bucket 250 shown:

• - Position 1 with the head pushed out high 266 and minimum angle of attack of blades 255 of the stern bucket 250 ,
• - Position 2 with a lower position of the head 266 and maximum angle of attack of the blades 255 .

The head 266 rotates together with the hub 268 because he's through the bars 267 with the leaves 255 tied together. To move the leaves 255 The hydraulic cylinder is used to set the required angle 269 that with his stick 264 the head 266 moves, reducing the angle of attack of the blades 255 is determined. By changing the angle of attack of the blades 255 you control the aircraft's pitching movements during vertical flights and hovering. The rotation of the stern bucket 250 with the actuator 249 around the axis is used to yaw motion of the aircraft during vertical flights and hovering. The conversion of the rotating beam 248 with the rear shovel attached to it 250 down is used to move the aircraft backwards during vertical flights and hovering.

• - Verteilung des Drehmomentes zur Vorrichtung der Hecksteuerung zwischen den Triebwerken oder Anschaltung nur eines der Triebwerke dafür,
• - Verbindung von Schaufelrädern der beiden Triebwerke miteinander bei Ausfall eines der Triebwerke.

In addition to the connecting gear, the transmission of the torque from both engines to the tail control is used 254 also another connecting gear 258 as well as a switch box 259 that on 7a you can see. The switch box 259 fulfills the following functions:

• - Distribution of the torque to the device of the tail control between the engines or connection of only one of the engines for this purpose,
• - Connection of paddle wheels of the two engines with each other in the event of failure of one of the engines.

Roll motion control nozzles are also used to control the flight attitude during vertical take-off in roll and yaw motion 278 on the wings 256 (see 7a , 7b) usable, especially for precise control. The nozzles can be fed with exhaust gases from the engines, which, however, still have sufficient pressure after they have been partially cooled down. The two prime movers generate and support increased pressure. The use of the roll motion control jets 278 on the wings is very helpful for increased and precise maneuverability.

Compressed air envelope

The rotary piston engine with a continuous combustion process in the compressed air envelope 296 in engines after the DE 10 2017 009 911 B4 (see 6a , 6b) is with the drive shaft to the front air compressor 138 Installed facing forward, for connection to a shaft of the reduction gear 184 . A transmission gear is used to transmit the torque from the rotary piston engine of the adjacent engine of the aircraft if its own rotary piston engine fails 283 coming out of a gearbox 182 with bevel gear pair, a friction clutch 180 , a high-performance GFT radial seal 178 of type 103 and a drive shaft 168 to the front air compressor 138 consists.

Every rotary piston engine 80 has a multiplied capacity and functionally consists of three stages: a compressor stage 146 , a pre-expansion stage 147 and an expansion output stage 150 . A unit (not entirely shown here) that runs through some compressed air lines 162 with some air intake nozzles, a combustion tube with a combustion chamber inside through compressed air lines 169 unites, transfers fresh compressed air that has been delivered to a longitudinal intake opening 163 so that the exhaust gases of the rotary piston engine 80 not into the longitudinal intake opening 163 can get. The unit is immobile on the rotary piston engine 80 attached and extends through all three levels. A front cover 141 and a back cover 153 the compressed air envelope 296 with built-in controls, bearings, gears and a drive shaft 168 to the front air compressor 138 complement the shape of the rotary piston engine 80 . These six units form the main structural parts of the rotary piston engine 80 with multiplied power. The pre-expansion stage 147 and the expansion stage 150 together form an engine stage of the rotary piston engine 80 . On the compressor stage 146 no air filters are installed. Additional operating devices are external heat exchangers 185 , Aggregates of auxiliary systems, a fitting and frame for connection to the compressed air envelope 296 (not shown in more detail).

The power plant according to a variant 3 the end 6c has a similar to the one in the DE 10 2017 009 911 B4 disclosed rotary piston engine built front air compressor including self-cleaning filter systems and a system for controlling the gas working temperature and an exchangeable reduction gear. But the front air compressor of this variant shows four secondary rotors with an increased diameter ratio of the Compression chambers to the secondary rotors of 2.66: 1 in order to produce the high pressure moment for the shaft of a blower or turboprop propulsion or the increased compressed air masses for compressed air jets when using the engine system in aircraft with short-distance take-off and landing or vertical take-off and landing. In this variant, there is a controllable gate-like central in the compressed air envelope for buoyancy 296 air jet built in at the center of the weights 198 and three smaller side and front throttle valves, built as throttle slides 200 (see 6b , 6c ) for lateral position determination of the aircraft as well as a steerable spheroidal air jet nozzle 190 intended for propulsion and control from the rear of the engine system.

Transport aircraft with VTOL properties

In areas without an airport and developed infrastructure, or in difficult to access territories, transport aircraft with VTOL capabilities are of utmost importance. What is needed here is medium-weight, long-range VTOL aircraft that are capable of replacing costly helicopters that are complicated to control and maintain.

on 8a and 8b transport aircraft of two types are shown. For transport aircraft with increased take-off weight, which should have VTOL properties, the use of swing jet engines of a new type with increased overall thrust is useful. Engines of this scheme are more compact than a propulsion system with a shrouded paddle wheel with devices for thrust deflection, which in the DE 10 2015 014 868 B4 is revealed. In this engine, a rotary piston engine with the appropriate power moves a front air compressor, which supplies two pairs of swiveling nozzles with compressed air. The flexibility of this scheme allows the engines to be accommodated either in nacelles on the wings (type 1) or in the fuselage of the aircraft (type 2).

