EP3325344A1

EP3325344A1 - Drive device for an aircraft and an aircraft comprising such a drive device

Info

Publication number: EP3325344A1
Application number: EP16751178.1A
Authority: EP
Inventors: Johann SCHWÖLLER
Original assignee: Schwoeller Johann; Schwoller Johann
Current assignee: Scalewings Ip GmbH
Priority date: 2015-07-17
Filing date: 2016-07-18
Publication date: 2018-05-30
Also published as: DE102015111666A1; US10875654B2; CN108367812A; WO2017013077A1; US20190084683A1

Abstract

The invention relates to a drive device for an aircraft, comprising a shaft turbine coupled to an impeller by means of a shaft. The impeller comprises a suction side and a thrust side. The shaft turbine is arranged in the region of the suction side of the impeller. The drive device is additionally designed to be arranged on an aircraft fuselage and/or inside an aircraft fuselage and/or in a housing on a carrier surface.

Description

Drive device for an aircraft and an aircraft with such a drive device

The present invention relates to a drive device for an aircraft and an aircraft with such a drive device.

Aircraft may include a propeller turbine jet engine (PTL). Such propeller turbine air jet engines are also referred to as turbo pro p engines. A turboprop plant is a continuous internal combustion heat engine and is used primarily as an aviation engine. Such engines are characterized by a relatively low fuel consumption.

A turboprop engine includes a gas turbine, which is designed as a shaft engine, and drives a propeller via a gearbox. The thrust is generated almost exclusively by the propeller, to which the energy of the turbine is transferred. Approximately 90% of the total thrust comes from the propeller and only about 10% or even below 3% from the residual thrust of the working gas exiting an outlet diffuser. In thrust generation, the propeller moves very large amounts of air as a drive medium and thereby weakly accelerates it, whereas in pure jet engines small amounts of the drive medium are greatly accelerated compared to the amount of working gas flowing through the engine. The power for propeller drive is provided by the gas turbine. The gas turbine sucks air, which is compressed in an axial or radial, usually multi-stage turbo compressor. Then she gets into a combustion chamber, where the fuel burns with her. The now hot high-energy combustion gas flows through the mostly axial and multi-stage turbine, where it expands and cools. The energy transferred to the turbine drives the compressor via a shaft and the propeller or propeller via a gearbox (propeller gearbox). The exhaust gases are ejected against the direction of flight. Most such turboprop engines are designed as twin-shaft engines. That is, a first shaft connects the compressor with one or more wheels in the exhaust gas jet and is driven by these. A second shaft absorbs almost all of the remaining energy via turbine wheels in the exhaust gas jet and transmits these via a gearbox to the propeller. In US 4,088,285 A a glider with an auxiliary drive is disclosed. This auxiliary drive is integrated in a rear region of the fuselage and comprises a combustion or piston engine which drives an impeller via a shaft and which is arranged in the region of a suction side of the impeller. DE 10303189 A1 discloses a drive for a remote-controlled model airplane. This drive comprises an impeller, which is driven by an internal combustion engine, wherein the internal combustion engine is also arranged in the region of a suction side of the impeller. In US 4,307,857 A a shell propeller is disclosed. The ducted propeller is driven by a motor and is intended in particular for a model airplane.

DE 3245543 A1 discloses a multi-stage impeller drive. This impeller drive is designed for true-to-scale model aircraft and is to be powered by an internal combustion engine.

In US 3,289,975 A an aircraft emerges. This aircraft comprises four jet engines, each comprising a motor, a ducted propeller and a nozzle. In particular, it is provided that an angle of attack of a thrust pipe arranged on a thrust side of the nozzle can be changed in its angle of attack. DE 4327182 A1 discloses an aircraft with a pressure screw drive. Here, a, integrated in an aircraft fuselage, engine is provided which drives a shaft via an air screw, which is received at the tail end between the tail units.

US 2014/0252161 A1 discloses a drive device for an aircraft. This includes a thrust jet engine whose thrust is used to propel the aircraft and wherein the turbofan engine drives a gear via a gear and a shaft to the one rotor. The turbofan engine includes a compressor section configured to supply air to a combustor. The combustor generates high velocity exhaust gases that drive a turbine section. The rotor is arranged transversely to the direction of flight next to the turbofan engine or in the direction of flight laterally next to the turbofan engine and in particular in the region of an intake side of the torque converter.

