WO2001072588A1 - Dirigeable orientable comprenant un corps creux en forme de buse - Google Patents

Dirigeable orientable comprenant un corps creux en forme de buse Download PDF

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Publication number
WO2001072588A1
WO2001072588A1 PCT/DE2001/001235 DE0101235W WO0172588A1 WO 2001072588 A1 WO2001072588 A1 WO 2001072588A1 DE 0101235 W DE0101235 W DE 0101235W WO 0172588 A1 WO0172588 A1 WO 0172588A1
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WO
WIPO (PCT)
Prior art keywords
airship
steerable
rigid
air
wind tunnel
Prior art date
Application number
PCT/DE2001/001235
Other languages
German (de)
English (en)
Inventor
Consulting Gmbh Globalpatent
Friedrich Grimm
Original Assignee
Friedrich Grimm
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE2000115338 external-priority patent/DE10015338A1/de
Application filed by Friedrich Grimm filed Critical Friedrich Grimm
Publication of WO2001072588A1 publication Critical patent/WO2001072588A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/24—Arrangement of propulsion plant
    • B64B1/26—Arrangement of propulsion plant housed in ducts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/08—Framework construction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/10—Tail unit construction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B1/00—Lighter-than-air aircraft
    • B64B1/06—Rigid airships; Semi-rigid airships
    • B64B1/12—Movable control surfaces