The main advantage of the type 1 scheme is that the ability to control the aircraft during vertical flights is improved thanks to the nozzles that are much wider in cross-section. The main advantage of the type 2 scheme is the savings in the overall weight of the aircraft and better flight characteristics in continuous flight, because the air resistance is reduced due to the omission of the nacelles.

In 8a is a vertical take-off aircraft with spherical compressed air swivel nozzles 303 , 308 the traditional construction of type 1 shown. Two engines, each with a rotary piston engine 1 with continuous burning process, a front air compressor (front air compressor) 138 , front spherical pneumatic swivel nozzles 303 and rear spherical swivel pneumatic nozzles 308 are built into the wings. An absolute advantage of this scheme is that the fuselage of the aircraft is free and offers the best opportunities to serve as a passenger cabin for 8-10 people. A use as a front air compressor of vane compressors of obsolete fan or Prof drive units, which in the DE 10 2015 015 756 B4 is described, would prove to be an additional advantage because the vane compressors are subject to lower thermal loads during operation than the blades of turbine wheels. Typically, they have a sizeable remainder of the resource.

Hydraulic execution organs are for the sake of clarity as hydraulic cylinders 196 shown. In reality, they do not have to be hydraulic, but can also be designed as electrical actuating gears (servo gears). They can either be part of the engine or belong to the equipment of the aircraft. A mixed scheme is also possible.

One must always take into account that a VTOL aircraft with air jet propulsion usually does not need any additional gas / air control in the tail or at the wing tips. Still set up gas / air control systems that have a stern steering nozzle 290 and roll control nozzles 278 Include in the wing tips, are used to increase flight safety in the event of breakdowns and to specify the control position of the aircraft if necessary. The possibility of not necessarily using these means is an important feature of this transporter in order to be able to use it freely in metropolitan areas. The circular surface load of air nozzles can still be assumed to be environmentally friendly, because the compressed air here has about 1 bar. Gas nozzles, on the other hand, work with a gas pressure of 3-5 bar and thus generate a lot of noise.

In addition to all the advantages, this scheme also has a disadvantage, which is that hot gas lines 293 with hot gas for the stern steering nozzle 290 through the fuselage to a steering system 294 are laid in the tail of the aircraft. The effort involved, especially with the thermal insulation of the aircraft's construction, is a challenge. Also as a disadvantage of this scheme one could think of a transmission gear 283 and a switch box 259 - more complicated than with type 2 - between the two rotary piston engines 1 regard. This also applies to the connecting lines from the pilot's cabin to the rotary piston engines 1 and the spherical pneumatic swivel nozzles 303 , 308 .

Type 2 VTOL aircraft have their own advantages and disadvantages. When the two engines are placed close together in the fuselage (see 8b) they can, except for a shortened mechanical linkage 254 between their prime movers, a tightly connected common air envelope 143 and hot gas lines 293 to have. The common compressed air envelope 143 supplies all spherical compressed air swivel nozzles with common compressed air 303 , 308 even if one of the two prime movers fails. In this case, this is done with the help of the connecting gear 254 and a compound air damper (not shown) shut off from its front air compressor. The remaining engine, which gets a forced regime, moves both front air compressors. This enables further flight or safe landing.

The use of the additional roll motion control jets 278 as well as the stern steering nozzle 290 on all ends of the axles increases the maneuverability of the aircraft. These control nozzles provide a substitute means in the event of failure of one of the main control means - the spherical pneumatic swivel nozzles 303 , 308 In turn, failure of the precise nozzle control, e.g. B. the stern steering nozzle 290 , or the roll control jets 278 no insurmountable problems. The attitude control of the aircraft can also be carried out only with the main jet control, albeit with reduced precision. The additional control system is nonetheless also shown on the sketch, because this is needed for precise attitude control.

An aircraft equipped with such engines could have the best flight and economic characteristics. Another feature of the model speaks for this - the ability to take off and land as a normal aircraft. With this method, an increased load is possible. A use for a private vertical take-off is opposed to the large values of the circular area load and the large nozzle noise level in engines with swiveling nozzles.

With this arrangement of the drive, half of the fuselage of the aircraft is occupied by engines with a common compressed air space and swiveling nozzles. But the fuselage is significantly wider than in the schema 1 . An aircraft of this scheme could serve better as a military or special purpose aircraft. The wider fuselage allows, despite the engines placed in the fuselage, to accommodate a command of 6 men. It is not yet clear which factor with regard to the aerodynamic drag prevails for aircraft with different arrangements of the propulsion system in continuous flight, but the aircraft's smaller inertia in attitude control can be seen as an advantage in terms of maneuverability for a military aircraft, because the weighty engines are closer to it Center of gravity of the aircraft.