Compared to a conventional drive via piston engines, turboprop engines have the advantage of lower weight with the same power, a smaller frontal area, and a higher maximum output per engine. As fuel in aviation the usual jet fuel (kerosene jet A-1 or similar) is used.

Gas turbines can be designed as shaft turbines. In shaft turbines, the turbine drives a drive shaft. A proportion of the mechanical energy generated requires the gas turbine itself to drive compressors and other aggregates such as fuel pumps, etc. The remaining portion is used as useful energy, for example. To drive the main and tail rotor of helicopters, for propellers of turboprop aircraft or other mechanical driven devices, such as generators, compressors or pumps. In aircraft engines, the emitting gas jet generates some extra thrust.

The "Starship Beechcraft" type of aircraft, for example, features two Pratt & Whitney PT 6A-66 engines, which are designed as pressure propellers and mounted in an unconventional manner on the wings of the aircraft, provided that a shaft turbine arranged on the wing releases one Propeller (located outside the wing or a housing) in the direction of flight behind the shaft turbine drives, the exhaust gases are thereby counter the direction of flight ejected in the direction of the propeller. These hot exhaust gas flows do not significantly increase the load on the propeller.

Turboprop aircraft may operate on normal sports airfields, i. on airports without Strahlturbinenzergassung be started. Aircraft with jet engines, on the other hand, require airfields with a special approval. Aircraft with at least one jet engine are specified as "Complex Aircraft." Their registration and operation are extremely costly and expensive.Aircraft with a maximum of one turboprop are not considered "Complex Aircraft" and are therefore much easier to admit. These are even in the simplified ultralight (up to 472.5kg) and CS-LSA approval (up to 600 kg take-off weight) allowable.

The object of the present invention is to provide a drive device for an aircraft and an aircraft with such a drive device, which operates efficiently, reduces the noise emission and can be integrated into a fuselage of an aircraft and / or a wing and which allows a wide use in air traffic.

The object described above is achieved by a drive device for an aircraft according to claim 1 and an aircraft having such a stop device according to claim 9. Advantageous embodiments are specified in the subclaims.

According to the invention, a drive device for an aircraft is provided, with a shaft turbine, which is coupled via a shaft with at least one impeller. The impeller has an intake side and a thrust side. The shaft turbine is arranged in the region of the suction side of the impeller. The drive device is furthermore designed to be arranged on the outside on an aircraft fuselage and / or in the interior of an aircraft fuselage and / or in a housing in or on an airfoil.

The drive device can be characterized in particular by the fact that almost all of the energy or almost the entire output power of the turbine is supplied to the impeller via the shaft.

A recoil of an exhaust gas flow of the turbine is then not used directly for thrust generation. This means that both the shaft turbine or the shaft power engine and the impeller of the drive device are arranged in a closed housing or in the interior of an aircraft fuselage and / or in the interior of a wing or in a housing on a wing. Therefore, the drive device is completely integrated into an aircraft, for example. In a fuselage.

In the drive device, the shaft turbine is in the region of the suction side of the impeller or in a direction of flight in front of the impeller, whereby such a drive device or such an engine as Tu rboprop drive with a separate rotor can be classified as the impeller (jacketed propeller, jacketed propeller ) is considered as a rotor. In this way, a propulsion device is provided which is not classified as a "Complex Aircraft", thus enabling operation even at aerodromes that are not licensed for jet turbine propulsion systems, such as, for example, normal sports airfields.

According to the present invention thus two separate drive means, the shaft turbine and the separate rotor, namely the impeller are provided. These are considered for approval as two distinct components, which are coupled only by the shaft.

The rotor can be connected to the shaft turbine directly via a shaft.

