GB1110165A - Improvements in or relating to propeller or rotor driven fluidborne craft - Google Patents

Abstract

1,110,165. Aircraft; marine propulsion. K. EICKMANN. 9 July, 1964, No. 826/67. Divided out of 1,110,161. Headings B7G, B7V and B7W. [Also in Division F1] A fluid borne craft having propulsion rotors and propellers for movement in the vertical and horizontal directions respectively includes hydraulic motors each providing an output to rotate one or more of said rotors with each of said motors being driven by a separate delivery of hydraulic fluid under pressure. As shown, a rotary sliding vane I.C. engine comprising a rotor 1102, Fig. 3, formed with an output shaft (1162), Fig. 2 (not shown) driving a forward propulsion aircraft propeller 1222, Fig. 1, and having a plurality of radial axiallyextending slots 1127A-1127G slidably mounted vanes 1109 between which, the rotor periphery and a surrounding central track ring 1108 is formed a plurality of variable volume working chambers 1125A- 1125G in which a combustible gaseous mixture admitted through an inlet 1179 and exhausted through an outlet 1180 is compressed, ignited and expanded. The rotor also includes an axial bore 1155 mounting an adjustably rotatable pintle 1189 controlling the supply and discharge of hydraulic fluid to and from the slots 1127A-1127G beneath the vanes 1109. The pintle includes two supply passages 1181A, 1181C and two discharge passages 1181B, 1181D such that as the rotor rotates through one revolution, the vanes slide inwardly and outwardly twice to produce two separate and independent flows of hydraulic fluid which are directed to hydraulic motors 501, Fig. 1, fitted one in each wing of the aircraft to drive lifting rotors 1223, 1224. With the pintle in the position shown in Fig. 3, hydraulic fluid is sucked into slots 1127A, 1127D, 1127E and discharged from slots 1127B, 1127C, 1127F to give maximum and equal discharge to the two motors 501. In this position, it is stated that all the power developed by the I.C. engine is directed to the hydraulic motors 501 to lift the aircraft and no forward propulsion takes place. On rotating the pintle 1189 through 45 degrees either clockwise or anticlockwise by manual, automatic or remote control means the hydraulic fluid circulates in and out of the slots without any actual pumping taking place whence the full power of the I.C. engine is directed to drive the propeller 1222 for forward propulsion of the aircraft. The rotor 1102 comprises a centre part flanked by end walls 1104, 1105 extending radially outwardly of the centre part and end covers 1106, 1107 secured to the rotor to rotate therewith. The slots 1127A-1127G are formed with extensions 1158, 1159 which extend axially and radially on to the end walls 1104, 1105 and slidably mount extensions 1115, 1116 of the vanes 1109 with the inner faces of the vane extensions slidably and sealingly engaging the faces of sealing members 1131 sandwiched between the central track ring 1108 and end covers 1101B, 1101C. The vanes 1109 may include pivoted slippers 1111 which follow the inner profile of the track ring 1108 as the rotor rotates. Cooling chambers 1171, 1173, 1174 are provided in the central track ring 1108, rotor 1102 and vanes 1109 respectively. The pintle 1180 may be adjustably rotated to reverse the direction of flow through the pump supply and discharge passages. The pintle may be controlled automatically, e.g. on the aircraft approaching a hazard such as a mountain, radar signals are transmitted to operate the pintle electronically whereby forward movement of the aircraft is inhibited and pressure liquid directed to the lifting motors. The pressurized liquid from the slots beneath the vanes is delivered to the motors 501 which in a practical form are constituted by rotary sliding vane motors of somewhat similar construction to the combined rotary vane I.C. engine just described. The end walls 1004, 1005, Fig. 4, of the motor rotor include recesses 1004A, 1005A in which are mounted stationary camplates 1046A, 1046B contoured so that on rotation of the rotor the vanes 1009 are held in sealing engagement with the inner profile of a central track portion of the casing. The vanes include a portion 1009C engaged by a rod 1009D which contacts the cam-plates and through springs 1151 engages the vane proper. The vanes may be urged outwardly of their slots by hydraulic pressure, the slots being connected by passages to a cylinder in which slides a piston 1081Y, Fig. 5 (not shown), subjected on opposite faces to inlet and outlet pressure of the motor so that the slots always communicate with the higher of the two pressures. The motor is of the multi-abutment type having two inlets and two outlets. The rotor of the motor is secured to a shaft 1062 which drives the lifting rotor of the aircraft. The invention may be applied to marine craft, i.e. hydrofoils or other water borne craft or submarine.