The increased safety of the devices for pivoting the nozzles in this concept, compared to devices developed for this purpose by Hawker and McDonnell Douglas, e.g. B. for VTOL aircraft of the type Hawker P1154 or Harrier, is based on the use of the most modern ball guides. These devices offer a higher quality and degree of mobility and can therefore be used not only with aircraft of this type, but also with other types of VTOL / STOL aircraft (see the variants of VTOL aircraft presented below).

Removable star-like air jet nozzle

A centrally arranged air jet nozzle 310 (see 9c ) is a common compressed air envelope with compressed air 143 fed and installed over an opening in a lower part of the common compressed air envelope 143 is set up. The centrally arranged, relocatable and storehouse-like air jet nozzle 310 consists of stores that can be pulled out in two parts 311 , which by means of ball guides 295 and two hydraulic cylinders 284 in the area of the center of the weight of the aircraft can be changed separately and thus, together with the walls of the opening, the dimensions of the nozzle 310 determine. Through separate control of the two hydraulic cylinders 284 are not just the dimensions of the nozzle 310 but will also be the location of the nozzle 310 regulated in the area of the center of the weight of the aircraft.

The constructive details of the facilities can also be found on 9d see. Two front secondary jet nozzles 313 are used to control the position of the aircraft in roll motion and to push the aircraft backwards. By controlling a throttle valve in the front secondary jet nozzles 313 the compressed air thrust can be regulated. The arrangement of the two front secondary jet nozzles 313 and two rear secondary jet nozzles 317 one can on 9d see. A steerable spherical air jet nozzle 301 for propulsion (s. 9d ) is with a facility 299 on the rear of a sleeve serving to isolate the pressurized gas space from the cabin 292 and is installed with compressed air from the common compressed air envelope 143 fed. The establishment 299 is a type of pipe extension of the common compressed air envelope 143 . In the sleeve 292 A hydraulic control gear is used to isolate the pressurized gas space from the cabin 314 and a throttle 300 set up. By controlling the throttle 300 in the steerable spherical air jet nozzle 301 For propulsion, the compressed air thrust is regulated or can be completely blocked.

Discus-shaped VTOL / STOL aircraft with swing-jet engines (first variant of VTOL / STOL platforms).

VTOL / STOL aircraft can not only be built with a traditional scheme but also be designed in the shape of a disc (“flying saucer”) and, thanks to this special shape, have new specific properties. Swivel jet engines and their arrangement can be used to design devices for special uses: z. B. in the military field armored versions for the infantry, flying destroyers or ambulance amphibians. In disc-shaped VTOL / STOL aircraft, the aerodynamic properties play an important but subordinate role, and other properties come to the fore, such as e.g. B. relative indisputability on the battlefield, reduced sensitivity in collisions with obstacles or full operational capability in natural disasters, sandstorms and other atmospheric irregularities. The low sensitivity of rotary engines with a continuous combustion process to air pollution (dust, smoke, particles) is guaranteed because the air sucked in is constantly cleaned by self-cleaning air belts. In one embodiment as a fighter pilot for special missions, the discus-like shape of the aircraft enables optimal armor, because safe armor only requires a relatively small curved undersurface, so that the crew is better protected against attacks from below due to armor and engine position.

on 9a is an individual disk-shaped aircraft, here as an example a commander's VTOL flying machine. It is powered by a rotary piston engine 1 with a continuous burning process, a front air compressor 138 and two pairs of spherical pneumatic swivel nozzles 303 , 308 as well as a parallel precise attitude control system 278 , 290 , 293 fitted. The precise attitude control system 278 , 290 , 293 uses the exhaust gas as a working medium for control nozzles 278 , 290 .

With a saucer shape, you can also design a multi-purpose aircraft (a flying Jeep ^® ) as a simple and demanding flyer (s. 9b , 9c ). Two engines increase safety. The compact, streamlined shape contributes to increased safety, as does a damping ring around the contour of the device and the use of shock absorbers 320 at the periphery of the disc. These facilities increase the insensitivity to collisions with disabilities.

A particular advantage of these VTOL / STOL aircraft with swiveling nozzles is that if any nozzle fails, the precise control nozzles too 290 ; 278 Including in the tail and at the ends of the wings, the intact nozzles in various combinations take over the safe control or, in an emergency, the safe landing of the aircraft. Such properties of the engine are thus guaranteed that the spherical compressed air swivel nozzles 303 , 308 are arranged on all sides of the engine or the aircraft. This allows an arrangement of the engine in which the center of gravity of the aircraft lies at a cross center point between all pairs of nozzles in the longitudinal and transverse directions. The nozzles, which can be rotated separately or together in all directions in various combinations, enable an effective replacement of the failed element and thus maintain the control of the aircraft during vertical take-off and landing as well as during hovering and transitions to level flight and back at the required level spherical pneumatic swivel nozzles 303 , 308 directed in the direction of advance.

The commander's VTOL flying machine is an aircraft with a lot of cargo space, relative comfort and a certain specification for the power of the engine 1 that allow additional cargo or personnel. Special equipment with special equipment and weapons on the aircraft is also possible. At spheroidal facilities (s. 9a) it can be seen that the spherical pneumatic swivel nozzles 303 , 308 by means of two ball guides lying crosswise together 295 are installed pivotably and hydraulic executive organs 275 serve to rotate the nozzles. Here on 9a-d are the hydraulic executive organs 275 Shown as a hydraulic cylinder, in order to make it clearer, but can be designed as hydraulic or electrical actuating gears (servo gears). They can either be part of the engine or belong to the equipment of the aircraft. A mixed scheme is also possible.