According to a more advantageous embodiment, however, it can be provided that the rotor is connected to the shaft turbine via a gear stage. Furthermore, a coupling can be provided between the shaft of the shaft turbine and the rotor of the impeller. For an axle angle compensation and / or for vibration decoupling, it is also possible to provide an elastic and / or cardanic coupling. Characterized in that the shaft turbine is arranged in the region of the intake side of the impeller and the drive device comprising the shaft turbine and the impeller are arranged in a closed housing, the efficiency of the entire drive train is increased compared to one or more jet engines. This is because the exit velocity of the air flow from the impeller of the drive device according to the invention in about 15% to 20% higher than the airspeed and a relatively large volume flow is discharged as thrust. As a result, the drive device is operated at the optimum operating point and aims high efficiency, especially at airspeeds of about 350 km h to about 700 km / h.

In addition, the specific fuel consumption, for example, only about one-third compared to a pure jet engine integrated in a fuselage with similar thrust performance.

This is because, in a jet engine, the effluent gases are accelerated to a speed several times the airspeed, which makes the efficiency very low at lower airspeeds (below about 700 km / h).

In the case of the drive device according to the invention, predominantly or almost the entire energy or drive energy of the turbine is supplied to the impeller via the shaft. The impeller accelerates a much larger air mass to a speed only slightly above the maximum airspeed. This results in a far greater overall efficiency of the drive at low speeds. A shaft power engine or turbine has the following advantages over piston engines:

- Less moving parts, resulting in a higher reliability

- Smaller size with the same performance

Significantly lower weight, e.g. A PBS TS 100 turboshaft engine with 250 hp only weighs about 60 kg, a comparable piston engine with this

Performance weighs about 150 to 180 kg;

- vibration-free running;

- Lower noise emissions, both indoors and out;

- longer maintenance intervals;

- Longer term, higher time between overhaul (TBO);

- Higher altitudes are possible than with piston engines without turbocharger;

- High continuous power (> = 95% of the maximum power);

In addition, the drive device can be encapsulated as an integral assembly noise technology, with the simplest means and thereby causes lower noise emissions. In addition, especially the fact that the thrust jet is extremely quiet, as with only One third of the shear jet velocity is blown out compared to a pure jet engine.

An aircraft is preferably a manned aircraft. Furthermore, in the context of the present invention, the aircraft fuselage can be regarded as the housing of the drive device. In order to form the drive device as an integral assembly but this may also have a separate housing which surrounds the impeller and the shaft turbine. This assembly can be used in the fuselage.

Alternatively, such an assembly may also be located outside the hull, e.g. as a gondola on the hull or on the wings.

In the area of the thrust side, a thrust pipe with a narrowed exhaust section can be provided following the impeller. By narrowing the discharge cross section at the exhaust pipe end (exhaust nozzle), the thrust of the drive device may increase.

Furthermore, at least one exhaust system or an exhaust gas guide device can be provided, via which the exhaust gases of the turbine are discharged in such a way that the exhaust gases are conducted for the most part in the region of a suction side of the impeller. As a result, however, the impeller is thermally stressed. The thrust of the impeller also drops as a result of the fact that the volume of air to be accelerated is warmer and thus a lower air mass is accelerated with the same cross section and the same flow velocity.

According to a more advantageous embodiment, the exhaust gas guide can therefore be designed such that the exhaust gases of the shaft turbine are preferably guided around the impeller in the region of the thrust side of the impeller.

The fact that the exhaust gases of the shaft turbine in the region of the thrust side of the impeller, in particular in the torque tube, are passed, they heat the air in the torque tube. The fact that the air is heated in the torque tube, the volume increases. By increasing the volume of the thrust jet increases the thrust of the entire drive device, since the heated air with a larger volume for the exit from the torque tube through the exhaust nozzle is accelerated again. This principle is similar to that of an afterburner in a torque tube. The exhaust gas guide device may, for example, comprise two channels.

Furthermore, the drive device according to the invention can in particular be characterized in that the exhaust gases of the shaft turbine are directed into the region of the thrust side of the impeller, in particular into the torque tube. In this way, a thrust gain from the heat energy of the exhaust gas flow of the shaft turbine is achieved. In contrast, it is provided, for example, in the US2014252161 A1 to use an exhaust gas flow of a thrust jet engine directly to the thrust gain. However, for a plane with such a propulsion system, a "Complex Air- craft" approval is necessary.

