Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/30—Aircraft characterised by electric power plants
  • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
  • B64D27/353—Arrangements for on-board electric energy production, distribution, recovery or storage using solar cells
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/50—On board measures aiming to increase energy efficiency
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

• the present invention refers to the technical field of aircraft in general as airplanes, helicopters, amphibian and similar. In particular it refers to a new type of propulsive apparatus prevalently, but not exclusively, for vehicles of Medium and Light type.
• the common Turbofans commonly used on the big and medium jumbos of the civil aviation generate a thrust of fluid mass in the direction opposite to the one of the advancement of the aircraft determining this way the advancement of the same aircraft.
• the air gets pumped frontally by the engine and enters in a compressor that takes it to the wanted pressure. Afterwards, it enters the combustion chamber where is mixed to the atomised fuel and the combustion takes place with an increasing in the temperature and pressure. The mass of the burnt gasses enters into a turbine where it is expanded. At last, at a pressure greater that the one of the outside, the air and the products of the combustion complete the expansion in the nozzles and are sent off toward the outside generating the required thrust.
• this type of thrust is great and allows to reach speeds close to the sound barrier in the case of big jumbos of the civil aviation and speed above the sound for the war fighters.
• a simple explosion engine can activate a propeller that thrust the aircraft.
• a rotating shaft is thus keyed to the propeller and drag this last one to spin causing the advancement.
• the aim of the present invention to give a new type of propulsion that allows to realize a remarkable fuel saving dropping the costs. It is also the aim of the present invention to give a propulsion for aircrafts that allows to drop down remarkably both the pollution rate in terms of sound and toxic gases released in the atmosphere.
• the power supply means (7) could for example comprise at least a main battery (11), which stores the power and uses it to feed the operating engine.
• Another solution can on the other hand comprise a main battery (11) in combination to at least an electric current generator (8; 208) AC/DC and/or ACW (9; 209) .
• the secondary battery could then work as real emergency batteries in the case of breakdown of the main ones.
• the recharging means comprise the main current generator (8; 208) AC/DC, said generator being activated by the electric engine to produce current.
• a second solution comprises also at least a solar collector (10) and/or aeolic devices (10') electronically connected to the batteries.
• this last one is automatically activated by the engine and it is possible to release it when it is required.
• the unhooking mechanical means can be activated into a working position where they bind the generator to the shaft (4; 204) to make it rotate producing electric current that can be sent to the batteries and/or to the engine and a neutral position where the generator does not result integral to the shaft (4; 204) .
• the electric engine (5; 205) is connected to the shaft (4; 204) through a gearbox (6; 206) , said box changing the number of revolutions in input to said shaft (4) .
• the engine is connected in a releasable way to the main current generator ACW (9; 209), said ACW feeding the remaining utilities of the aircraft.
• the lights and anti-freezing devices and similar can thus be fed through ACW.
• At least an inverter is interposed in the points of current input to the engine.
• the current in input to the engine will be suitable for its correct functioning eliminating, moreover, potential current peaks when started.
• the global number of electric engines connected to the single propeller is variable.
• the solution “stand alone” comprises a single electric engine (5) .
• the engine (205) are placed concentrically respect to the rotating shaft (204) of the propeller on a star type structure, while the gearboxes (206) connect the engine to the rotating shaft of the propeller.
• a second current generator (17) AC/DC mechanically connected to an APU, said APU activating the second generator to feed the batteries and/or engine (5; 205) .
• the main generator can be mechanically disconnected by the engine (5; 205) while the second generator results in function by means of the APU and electrically connected to the engine and to the batteries..
• the engine will rotate without having to provide the activation of the main generator (and therefore requesting a surplus of power) and, at the same time, will absorb current directly from the second generator activated by the APU or by the batteries fed by this last one.
• the main generator results mechanically and/or electrically connected to the engine (5; 205) and the second generator disconnected from the APU and thus not activated. This result to be the most simple standard configuration, where the APU is simple placed to activate the secondary utilities of the engine, as in the prior art.