Amphibian characteristics can also easily be added to this form of design (see Sect. 9c , 9d ). The illustration shows the aircraft with an air inlet duct 305 with two locking hatches 306 , 307 equipped to ensure the floating position of the aircraft. The locking hatch is open when starting from the swimming position 306 closed, the lock hatch 307 but open, as far as the use of a snorkel is unproblematic even for supplying air to the prime mover.

A special property of rotary piston engines, which enables a VTOL aircraft to take off from a floating position and the rapid displacement of the water masses from the nozzle air spaces, is that the engine has a large starting torque on its shaft and can produce high torque and high speeds immediately after being switched on from a standstill.

The advantages of the devices presented prove themselves not only with regard to the VTOL properties, but also with such flight properties of the aircraft in continuous flight as increased flight speed, range and comfort. (The prime movers generate little noise and vibration.) In addition, the apparatus has aerodynamic properties and economy.

Discus-shaped VTOL / STOL aircraft with swing-jet engines and central gas-air jet nozzles resembling a gate as a second variant of VTOL / STOL platforms

• - eine zentral eingerichtete Luftstrahldüse 310 für Hauptaufschub, die mit zwei ausziehbaren Stores 311 mit vier Kugelführungen 295 in Eigenschaft einer storeartigen Blende versehen ist;
• - vier Neben-Luftstrahldüsen 313, 317, davon zwei vordere Neben-Luftstrahldüsen 313 für seitlichen Aufschub und zwei hintere Neben-Luftstrahldüsen 317, die jeweils mit zwei ausziehbaren Platten mit Kugelführungen in Eigenschaft von Steuerblenden versehen sind;
• - eine vordere sphäroidische Druckluft-Schwenkdüse 303, optional als sphäroidische Vorrichtung mit austauschbaren Geräten oder Waffen;
• - eine hintere sphäroidische Druckluft-Schwenkdüse 308;
• - zwei Luftstrahldüsen 312 vom am Unterteil, je mit drehbaren Absperrschiebern 318;
• - hydraulische Stellgetriebe 314 (s. 9d) für die Steuerblenden und Absperrschieber;
• - ein System 315 von Luft- und Gasleitungen (s. 9d) einer gemeinsamen Drucklufthülle 143 mit beiden Triebwerken, welches zum Unterteil des Flugzeugs führt und im Inneren des Unterteils die Druckluft verteilt;
• - drehbare Teile der Luft- und Gasleitungen zur Verbindung und zum Absperren von Abschnitten des Systems 315 der Luft- und Gasleitungen mit- und voneinander.

on 9c and 9d A flying Jeep ^{® is designed} as a simple and demanding flyer with discus shape and VTOL / STOL properties. In its lower part the following facilities and the following special components are housed:

• - a centrally arranged air jet nozzle 310 for main extension, the one with two pull-out blinds 311 with four ball guides 295 is provided in the property of a gate-like diaphragm;
• - four auxiliary air jets 313 , 317 , including two front auxiliary air jet nozzles 313 for side push-in and two additional air jet nozzles at the rear 317 which are each provided with two pull-out panels with ball guides in the form of control panels;
• - a front spherical pneumatic swivel nozzle 303 , optionally as a spherical device with interchangeable devices or weapons;
• - a rear spherical pneumatic swivel nozzle 308 ;
• - two air jets 312 from on the lower part, each with rotating gate valves 318 ;
• - hydraulic actuators 314 (see 9d ) for the control orifices and gate valves;
• - a system 315 of air and gas pipes (s. 9d ) a common compressed air envelope 143 with both engines, which leads to the lower part of the aircraft and distributes the compressed air inside the lower part;
• - rotatable parts of the air and gas lines for connecting and shutting off sections of the system 315 of the air and gas lines with and from each other.

The location of the centrally arranged air jet nozzle 310 in the bottom of the base it allows the thrust vector from this nozzle with the help of the pull-out blinds 311 just to slide on the same vertical with the center of gravity of the aircraft, which allows all other control nozzles to work effectively and precisely. The arrangement of all other control nozzles is subordinate to the principle that they are in various combinations together with the centrally arranged air jet nozzle 310 enable all evolutions of the aircraft in flight and hovering. The rear spherical compressed air swivel nozzle ensures feed, pitch and yaw turns 308 . The nodding movements can also be made by the two front auxiliary air jets 313 or the two rear auxiliary air jet nozzles 317 are executed. The front spherical compressed air swivel nozzle ensures the back movement 303 , or the two air jets 312 at the front of the lower part. Both left or both right auxiliary air jet nozzles are used for the roll movements 313 for lateral extension. The spherical compressed air swivel nozzles 303 , 308 have steerable gate valves 319 to control thrust pulse. The front spherical device of the front spherical pneumatic swivel nozzle 303 can be equipped with controllable and exchangeable devices or weapons if necessary; then only the steerable gate valves remain for the return movement 318 responsible.