According to the invention, only the energy contained in the hot exhaust gas stream is used.

In order to use this energy more efficiently, the drive device may have a heat exchanger device arranged in the region of the torque tube. The heat energy contained in the exhaust gas stream can be introduced via the heat exchanger device in the torque tube and thus in the thrust jet. As a result, the heat energy is transferred to the cold impeller thrust jet, which then expands or expands its volume. By narrowing the flow guidance of the hot exhaust gas flow in the torque tube, it is prevented that a reduction in volume of the hot exhaust gases as a result of the cooling off compensates for the increase in volume of the cold impeller flow. This results in an increase in the volume flow of the thrust jet and thus a thrust gain. The heat exchanger means may comprise extending in the direction of flight or extending in the longitudinal direction of the fuselage heat transfer fins which extend into the exhaust guide means and in the torque tube. A portion of the heat transfer fins extending into the exhaust guide means is heated by the hot exhaust gases flowing in the exhaust guide means. This thermal energy is then transmitted over a portion of the heat transfer fins extending into the tapping tube to the passing cold impeller jet.

The cross section of the exhaust guide tubes tapers counter to the direction of flight in the same ratio as the exhaust gases cool. Accordingly, a jacket wall of the torque tube tapers to the same extent, so that the cross section of the torque tube in which the thrust jet is guided is approximately constant. The volume increase during heating causes an acceleration of the thrust jet and thus a boost.

Due to the elongated design of the heat exchanger or heat transfer plates, which extend to a rear-side end of the torque tube or even beyond, the back pressure prevailing in the torque tube can not affect the exhaust gas flow. That The exhaust gases of the shaft turbine do not have to be blown out against the higher pressure in the thrust pipe. The exhaust gas guide device may, for example, comprise two channels which have an approximately circular cross-section and taper conically opposite to the direction of flight.

Furthermore, a stator device can be arranged in the region opposite to the direction of flight behind the impeller and in the region of the torque tube. The stator means comprises a fixed vane ring which deflects the air flow from a twist in the axis of flight direction. In this way, more thrust is generated since the thrust jet after the stator device is essentially free of twist. This is achieved in that vanes of the vane ring on the thrust side of oblique to the direction of flight to go straight. Thus, the cross section of the thrust jet expands and the thrust is increased.

The heat exchanger device can be integrated in the stator device. In this case, the heat energy is introduced from the exhaust gas flow through the stator in the thrust jet, resulting in the above-mentioned thrust increase.

The stator vanes of the stator are formed as hollow moldings. The exhaust gas flow of the turbine is introduced into the guide vanes via a jacket wall of the stator device. The exit of the cooled exhaust gas flow takes place via slots formed in the end regions of the guide blade.

In this way, the flow delay of the stator is compensated by the heating of the thrust jet. Ie. By increasing the flow cross-section in the stator by aligning the thrust jet in the axial direction, the expansion of the air, due to heat, can be compensated in this area. This increases the efficiency and counteracts a stall on the vanes. The vanes may also be equipped with heat transfer plates. As is the case with a cooler. As a result, more heat energy can be transmitted to the impeller air flow. The guide vanes can also be made significantly longer in the direction of a rear of the aircraft in order to provide more heat transfer surface.

Due to the use of a large mass flow with only a fraction of the flow rate of a pure jet engine, the drive device is extremely quiet in operation.

The impeller has a rotor and a housing. The impeller may be formed of stainless steel or aluminum or other suitable material. Preferably, the impeller is formed of a carbon fiber composite. Any other suitable fiber composite, such as e.g. a glass fiber, aramid fiber composite or the like can be used.

Thus, according to the invention, the heat energy in the exhaust stream of the shaft turbine can be used to increase the thrust by these is introduced directly or via the heat exchanger device in the cold thrust jet of the impeller.

According to the invention, an aircraft is provided which comprises a fuselage and wings as well as a drive device according to the invention.

The aircraft may have an impeller air supply device that is designed such that air is directed from outside the aircraft into the area between the shaft turbine and the intake side of the impeller.