• main generator is electrically and/or mechanically connected to the engine and the second generator is also electrically connected to the engine and mechanically to the APU. In this way the engine will be assisted by both.
• an aircraft in general.
• helicopters, airplanes and amphibian comprising means (1) able to activate at least one propeller (2) to generate the thrust and characterized by the fact that said means comprise: - At least an electric engine (5; 205) connected mechanically and/or electrically to at least a main generator (AC/DC (8; 208) and/or ACW (9; 209), said electric engine driving into rotation the propeller and activating the generator to produce current; - At least a main battery (11) electrically connected to the engine (5; 205) and to the generator, said battery feeding the engine during its functioning and said generator recharging the battery.
• FIG. 2 describes schematically a first preferred configuration of the invention with an engine into stand alone condition and a wing section where are placed recharging batteries and solar collectors;
• FIG. 3 shows schematically a second preferred configuration of the invention with more engines applied to the rotating shaft of the propeller
• FIG. 4 shows a complete block diagram according to the invention and a wing section with a possible positioning of the APU system
• FIG. 5 shows schematically a complex view of an aircraft on which is assembled the present propulsive device according to the invention.
• Figure 1 represents, according to the invention, a propeller device to generate the thrust (or anyway the traction in general) of an aircraft, as for example helicopters, airplanes or ultralights.
• a propeller device to generate the thrust (or anyway the traction in general) of an aircraft, as for example helicopters, airplanes or ultralights.
• it is represented a first preferred configuration of the invention, or rather a constructive solution with single engine called also "Stand alone".
• an engine pod 3 totally common, is required to cover and contain in its inside the entire propulsive apparatus of the aircraft.
• the room of the engine pod can be realized in different places of the aircraft and strictly dependent to the dimensions and characteristics of this last one. For example it is common a positioning underneath or above the wing and with the propeller in an advanced or back position.
• the undertaken figure 1 thus represents, also through a block diagram, means 1 connected operatively to a propeller 2 to allow the drag into rotation and, in particular, are highlighted the power supply means that are required to maintain in function the driving engine 5 of the propeller.
• the engine pod 3 contains in its inside the means 1 connected operatively to a propeller 2.
• the above mentioned means 1 comprise a shaft 4 that connect the single engine 5 to the propeller 2 to conduct it to rotate and generate thrust.
• a gearbox 6 is then keyed directly on the shaft 4 to allow to change opportunely the number of revolutions in output from the engine and in input on the same shaft.
• a belt 6' can be interposed between the shaft exiting from the engine and the same gearbox.
• the propeller will rotate according to opportune rpm that can be changed by the pilot according to all the needs and flight conditions.
• the utilized engine is an electric engine 5 placed in combination to the opportune power supply means 7 required to send current to feed it allowing it to run.
• the above mentioned supply means can comprise any device suitable for the production function (8, 9, 10, 10', 17; 208, 209) and eventually store (11, 12) electric power that will be then sent to the engine 5 during its functioning.
• a main battery pack 11 electrically connected to the engine.
• the main battery pack can be composed also by a sole battery with opportune dimensions (obviously this will exclusively depend on the length of the routes to which the specific aircraft is made for) .
• a secondary single or battery pack 12 will be required for an eventual spare.
• Still figure 2 represents a possible location of the battery packs. In particular an advantageous location could be in the wing section 13 commonly used, according to the prior art, to receive the fuel.
• the electric connection between batteries and engine can happen through simple electric cables.
• a double current generator 8 (AC/DC generator) is mechanically keyed on the spin axis 4 of the propeller in combination to a generator 9 of ACW type and electrically connected both to the main and secondary batteries and to the same engine.
• solar collectors 10 are connected directly to the batteries with the aim of maintaining them always at opportune charging levels.
• aeolic devices 10' commonly called RAT devices
• APU device 16 Alternative Power Unit
• the APU can be assimilated to a small engine that is used for some utilities of the aircraft, as for example the hydraulic pumps and air conditioning feeding.
• the APU (usually placed in the tail section of the aircraft) can be connected to secondary AC/DC generators 17 to produce current to be sent directly to the electric engine and/or to the above mentioned batteries.