The system 315 of the air and gas lines directs the compressed air from the common compressed air envelope 143 and exhaust gases from the engines to the control nozzles; Certain positions of control sockets are used for different directions of the air and gas flows 321 (see 9d ) and 322 (s. 9c ), the specific air and gas lines of the system 315 communicate with the nozzles. In an emergency, the aircraft can even be controlled for a short time by the exhaust gas from the engines at increased pressure, but with the addition of compressed air. The filling of the lower part of the aircraft with water, as well as the displacement of the water takes place through the central opening of the nozzle 310 and an opening 323 using the hydraulic actuator 314 (see 9d ). After switching on the engines and quickly displacing the water, the aircraft rises above the surface of the water and, thanks to the ground effect, has a greater carrying capacity than is necessary for the flight, so that the loading capacity of the aircraft can be exceeded by up to two times. With a significantly increased loading weight, the aircraft can fly over water, probably at an airspeed of 200-300 km / h. This ability is important for emergency services. The aircraft's attitude control using joystick technology ensures the maneuvering capabilities described above.

For people's whiz kid one would be to use the swing jet engines and one An additional system of precise nozzle control in the vicinity of the urban areas is very desirable. But the former is in question because of the high negative effect of the air flows from reactive nozzles and high noise levels. The reasons for this are the large values of the circular area load and a large nozzle noise level. But there may be a better prospect of using aircraft with pivoting nozzles for private vertical take-offs in metropolitan areas (not in the vicinity of a city center). Progress in the field of noise abatement opens up this perspective.

List of reference symbols

1

Rotary piston engine with continuous combustion process

2

Front cover

3

Needle roller bearings with ribs and inner ring

4th

Sideline

5

Compressor stage

6th

outlet valve

7th

Expansion pre-stage

8th

Compensation channels

9

Back cover

10

calibrated outlet opening

11

Main runner

12th

Displacement ridge

13th

Elongated sealing strip

14th

flange

15th

Longitudinal recess

16

Inlet openings

17th

Outlet opening of the combustion tube

18th

Outlet pressure flap

19th

Burner tube

20th

immobile part of the combustion tube

21

Combustion chamber

22nd

casing

23

elongated depression

24

Power wave

25, 26

Inlet opening

27

Balance weight

28

Mechanical seal

29

slot

30th

Ring channel (of the support part 102 )

31

Inlet pipe

32

Deep groove ball bearings

33

Fuel or compressed gas line

34

Gear wheel

35

moving part of the combustion tube

36

Gear segment

37

Gear transmission

38

Equalizing flap

39

Diversion opening (cutout in housing)

40

Interchangeable gearbox pinion

41

Inlet pressure flap

42

Interior (of the main runner)