In this way, the air flow needed to generate the thrust is efficiently supplied to the impeller.

Furthermore, a turbine air supply device may be provided, which is formed separately from the impeller air supply device, which directs air from outside the aircraft to an intake side of the turbine. As a result, the turbine does not have to suck against the prevailing in an intake passage of the impeller or the impeller air supply vacuum.

Because both the impeller air supply device and the turbine air supply device are formed separately from one another, it is possible to increase intake pressure. göffnungen and flow channels of the two air supply to dimension and form such that the impeller and the turbine exactly the required volume flows are provided for operation available. Alternatively, the turbine may be provided with the air needed for operation via a flap from the torque tube. As a result, the turbine is subjected to overpressure in the intake, which increases the performance of the turbine.

That The air required by the turbine for combustion can be branched off behind the impeller, deflected and forward in the direction of flight, and fed to the turbine on a suction side. As a result, the turbine can generate more power because compressed air is sucked from the thrust jet of the impeller.

According to an advantageous embodiment, a control device is provided, or the flap is separately controllable by means of a corresponding turbine control such that the turbine depending on the operating state, the optimum amount of air can be made available via the air supply.

Furthermore, a channel may be provided which is designed such that air from the torque tube, i. is removed from the thrust jet by means of a flap and this is then supplied via the channel of the turbine as combustion air.

Furthermore, a drive device may be provided in the fuselage in an area behind a cockpit and / or in each case at least one drive device in the wings or in a housing on the wings.

This means that the shaft turbine 5 is positioned on the suction side 12 approximately axially aligned with the impeller 7. If e.g. two impellers are provided, which are driven by a turbine, they can also be arranged axially offset from the turbine and in the direction of flight behind the turbine.

The inventor of the present invention has recognized that a propulsion apparatus for an airplane having such a propulsion device in which a shaft turbine is provided which is coupled via a shaft to an impeller having a suction side and a thrust side, wherein the shaft turbine is arranged in the region of the suction side of the impeller and the drive device or the shaft turbine and the impeller are arranged in a housing, is extremely advantageous.

These advantages are the increased efficiency, the lower specific fuel consumption, the noise insulation in the arrangement in a housing and in that an alternative drive to a known jet engine is provided. Aircraft equipped with a propulsion device according to the invention do not require any special approval, since they are not classified as "complex aircraft" when providing a propulsion device according to the invention, are much easier to admit and require no turbine-licensed aerodromes. up to 472.5kg) and CS-LSA approval (up to 600kg take-off weight), which means that an aircraft equipped with such a propulsion device can take off and land at any sport airfield, thus greatly increasing the possible use of such aircraft.

The invention will be explained in more detail below with reference to FIGS. These show in

1 is a schematic perspective partial view of an aircraft with a drive device according to the invention, wherein the drive device is designed as a turbine, and

2 shows a schematic perspective partial view of the drive device according to the invention with a heat exchanger device according to a first exemplary embodiment.

Fig. 3 is a further schematic partial perspective view of the drive device according to the invention with a heat exchanger device according to the first embodiment

4 shows a schematic perspective partial view of the drive device according to the invention with a heat exchanger device according to a second embodiment with an impeller,

5 is a schematic partial perspective view of Figure 4 in a detailed view, 6 shows the schematic perspective partial view from FIG. 4 in a further detail view, and FIG

7 shows a schematic perspective partial view of the drive device according to the invention with a heat exchanger device according to a second exemplary embodiment with two impellers.

In the following, a drive device 1 according to the invention for an aircraft 2 is described (FIGS. 1).

The drive device 1 is described by way of example with reference to a two-seat sports aircraft 2 by way of example.

The drive device 1 is arranged in the aircraft 2 in the area behind the seats or behind the cockpit 3 in the fuselage 4.

This drive device 1 comprises a shaft turbine 5, which is coupled via a shaft 6 with an impeller 7. The construction of the drive device 1 and in particular its arrangement in one in an aircraft 2 will also be explained below with reference to a direction of flight 10, wherein the direction of flight 10 extends from an aircraft tail in the direction of an aircraft's bow. The impeller 7 has a housing 8 and a rotor 9 (propeller, impeller rotor, propeller). An input side of the impeller is referred to as suction side 12. An outlet side of the impeller is referred to as thrust side 13.