• Inverter are placed in all the points of input of the current into the engine in a way to convert the voltage input entering into the engine in a value adequate for , its functioning (look at the block diagram figure 4) .
• the electric engine is fed during the entire flight phase by means of power supply 7, or rather in normal conditions, by the main batteries.
• the engine can continuously turn and control the rotation of the propeller.
• the rotation of the shaft 4 on which it is keyed the propeller causes the rotation of the double current generator 8 and the ACW current generator 9 which produce electric power.
• the main AC/DC generators 8 are thus electrically connected to the main and secondary batteries to recharge them and to the engine to eventually feed it.
• the ACW generator 9 feeds on the other hand all or many of the secondary utilities of the aircraft (as for example lights, Anti-Ice devices etc.) .
• the batteries feed the engine allowing to the propeller to turn.
• the generators maintain a continuous level of charge both in the main batteries, and in the secondary- batteries.
• the secondary batteries will always have a minimum level of charge guaranteed to allow at least the reaching of the closest airport along the route (Safety principle equivalent to the case of using fuel) .
• the number ans the types of generators could be any.
• a sole AC/DC generator able to produce alternate and direct electric power as represented in figure 2.
• the main AC/DC current generators are electrically connected directly to the engine being able to function, beyond the common recharging means, also as power supply means.
• This solution is usable both in the case of excess of power in the batteries and in the hypothesis of breakdown of all the batteries.
• the current obtained by the main generators is directly absorbed and conveyed to the engine (look at the electric connection in figure 2 in engine pod) .
• the recharge of the batteries can be made exclusively or in combination to the solar collectors 10 and/or the aeolic devices 10' .
• a second preferred configuration of the invention (look at figure 3) comprises, on the other hand, the use of more electric engines 205 connected to a sole central rotating shaft 204 and still fed by power supply means 7.
• the number of engine can thus change according to the needs.
• a particularly advatageous solution can comprise a number of engines variable from two to a maximum of six, eventhough a number of engine greater than six can be easily used.
• the positioning configuration of the same is concentrical respect to the shaft, or rather placed on a star type structure to the shaft 204.
• a common main AC/DC (208) and ACW (209) power generator is keyed on the central shaft 204 while the engines are placed around the shaft in their supporting sites and connected to it throu gearboxes 206.
• Figure 4 describes, accordino to a simple block diagram, the logical functioning of the present invention in its essential aspects (the arrows indicate the connection) .
• the electric engine doubly connected (or rather releasable mechanical and electrical connection ) to main AC/DC/ACW generators.
• the direction of the arrow from the engine to the generator indicates the mechanic connection that activates the same generators for the power production, while the connection of the arrow from the generator to the engine indicates the power supply (look Inverter interplaced to correct the voltage input entering the engine) .
• the block diagram shows also the electric connection of the main and secondary batteries packs to the engine to feed it, beyond to the electric connection of the main generators to the main and secondary batteries pack to feed them.
• the solar collectors and/or the aeolic devices feed the ulteriorly the batteries in combination to the main generators and eventually secondary utilities of the aircraft.
• the upper part of the flowchart highlights also the APU connected to the secondary generators to feed the batteries or directly the engine (as said in such case it is possible to release mechanically from the engine the main generators) .
• FIG 5 it is also highlited, in order to clarify, a complex schematic view of the aircraft composed by the electric engine and the power supply means according to the invention. It is particularly visible the electric connection (connection arrows) that supplies power from the main battery pack to the engine (look the supply direction of the arrow) .
• connection arrows that supplies power from the main battery pack to the engine (look the supply direction of the arrow) .
• the electric panels 10 and the aeolic devices 10' that, in this case, feed in combination the batteries along to the main generators 8. It is also highlighted the predisposition of the APU at the tail of the aircraft.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)

Applications Claiming Priority (1)

Publications (1)

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ID=40469859

Family Applications (1)

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• 2008
  • 2008-10-24 WO PCT/IT2008/000663 patent/WO2010046938A1/en active Application Filing
  • 2008-10-24 EP EP08876078A patent/EP2346735A1/de not_active Withdrawn

Non-Patent Citations (1)

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