43

Displacement ridge

44

Sealing strip

45

heat-resistant layer

46

Expansion stage

47

pinion

48

empty room

49

Coolant outlet nozzle

50

Air duct

51

Coolant inlet nozzle

52

Pressure protection flap

53

Connecting pipe

54

Connecting stick

55

feather

56

outer elongated teeth

57

Displacement ridge

58

Cooling air inlet nozzle

59

Exhaust duct

60

outer gas pipe

61

Inlet port

62

Exhaust flange

63

Thermal insulation

64

Check valve

65

Lock valve drive wheel

66

Center gear

67

Cooling air inlet nozzle

68

Cooling air outlet nozzle

69

outlet valve

70

Actuating gear for the drive roller of the bushing

71

Main rotor shaft

72

Sideline

73

Main runner

74

Longitudinal recess

75

Diversion channel

76

Service air system

77

Drive roller

78

Needle roller bearings with ribs and inner ring

79

Intermediate gear

80

Rotary piston engine with multiplied power

81

Front sealing strip

82

Inlet flap

83

Control valves of the front air compressor

84

Synchronous belt

85

Valve socket

86

Sleeve

87

Gate valve

88

Actuating gear

89

Tension pulley

90

self-cleaning air filter systems

91

Filter conveyor

92

Dirty air duct

93

Suction attachment

94

Back-up roll

95

Burner nozzle

96

Tension roller

97

Discharge channel

98

Longitudinal opening

99

Drive roller

100

Mantled airflow engine

101

Front wall

102

Support part

103

GET seal

104

Spring to compensate for temperature expansion

105

Package consisting of deep groove ball bearings and GFT radial seals type 103

106

Water pipe

107

Gas extraction hood

108

frame

109

Sealing lamella

110

feather

111

Control flap

112

Compressed gas line

113

Plunger

114

Inlet opening

115

Attack stick

116

Control terminal

117

Water nozzle

118

Lubricating oil channel

119

Package of deep groove ball bearings

120

Deep groove ball bearings

121

Approach to the front wall

122

Cooling air duct

123

Connection of pressurized water system

124

METAX mechanical seal type U

125

METAX metal bellows mechanical seal type MUA

126

Drive ring

127

O-ring

128

GFT radial seal type 103

129

Needle ring

130

Drive wheel of the valve socket

131

Line to the ionization electrode

132

Line to the ignition electrode

133

Burner head

134

Air baffle

135

common air filter systems

136

Intake duct

137

Offset head screws

138

Front air compressor

139

mother

140

Pinion of the common gear of the rotary piston engine

141

Front cover of the compressed air envelope

142

Wave of the slave

143

common compressed air envelope

144

Front cover of the rotary engine

145

Outlet opening for exhaust air

146

Compressor stage

147

Expansion pre-stage

148

outer gas pipe between steps

149

Discharge approach

150

Expansion stage

151

Discharge flange

152

Inlet port

153

Rear cover of the compressed air envelope

154

Set of the elements of the steam-gas cycle

155

Actuating gear for exhaust flap

156

Pressure protection flap

157

Ventilation device

158

Gear segment

159

Gear segment transmission

160

Outlet port

161

Exhaust flap

162

Compressed air line

163

Longitudinal intake opening

164

Insertion plate

165

Actuating gear of the control valves of the engine

166

Outlet port

167

Fuel or natural gas line

168

Drive shaft to the front air compressor

169

Compressed air line

170

free inner space

171

Valve socket

172

Suction attachment

173

belt

174

Actuating gear of the control valves of the front air compressor

175

Main power wave

176, 177

elongated inlet pressure flap

178

High-performance GFT radial seal

179

additional power wave

180

Clutch

181

Connection unit

182

Gearbox with bevel gear pair

183

additional power wave

184

Reduction gear

185

Heat exchanger

186

Unit with additional power waves

187

Airflow jacket

188

Actuating gear for throttle disc

189

Throttle disc

190

steerable part of the spherical air jet nozzle

191

vertical ball guide

192

Actuating gear of the vertical ball guide

193

Spar

194

Adjusting gear of the horizontal ball guide

195

horizontal ball guide

196

Hydraulic cylinder

197

Ball guide of the store

198

Air jet nozzle

199

Store the air jet nozzle

200

lateral or front throttle pressure flap

201

Connection unit

202

Drive shaft to the front air compressor

203

Diffuser

204

elongated discharge opening

205

Balance weight

206

feather

207

Sealing strip

208

Sealing barrier

209

Contour seat with seal

210

Opening of the gate-like air jet nozzle

211

Base position of the ball guide

212

lateral or front throttle pressure flap

213

Control valve of the compressor stage of the rotary piston engine

214

Actuating gear for gate valve

215

Inlet opening

216

Actuating gear for exhaust air

217

Belt drive

218

Flange of the front cover of the front air compressor

219

Adjusting gear of the belt device

220

Tension roller

221

Discharge channel

222

Intake duct

223

Longitudinal intake opening

224

Control valve

225

Bushing of the control valve

226

Displacement comb with a diameter ratio of the compression chamber to secondary rotors of 2.66: 1