The turbine 5 used as fuel common aircraft fuels such. B. Ke rosin.

In the direction of flight 10 in the area behind the cockpit, the shaft turbine 5 is arranged in the fuselage 4. The rotor 9 of the impeller 7 is arranged in the direction of flight behind the shaft turbine 5 within the fuselage 4. This means that the shaft turbine 5 is positioned on the suction side 12 approximately axially aligned with the impeller 7. The shaft turbine 5 is connected to the rotor 9 of the impeller 7 via the drive shaft 6.

In the area or in the connection opposite to the direction of flight 10, a thrust pipe 14 extending in the direction of the aircraft's tail or against the direction of flight 10 is provided on the thrust side 13 of the impeller 7.

The shaft turbine 5 has two exhaust gas outlets 15 extending transversely to the direction of flight 10 in a horizontal direction.

The exhaust gas outlets 15 open into two exhaust ducts 1 1, which are channel-shaped. The exhaust gas ducts 11 lead the exhaust gases of the shaft turbine 5 past the impeller 7 into a thrust-side region 13 of the thrust pipe 14. In this way, the exhaust gases of the shaft turbine heat the air emitted in the thrust pipe 14 from the impeller 7 and additionally increase the thrust of the engine entire drive device 1.

The air required for combustion in the shaft turbine 5 is supplied via a turbine air supply device 16.

The turbine air supply device 16 has an intake opening 17 located outside of the aircraft fuselage 4 (shown only diagrammatically), which opens into a turbine air supply channel 18, the turbine air supply channel being connected to an intake side of the shaft turbine 5 in the direction of flight 10 ,

Furthermore, an impeller air supply device 20 is provided.

The impeller air supply device 20 has at least one suction opening 21 arranged outside the aircraft fuselage 4. The suction opening 21 opens into an impeller air supply duct 22, which extends approximately along a center line of the aircraft fuselage counter to the direction of flight up to the suction side 12 of the impeller 7.

Via the impeller air supply device 20, the impeller 7 is supplied with the necessary volume flow of air for generating the thrust.

Both the turbine air supply device 16 and the impeller air supply device 20 may have corresponding throttles or flaps which are connected to a ner Antriebsvorrichtungs- or engine control device are connected and are controllable such that the shaft turbine 5 and the impeller 7, the required air volume flows can be made available for operation. According to an alternative embodiment, a single air supply device may be provided, which is similar to the above-described impeller air supply device 20, and which, however, has a flap which opens into a further air supply duct, via this air supply duct of the piston engine with the air required for combustion is supplied.

Furthermore, a channel may be provided which is designed such that air from the torque tube, i. is taken from the thrust jet by means of a flap and this is then made available via the channel of the turbine as combustion air.

According to alternative, but not preferred embodiments, for example, it may be provided that the exhaust gas guide is designed such that a large part of the exhaust gases of the turbine is directed into the region of the suction side 12 of the impeller 7.

Alternatively, the exhaust gases can be routed via the exhaust system also to the outside of the aircraft or into the open.

According to another embodiment, not shown, at least two drive devices can be arranged on the wings of an aircraft.

Correspondingly, one, two or more such drive devices can be arranged outside the fuselage. The turbine is arranged in the direction of flight in front of the two or more impellers in the fuselage.

One, two or more impellers are arranged laterally on the hull and are driven by a mechanical connection of the shaft turbine. The exhaust gases of the turbine are introduced via a fastening connection of the impeller either directly or via a heat exchanger device.

It is advantageous that the large volume flow of the impeller must not be routed through large air inlets into the hull. Because the turbine in flight Direction is arranged in front of the impeller or laterally next to the impellers, the exhaust gases can be introduced into the torque tube of the impeller.

According to such an embodiment, the drive device 1 has both a shaft turbine 5 and a surrounding the impeller 7 housing.

