DE2026994A1 - Lift-generating rotor for vertical take-off aircraft - Google Patents

Description

Patent description: Lift-generating rotor for vertical take-offs Aircraft The invention relates to a radial compressor-like rotor, the by centrifugal forces and the inertia of the incoming air iii its blade field Above a base plate the air pressure is reduced so that the acting Ambient pressure on the other side of the base plate results in a resulting force, which iot directed in the axial direction of the rotor, this force can in particular as Buoyancy force can be used for vertical take-off aircraft.

The increasing shift in passenger and freight traffic away from water, Road and rail vehicles to aircraft requires more and more effective Time, space and travel savings through vertical take-off and landing aircraft. It is advantageous if such aircraft due to their buoyancy-generating System as close as possible to normal ground-based passenger and freight traffic Being able to take off and land without particularly disturbing the wider and closer surroundings or to harass.

They are well known for vertical take-off and vertical landing Aircraft rotors, which consist of a star-shaped arrangement, far over @@ s aircraft Existing rotor blades exist, as well as rotors similar to axial compressors vertical axis. In addition, buoyancy is now due to the exhaust gas flow from lifting engines generated directly.

For economical lift generation using known rotors a large rotor diameter (long rotor blades) is required because it is energy-wise is favorable, the stimulant Flow impulse at large To achieve air flow and low air velocity. This fact is conditional the construction of helicopters with long rotor blades.

the disadvantage of the system is a) the space required for a vertical start and vertical landing b) in the limited horizontal speed, since the turning Rotor blades then once with the incoming air and once against the incoming air Air are moved, causing a constant change in the flow velocity on the Rotor blade occurs These disadvantages have with high-speed aircraft vertical take-off and landing devices for the use of special lifting rotors and Axial lift engines that are only used for hovering 9 For reasons of space, there is no optimal use of energy in hover flight (take-off and landing) the lift impulse due to movement of small air masses generated at high speed0 The disadvantages of these systems are: a) additional Ballast in horizontal flight, since the lift is now usually due to conventional Airfoils is generated. So there are two separate systems for generating lift needed.

b) Uneconomical generation of lift in hover, since the required Flow momentum arises at a high flow velocity and low air mass.

c) Increased disturbance and nuisance to the environment due to high vertical downward-directed air speed (simpulse flow) which generates a lot of dust as well as a high level of noise pollution in lifting engines.

Aircraft with swiveling rotors, which can optionally be hovering (Vertical take-off and landing) generate the lift and in level flight generate the propulsion, require increased propulsion power for hovering 0 They are therefore for the Horizontal flight the engines are oversized, which increases the payload and the range of the aircraft are reduced0 The invention is primarily the task based on the lift for vertical takeoff aircraft that are heavier than air are, without special space requirements and with a relatively high proportion of Compressive forces wid to generate a smaller proportion through flow impulses, whereby a Other vehicles and people can take off and land in the immediate vicinity is.

This object is achieved according to the invention in that a radial compressor-like Rotor, consisting of a cylindrical inner jacket, the axis of which is the rotor axis is, a base plate that closes the cylinder jacket at one end and its Radius around the blade depth is greater than the radius of the cylinder jacket, as well from radially arranged blade plates, which on two adjacent sides of the Base plate and limited by the cylinder jacket ind. While conventional centrifugal compressors are built relatively flat (low blade height) to the flow cross-section between frontal u. Inlet at the hub and radial outlet corresponding to the best achievable efficiency for compressors with connected diffuser to design, the lift-generating rotor according to Figure 1 has a relatively large blade height.

When the rotor rotates, the air is between the radial blades moved along Centrifugal forces1 act which push this air radially outwards0 The effective centrifugal force increases proportionally with the blade radius.

If you take the external ambient pressure at the outermost radius of the blades as counterpressure anp there is a pressure reduction towards the hub, which is partly through the one on the open Stirll-.

side air flowing in from above is compensated for Centrifugal compressors, the air flows in honeycomb in order to be as loss-free as possible To get air inlet, the air inlet is here with the help of the cylinder jacket The front side is not allowed along the blade depth to allow air to flow through to push the existing centrifugal force outwards as quickly as possible and to bring it in To make it difficult to flow along the cylinder jacket to the base plate. this has the result that the air @ above the base plate, between the radial blades, is heavily thinned, especially near the cylinder jacket, and opposite the The ambient pressure acting beneath the base plate results in an axial direction upward force (buoyancy force) arises.

Due to the ratio between the inlet area (small frontal ring area) and the outlet area (large surface area) is the speed of the radially outflowing Relatively little air. The outflowing air can with its flow impulse used to control (pitch, roll, yaw) and propel the aircraft will. The sucked in air can also be controlled via flaps and ducts and used to drive. A further control option is given one by pivoting the rotor, thereby reducing the force component developed by the rotor is changed compared to the center of gravity of the aircraft That radial outflow of air allows the rotor to be attached above the center of gravity of the aircraft, which is mostly located in the cargo area or passenger compartment0 For larger ones Luftfalirzeugen multiple rotors can be used for safety reasons connected by shafts, By controlling the air flow of each one Rotor there is another possibility, the roll and pitch of the aircraft to control or regulate.

Explanations for Fig. 1: 1 = air sucked in at the front 2 = through Centrifugal forces radially outflowing air 3 = residual pressure on the base plate 4 = Ambient pressure 5 = drive 6 = cylinder jacket 7 = base plate 8 = blades

Claims (1)

Claims: 1.) Lift-generating rotor for vertical takeoffs Aircraft caused by centrifugal forces and the inertia of the incoming air reduces the air pressure in his Sdhaufelfeld above a base plate, so that due to the effective ambient pressure on the other side of the base plate resulting force, which is directed in the axial direction of the rotor, thereby marked because in part of the air flow compared to centrifugal compressors atif In a longer distance from the open face of the blade ring, starting between the radial, rotating blades, outside of a cylinder, Xegel or the like Shell at a predetermined distance from the axis of rotation under the action of centrifugal force Z, B must run parallel to the cylinder axis and thereby a constant pressure reduction learns that part of the flow is displaced radially until the base plate of the Rotor is reached bze. a steady state has established itself (the centrifugal forces compensate the radial pressure forces) and the remaining pressure on the Base plate due to the remaining flow impinging on the surface of the baseplate exposed to it is lower than the ambient pressure acting from the other side, whereby at relatively lower radial outflow velocity due to the pressure difference a high force arises. 2.) Radial compressor-like rotor according to claim 1, characterized in that that at the end of the excessively long blade height the flow is caused by widening e.g. the inner Cylinder jacket and continuous transition into the base plate with as little loss as possible is deflected outwards at the base plate. 3.) Radial compressor-like rotor according to claim 1 - 2, characterized in that that the blades at the inlet are curved against the direction of rotation, around one as possible to get lossless enema. 4.) Radial compressor-like rotor according to claim 1 - 3, characterized in that through an annular channel (similar to a diffuser), the air flowing out is as loss-free as possible is collected and via air shafts to individual control nozzles and to the drive nozzle is directed for level flight of an aircraft, 5.) i: adial compression A similar rotor according to claims 1-4, characterized in that the sucked in air flow Also used for propulsion or control via channels and flaps as well as nozzles will. 6.) Radial compressor-like the rotor according to claims 1-5, characterized in that characterized in that the rotor is pivotably mounted and thereby the distance of the Force vector from the center of gravity of an aircraft can be changed, whereby Greed, nod and. Rolling moments taking into account the gyroscopic forces of the rotor can be evoked.