227

a coat

228

Back cover

229

Paddle wheel

230

Spar

231

Pipe with different lines

232

spoiler

233

Exhaust gas cooling system

234

Fitting of the gas-steam system

235

Hub of the paddle wheel

236

annular hydraulic cylinder

237

pole

238

Single-face coupling

239

Transmission wave

240

Rotation ring

241

Pistons

242

poetry

243

Transitional use

244

vertical shield

245

swiveling shield

246

Rudder

247

Turning device

248

Rotating beam

249

Actuating gear

250

Stern bucket

251

ladder

252

first gear unit

253

Electromagnetically operated single-face clutch without slip rings

254

Connecting gear

255

sheet

256

Wing

257

Actuating gear

258

Connecting gear

259

Switch box

260

Opening of the control socket 322

261

Rocker switch

262

Spherical roller bearing

263

Hypoid gear pair

264

floor

265

camp

266

head

267

pole

268

hub

269

Hydraulic cylinder

270

storage

271

aerodynamic rudder

272

wave

273

Air inlet device

274

rotatable part of the wing

275

hydraulic cylinder

276

bars

277

Loading ramp

278

Rolling motion control nozzle

279

Entrance hatch

280

pull-out part

281

second gear unit

282

Cooling system

283

Transmission gear

284

Hydraulic cylinder

285

Frame of the rotating rocker

286

Auxiliary hydraulic cylinders

287

Hydraulic connector

288

Ball valve

289

Retaining wall

290

Stern steering nozzle

291

Rotatable end part of the inner spheroid

292

Sleeve for isolating the pressurized gas space from the cabin

293

Hot gas line

294

Stern steering system

295

Ball guide

296

Compressed air envelope

297

Gas pipe

298

Outlet opening

299

Setting up the air jet nozzle for propulsion

300

throttle

301

steerable spheroidal air jet nozzle for propulsion

302

Inner spheroid nozzle end

303

front spherical pneumatic swivel nozzle

304

GFT radial seal

305

Air inlet guide

306

first locking hatch

307

second locking hatch

308

rear spherical pneumatic swivel nozzle

309

Device with interchangeable devices or weapons

310

centrally arranged air jet nozzle

311

pull-out store

312

Air jet nozzles

313

front secondary jet nozzle

314

hydraulic actuator

315

System of air and gas pipes

316

rotatable part of the air and gas pipes

317

rear secondary jet nozzle

318

rotating gate valve

319

steerable gate valve

320

Shock absorbers

321,322

Control socket

323

opening

324

Front cover of the screw power machine

325

Ball roller bearings

326

Front unit

327

front bulkhead

328

bearings

329

Control device

330

Main runner

331

Compressor stage

332

Suction nozzle

333

Air filter

334

front bulkhead

335

Synchronization gear

336

Exhaust pipe

337

rear end wall

338

Relaxation level

339

Front wall for mounting the rotor shafts

340

Gas pipe

341

Expansion stage

342

rear end wall

343

Gas pipe

344

Rump

345

front part of the combustion tube

346

Gas pipe

347

Combustion chamber

348

rear part of the combustion tube

349

Power shaft transmission

350

Back cover

351

Tapered roller bearings

352

Expansion sleeve

353

Gas pipe

354

Labyrinth seal

355

Outlet pressure flap

360

Main rotor shaft

361

Inlet pipe

362

Starting air line

364

Ball roller bearings

365

Slave shaft

366

Sideline

367

Air inlet opening

368

Air supply line

369

Ball roller bearings

370

Power wave

372

Compressed air space

373

Lock washer

374

Pressure control edge

376

Inlet control edge

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102006038957 B3 [0006]
• DE 102009005107 B3 [0006, 0080]
• DE 102010006487 B4 [0006]
• DE 102012011068 B4 [0006, 0080]
• DE 102013016274 B4 [0006, 0014, 0016, 0056, 0080]
• DE 102020005656 A1 [0007, 0014, 0016]
• DE 102017113550 A1 [0007, 0014]
• DE 102017009911 B4 [0007, 0014, 0094, 0108, 0110]
• DE 102010020681 A1 [0007, 0014, 0088]
• DE 102015015756 B4 [0008, 0114]
• DE 102015014868 B4 [0008, 0014, 0112]
• DE 102017108543 A1 [0008, 0014]
• DE 102015756 B4 [0014]
• DE 102010020681 [0016]
• DE 2009732 A [0080]
• DE 19711084 A1 [0080]
• US 3203406 A [0080]
• DE 102006038957 A1 [0080]
• WO 2010/081469 A3 [0080]
• DE 2010006487 B4 [0080]
• DE 2500816 A1 [0080]
• DE 9111849 U1 [0080]
• DE 9401804 U1 [0080]
• WO 2000/077363 A1 [0080]
• WO 2000/077364 A1 [0080]
• DE 202006008158 U1 [0091]
• DE 102009005107 [0095]

Claims (14)