Such an aircraft provided with two propulsion devices according to the invention on the wings then has an extremely efficient propulsion device or two extremely efficient engines which suggest the optics of a jet engine, but the advantages explained above, apart from the approval and the associated broader application possibilities, entail.

In the following, preferred embodiments of the drive device according to the invention will be explained.

In the area opposite to the direction of flight 10 behind the impeller 7 and in the region of the torque tube 14, a stator 19 is arranged. The stator device comprises a stationary vane ring 23 which deflects the air flow axially in the direction of flight 10. In this way, more thrust is generated because the thrust jet after the stator device 19 is substantially free of twist. This is achieved in that guide vanes 24 of the vane ring 23 on the thrust side 13 from oblique to the direction of flight 10 on axially to the direction of flight 10 pass. Thus, the cross section increases, the thrust jet expands and the thrust is increased.

The exhaust gas guide device comprises two channel-like exhaust gas ducts 11. These have an approximately circular and flow-optimized cross-section and tapers conically in the axial direction in the direction of the aircraft tail. The exhaust ducts 1 1 open into the torque tube so that the exhaust gases of the shaft turbine 5 are passed into the region of the thrust side of the impeller. In this way, a thrust gain from the heat energy of the exhaust gas flow of the shaft turbine 5 is achieved. The drive device 1 has a heat exchanger device 25 in the region of the torque tube 14. The fact that the heat energy contained in the exhaust gas flow is introduced via the heat exchanger device 25 in the torque tube 14 and thus in the thrust jet, the heat energy is transferred to the cold thrust jet gene, which then expands or its volume expands. By narrowing the flow control of the hot exhaust gas flow in the torque tube 14 is prevented that a reduction in volume of the hot exhaust gases by the cooling compensates for the increase in volume of the cold impeller flow. This results in an increase in the volume flow of the thrust steel and thus a thrust gain.

The heat exchanger device 25 according to a first embodiment of the heat exchanger device extending in the direction of flight or extending in the longitudinal direction of the fuselage heat transfer plates lublungs 26 which extend into the exhaust guide device 1 1 and in the torque tube 14 (Figures 2 and 3).

An area of the heat transfer fins 26 which extends into the exhaust gas guide device 1 1 is heated by the hot exhaust gases flowing in the exhaust gas guide device 1 1. This heat energy is then transmitted over a portion of the heat transfer fins which extends into the torque tube 14 to the passing jet of thrust.

The exhaust pipes of the exhaust-gas guiding device taper counter to the direction of flight 10 in the same ratio in which the exhaust gases cool. A jacket wall of the torque tube 1 tapers to the same extent, so that the cross section of the torque tube 14 in which the thrust jet is guided is approximately constant. The increase in volume during heating causes an acceleration of the thrust jet and thus a boost.

The heat exchanger device 25 is integrated according to a second embodiment of the heat exchanger device in the stator 19 (Figures 4 to 7). In this case, the heat energy from the exhaust gas flow is introduced into the thrust jet via the stator device 19, which leads to the thrust rise explained above.

The vanes 24 of the stator 19 are formed as hollow moldings defining channels 27. The exhaust gas flow of the turbine 5 is introduced into the channels 27 formed in the guide vanes 24 via a jacket wall of the stator device 19. The exit of the cooled exhaust gas flow takes place via slots formed in the end regions of the guide vanes 24. The flow cross section within the guide vanes 24 tapers in accordance with the volume reduction of the exhaust gas flow through the cooling. In this way, the flow delay of the stator 1 9 is compensated by the heating of the thrust jet. That is, by enlarging the flow cross section in the stator device 19 by aligning the thrust jet in the axial direction, the expansion of the air due to heat in this region can be compensated. This increases the efficiency and counteracts a stall on the vanes 24.

The vanes may also be equipped with concentrically arranged heat transfer plates 26. As a result, more heat energy can be transmitted to the impeller air flow. The vanes 24 may also be made significantly longer toward a rear of the aircraft to provide more heat transfer area.

Bezuaszeichenliste

1 drive device

2 plane

3 cockpit

4 fuselage

5 shaft turbine

6 wave

7 impellers

8 housing

9 rotor

10 flight direction

1 1 exhaust system

12 suction side

13 thrust side

14 push tube

15 exhaust outlet

16 turbine air supply

17 intake opening

18 turbine air supply duct

19 stator device

20 impeller air supply

21 intake opening

22 impeller air supply duct

23 vane ring

24 vane

25 heat transfer device

26 heat transfer lamella

27 channel

Claims

claims

1 . Drive device for an aircraft with

a shaft turbine coupled via a shaft to an impeller having an intake side and a thrust side, wherein the shaft turbine is disposed in the region of the intake side of the impeller and the drive device is arranged to be mounted on an aircraft fuselage and / or inside an aircraft fuselage and / or or is formed in a housing on a support surface.

2. Drive device according to claim 1,

characterized,

that almost all the energy of the turbine via the shaft is supplied to the impeller.

3. Drive device according to claim 1 or 2,

characterized,

that exhaust gases of the turbine are discharged via an exhaust gas routing device such that the exhaust gases are for the most part directed into the region of a suction side of the impeller.

4. Drive device according to claim 1 or 2

characterized,

that exhaust gases of the shaft turbine via the at least one and preferably two Abfuhrungseinrichtungen around the impeller around, preferably in the region of the thrust side of the impeller, are performed.

5. Drive device according to one of claims 1 to 4, characterized,

that a push tube is provided in the region of the thrust side following the impeller.

6. Drive device according to claim 4 or 5,

characterized,

in that the exhaust-gas guidance device comprises two channels which have an approximately circular cross-section and taper conically in the direction of flight.

7. Drive device according to one of claims 1 to 6,

characterized,

that the exhaust gases of the shaft turbine in the region of the thrust side of the impeller, in particular in the torque tube, passed.

8. Drive device according to one of claims 5 to 7,

characterized,

in that a heat exchanger device is provided in the region of the push tube, which is designed in such a way that the heat energy contained in the exhaust gas flow can be introduced via the heat exchanger device into the push tube and thus into the push jet.

9. Drive device according to claim 8,

characterized,

in that the heat exchanger devices comprise heat transfer fins extending in the longitudinal direction of the aircraft fuselage, which extend into the exhaust-gas guide device and into the push tube.

10. Drive device according to one of claims 1 to 9,

characterized,

that in the region opposite to the direction of flight behind the impeller and in the region of the torque tube, a stator device is arranged, which has a fixed vane ring, which deflects the air flow axially to the direction of flight.

1 1. Drive device according to claim 10,

characterized,

the heat exchanger device is integrated in the stator device in such a way that the thermal energy from the exhaust gas flow can be introduced into the thrust jet via the stator device.

12. Drive device according to claim 1 1,

characterized,

the stator blades of the stator device are designed as hollow shaped parts such that the exhaust gas flow of the turbine can be introduced into the guide vanes via a jacket wall of the stator device and the outlet of the cooled exhaust gas flow via slots formed in the end regions of the guide vanes.

13. Drive device according to one of claims 1 to 12,

characterized,

that the impeller comprises a rotor and a housing, wherein the impeller is preferably formed from a carbon fiber composite.

14. Drive device according to claim 13,

characterized,

that the rotor is connected to the shaft turbine directly over the shaft.

15. Drive device according to claim 13,

characterized,

that the rotor is connected to the shaft turbine via a gear stage and a clutch.

16. Airplane comprising

a fuselage and wings, as well

A drive device according to one of claims 1 to 15.

17. Aircraft according to claim 16,

characterized,

an impeller air supply device is provided which directs air from outside the aircraft into the area between the shaft turbine and the intake side of the impeller.

18. Aircraft according to claim 16 or 17,

characterized,

a turbine air supply device is provided, which directs air from outside the aircraft and / or from the torque tube to an intake side of the turbine.

19. Aircraft according to claim 18, characterized,

in that an air supply device is provided which directs air from outside the aircraft into the area between the shaft turbine and the intake side of the impeller.

20. Aircraft according to one of claims 16 to 19,

characterized,

in that a drive device is provided in the fuselage in an area behind a cockpit and / or that in each case at least one drive device is provided in the wings or in a housing on the wings and / or on the outside of the fuselage.