Medium-range VTOL / STOL aircraft with engines of the "Pegasus" type, which are actually dual-flow engines with fork-shaped air / gas lines and swiveling nozzles below and behind the engine for performing both horizontal flights and take-off and landing processes, characterized in that the medium-haul VTOL / STOL aircraft has a passenger cabin in a fuselage and two engines, each horizontally fixed in a wing, each with a front air compressor (138), a three-stage rotary piston engine (1) with a continuous combustion process, a compressed air envelope (296) and two pairs of pivotable Air jet nozzles (303, 308) as a drive for vertical and horizontal flights of the medium-range VTOL / STOL aircraft. Medium-range VTOL / STOL aircraft after Claim 1 , characterized in that the pivotable air jet nozzles (303, 308) each with two spheroids and a device, in particular two ball guides (191, 195) lying crosswise to one another, which are set up between each of the two spheroids, and a hydraulic or electrical actuating gear (194) , for controlling an air jet direction are attached. Medium-range VTOL / STOL aircraft after Claim 1 or 2 , characterized in that control nozzles (278, 290, 294), which can be used to increase flight safety in the event of breakdowns and, if necessary, to specify the control position of the medium-haul VTOL / STOL aircraft, and with hot gas from the rotary piston engines (1) through hot gas lines ( 293) are set up in the wings and a tail of the medium-range VTOL / STOL aircraft. Medium-haul VTOL / STOL aircraft, characterized by two engines permanently installed horizontally in the fuselage of the medium-haul VTOL / STOL aircraft, each with a front air compressor (138) and a three-stage rotary piston engine (1) with a continuous combustion process, a common compressed air envelope (143) for multiplying the power of the rotary piston engines (1) as well as two pairs of swiveling air jet nozzles (303, 308) as a drive for vertical and horizontal flights of the medium-haul VTOL / STOL aircraft. Medium-range VTOL / STOL aircraft after Claim 4 , characterized in that the aircraft has better flight capabilities than type 1 aircraft and the smaller inertia of the aircraft in attitude control can be seen as an advantage in maneuverability for military aircraft, because the weighty engines are at the center of gravity of the aircraft. Discus-shaped VTOL / STOL aircraft with at least one engine with built-in swivel nozzles (303, 308). Discus-shaped VTOL / STOL aircraft after Claim 6 , characterized in that the disc-shaped VTOL / STOL aircraft with disc shape, the at least one engine with the built-in swivel nozzles (303, 308) and their arrangement is designed for special missions, in particular as an armored version for infantry, flying destroyers or rescue amphibians. Discus-shaped VTOL / STOL aircraft after Claim 6 or 7th , characterized in that the at least one engine has a rotary piston engine (1) with a continuous combustion process and a front air compressor (138), wherein the disc-shaped aircraft - z. B. as a commander VTOL / STOL flying machine - equipped with swivel nozzles (303, 308) and a parallel precise position control system (278, 290, 293), the exhaust gas from the rotary piston engine (1) as the working medium for control nozzles (278, 290 ) of the precise attitude control system (278, 290, 293) is used. Discus-shaped VTOL / STOL aircraft after Claim 6 or 7th , characterized in that the disc-shaped VTOL / STOL aircraft is designed with a saucer shape and two engines in a compact, streamlined shape and has a damping ring of shock absorbers (320) around the contour of the disc-shaped VTOL / STOL aircraft to ensure insensitivity in the event of a collision an obstacle to increase. Discus-shaped VTOL / STOL aircraft based on one of the Claims 6 until 8th , characterized in that the disc-shaped VTOL / STOL aircraft as a fighter for special missions has armor on a curved undersurface of the disc-shaped VTOL / STOL aircraft, so that a crew is protected from attacks from below by the engine position and the armor. Discus-shaped VTOL / STOL aircraft based on one of the Claims 6 until 10 , characterized by amphibian properties, for which the disc-shaped VTOL / STOL aircraft is equipped with an air inlet guide (305) with a first and a second locking hatch (306, 307), the first locking hatch (306) being closed, the second locking hatch ( 307) is open, and the use of a snorkel to supply air to an engine (1) of the at least one engine is unproblematic. Discus-shaped VTOL / STOL aircraft based on one of the Claims 6 until 11 , characterized in that the at least one engine a rotary piston engine (1), which starts the discus-shaped VTOL / STOL aircraft from a floating position by rapidly displacing water masses from the nozzle air spaces of the built-in swivel nozzles (303, 308) due to a high starting torque and high speed immediately after connection to a power shaft (24 , 175, 179, 183, 370) of the rotary piston engine (1). Discus-shaped VTOL / STOL aircraft after Claim 6 with a lower part, characterized in that the at least one engine comprises two engines and the following devices are housed in the lower part: - a centrally arranged air jet nozzle (310) for main extension, which has two pull-out blinds (311) with ball guides (295) in property a control panel is provided; - Four auxiliary air jet nozzles (313, 317) for lateral extension, which are each provided with two pull-out blinds with ball guides in the form of control panels; - a forward steerable spherical air jet nozzle (303) or a forward spherical device with interchangeable devices or weapons; - a rear steerable spheroidal air jet nozzle (308); - Two air jet nozzles (312) at the front of the lower part, each with rotatable gate valves (318); - hydraulic or electric actuators (314), which adjust the control orifices and gate valves (318), - a system (315) of air and gas lines of a common compressed air envelope (143) and the engines, which leads to the lower part and compressed air inside the lower part distributed; - rotatable parts (316) of the air and gas lines for connecting and shutting off sections of the air and gas lines of the system (315) with and from one another. Discus-shaped VTOL / STOL aircraft after Claim 13 , characterized in that the centrally arranged air jet nozzle (310) has such a centered position in a floor of the lower part that a thrust vector from the centrally arranged air jet nozzle (310) with the help of the blinds (311) to the same vertical with a center of gravity of the aircraft is displaceable, with the remaining air jet nozzles (303, 308, 312, 313, 317) being arranged in such a way that they enable all evolutions of the disc-shaped VTOL / STOL aircraft in flight and hovering in various combinations together with the centrally arranged air jet nozzle (310) , wherein feed, pitching movements and yaw turns can be executed by means of the rear steerable spherical air jet nozzle (308), the pitching movements also being executable by two front of the secondary air jet nozzles (313) or two rearward of the secondary air jet nozzles (317) are, with back movement by means of the front steerable spherical air jet nozzle (303) or the two front Ne ben- air jet nozzles (313), each with steerable gate valves (318), can be carried out, whereby rolling movements or lateral pushing can be carried out by means of two left or two right side air jet nozzles (313, 317), the steerable spheroidal air nozzles (303 , 308) have steerable locking slide (319) to control thrust pulse, the front steerable spheroidal air jet nozzle (303) if necessary as the front spheroidal device can be equipped with controllable and interchangeable devices or weapons and then only the Front auxiliary air jet nozzles (313) remain responsible, the system (315) of air and gas lines being formed, the compressed air from the common compressed air envelope (143) and exhaust gases from the engines to the air jet nozzles (303, 308, 310, 312, 313 , 317) by setting corresponding positions of control sockets (322, 321) for different directions of air and gas flows, the specific air and gas flow d Let gas lines communicate with certain air jet nozzles (303, 308, 310, 312, 313, 317), whereby in an emergency the disc-shaped VTOL / STOL aircraft can be controlled by the exhaust gas of the engines with increased pressure for a short time with the addition of compressed air, whereby water can be filled into the lower part and displaced therefrom, in that both the filling and the displacement of the water take place through a central opening of the centrally arranged air jet nozzle (310) and an opening (323) of a control socket (321), the disc-shaped VTOL / STOL- The aircraft is designed to lift itself above a water surface after the engines have been switched on and the water has been displaced and, thanks in particular to the ground effect, has a greater load-bearing capacity than necessary for flying up, so that a loading capacity is exceeded two or more times and the discus-shaped VTOL / STOL aircraft can fly over the water with increased payload, probably at an airspeed of 200-300 km / h, which is important for emergency services.

Images