Definitions

  • the invention relates to a steerable airship with a pneumatically trimmed, semi-rigid or rigid hull which encloses a cavity extending from bow to stern for receiving parts of the engine and parts of the tail unit.
  • a tubular airship body is proposed, in which the front air flow is divided and the air winds around the essentially cylindrical airship from the outside and inside.
  • the hollow hull of this airship is not nozzle-shaped and it is also not a pressure chamber belonging to the engine Devices for driving and controlling the airship are provided outside the cavity.
  • the drive takes place via motor-driven propellers which are attached to projecting structural parts outside the volume defined by the envelope of the airship.
  • This type of engine suspension always requires a paired arrangement of the propellers in the direction of travel, since the thrust of a single propeller gives a moment on the longitudinal center axis of the airship
  • the suspension construction of usually several propellers is complex, material-intensive and also increases the air resistance.
  • the size of the motors and the diameter of the propellers are limited in their dimensions due to the design.In relation to the volume of the airship, the dimensions of the propellers appear rather small
  • the tail at the stern consists of three or four fins, which protrude from the envelope of the airship and accommodate the elevator and rudder
  • a current development is the airship planned by CARGOLIFTER AG for the transport of large loads.
  • Airships are very slow aircraft compared to airplanes.
  • the speed of travel is usually less than 150 kilometers per hour.
  • the arrangement of the engines on the outside of the hull emits the noise from the engines in all directions.
  • there is always a risk of injury when climbing and landing which is caused by the propellers of the engines. Since the most sensitive structural parts of an airship are on the side facing the ground, it is not possible for the airship to fall directly on the ground or in the water. It is not possible to climb and land an airship at any location, since the airship needs an anchor mast at the landing or takeoff site and a ground crew is always required for these maneuvers.
  • the invention has for its object to provide an airship that has better travel performance and has a new takeoff and landing technology.
  • the nozzle-shaped airship body accelerates the air passing through the airship relative to the speed of travel.
  • the air pressure is increased and therefore the drive power of the propellers, turbine impellers and fans is increased.
  • a directed, channeled air flow contributes to an increased efficiency of the drive units.
  • Compressed air in the pressure chambers belonging to the engine is used to operate air jet rudders in annular air lines at the bow and stern.
  • Optional vacuum in the pressure chamber is used to fix the airship on the ground.
  • the nozzle-shaped hollow body of the airship in cooperation with one or more pressure chambers of the engine has an advantageous effect on the construction, operation and safety of an airship in the following aspects: higher stiffness of the airship body, - reduction of air resistance by dissolving the trailing resistance, increased efficiency of the installed drive power, higher travel speeds, better maneuverability, - higher safety through casing of the engines, Simplification of take-off and landing technology, any possibility of landing on land and in water, driveability on land and water, quick ascent to high altitudes by vertical take-off, - navigability of the stratosphere.
  • an airship with a nozzle-shaped hollow body which encloses a cavity which extends from an annular bow to an annular stern and tapers towards the middle of the ship and which in the area of maximum tapering - for example in the middle of the ship or within the rear half of the airship - has at least one pressure chamber which belongs to a new type of air jet engine.
  • the division of the aerodynamically profiled wind tunnel into three sections with a funnel-shaped air inlet opening, which is followed by at least one pressure chamber belonging to the engine, and a funnel-shaped relaxation area at the stern enables the aerodynamic profiling to influence the speed and pressure of the air passing through the airship.
  • a large amount of air is supplied to the engine via the funnel-shaped air inflow opening adjoining the bow ring, the air speed being increased and the air pressure being reduced in the first section.
  • the air builds up - the air pressure suddenly increases.
  • Two propellers, arranged one behind the other, rotating in opposite directions accelerate the compressed air mass and expel it into the subsequent relaxation room.
  • the efficiency of such a jacketed propeller engine, which works with preloaded air, is clearly superior to that of a conventional propeller.
  • a completely new type of drive is an air jet engine, which consists of several turbines arranged one behind the other, which form pressure chambers, which accelerate the air flow in the wind tunnel to approximately twice the speed and eject it backwards via an air jet nozzle.
  • Another propulsion option for the airship is to combine different engines.
  • Propeller engines can generate the thrust needed to activate a thermodynamic jet pipe.
  • This jet pipe consists of a continuously tapering section of the wind tunnel, a combustion chamber and a nozzle through which the air and the combustion gases are expelled to the rear.
  • the advantage of such a ramjet engine is that it largely does without any moving parts.
  • one or more jet engines can be located within the wind tunnel.
  • the noise-generating components are shielded by the surrounding airship.
  • the chambered design ensures the greatest possible operational reliability.
  • the wind tunnel has a funnel-shaped air inlet at the bow and a funnel-shaped relaxation room at the stern. Attaching parts of the tail unit in these areas appears to be particularly advantageous.
  • the funnel-shaped relaxation area at the rear is ideal for attaching aerodynamically shaped fins in a cruciform arrangement that accommodate movable elevators and rudder.
  • a particularly advantageous embodiment of the tailplane provides for at least three rudder surfaces which are rigidly connected to one another and arranged at an angle with respect to the longitudinal, transverse and vertical axes of the airship to be freely rotatable within the relaxation space, so that the airflow escaping to the rear can be directed and that Airship thus has a thrust vector control.
  • Fins attached to the stern of the hull to accommodate additional elevators and rudders serve to stabilize the airship at a standstill or at low speeds.
  • Larger airships according to the invention are equipped in the region of the annular bow and stern bulge with additional air jet rudders, which are arranged perpendicularly with respect to the longitudinal center axis and ensure the maneuverability of the airship when stationary.
  • the pressure chamber mentioned in claim 1 enables a novel takeoff and landing technology for airships according to the invention.
  • An inflatable tube is provided on the underside of the airship, with which the airship is supported on the ground.
  • This pressure hose surrounds an air cushion between the underside of the airship and the footprint.
  • part of the compressed air can be discharged from the pressure chamber to this air cushion, so that the airship is supported on an air cushion.
  • a negative pressure can also be generated on the air cushion by means of the pressure chamber, so that the airship can suck itself onto the footprint.
  • stopovers - for the admission of passengers or freight - this new type of landing technique is of great advantage, since the airship can anchor itself to the ground without the use of a ground crew or special landing measures by means of negative pressure.
  • a hollow airship body initially has a smaller inflow area in the direction of travel than a fully trained airship body.
  • the air flow hitting the bow is divided at the ring-shaped bow bulge, with part of the air flowing around the airship from the outside and another part Part of the airship body flows through from the inside.
  • the side facing the wind tunnel and the outside of the airship have an aerodynamic profile.
  • the frictional resistance of the airship increases due to the approximately 20-30% increased surface area that the hollow body brings with it.
  • the wake resistance can ideally be reduced to zero. This drastically reduces the overall air resistance compared to conventional solutions.
  • Thruster surfaces in the downstream of the propeller are very effective when the deflected propeller jet emerges into the open immediately downstream of the rudder.
  • the engine is located in the stern of the airship.
  • Conventional airships sail through the atmosphere and rarely rise above 1,000m. If the range of action of an airship is successfully extended into the stratosphere, new possibilities arise in terms of active mileage, but also in terms of passive use of air currents at great heights.
  • the funnel-shaped air inflow opening of an airship according to the invention acts as a compressor for the thin air at great heights. For this reason, an airship according to the invention can still be driven at great heights using conventional engines.
  • the recoil principle of a ramjet engine can also be used, in which the hot combustion gases are expelled to the rear.
  • a special embodiment provides for the vertical takeoff of an airship.
  • the thrust generated by the engines can be used in addition to the lift generated by hydrogen or helium. After reaching the desired altitude, the airship swings horizontally. As the air resistance decreases with increasing altitude, a stratospheric airship reaches a higher cruising speed.
  • the invention relates to pneumatically supported airships, to semi-rigid and rigid airships.
  • various proposals are made within the scope of the invention, which are explained in more detail below:
  • a hollow-body tire, the shell of which surrounds a wind tunnel, is significantly more stable than a full tire, which does not have this additional support surface.
  • This simple embodiment variant already shows the structural advantages of the nozzle-shaped hollow body with biaxially curved surfaces.
  • An airship according to the invention in its simplest embodiment therefore consists of a single carrier gas cell, the dimensional stability of which is produced by overpressure.
  • An exclusively pneumatically supported envelope construction is rather unfavorable from the point of view of the stability of the airship body.
  • a construction in which a bead-shaped rigid ring at the bow and stern is connected by a pressure rod that runs along the longitudinal central axis of the airship enables the airship to be given greater stability and a more elongated shape and therefore also better aerodynamics.
  • the inner and outer shell of the airship can be structurally pre-tensioned, so that the shape of the airship body is determined by the structural pre-tension and the pneumatic overpressure.
  • this structure outside the airship body and inside the wind tunnel the main supporting element of which consists of a central pressure rod with ring carriers arranged transversely thereto, can be stiffened by longitudinally arranged tendons which connect the ring carriers to one another in a radial arrangement on the circumference.
  • a particularly favorable variant is a diaphragm-tensioned compression rod, in which the side of the airship hull facing the wind tunnel consists of a structurally pre-tensioned membrane on which one or more pneumatically supported gas cells are supported.
  • the rigid part of a semi-rigid airship hollow body consists of a tube surrounding the wind tunnel with a funnel-shaped air inflow opening and a funnel-shaped relaxation space at the stern, which cuts through an airship according to the invention along its longitudinal central axis or parallel to this axis.
  • This tube is constructed either as a light shell construction - optionally with longitudinal or transverse stiffening ribs - made of glass fiber reinforced sandwich elements with honeycomb core or from a single-layer truss construction with filling elements.
  • the entire outer shell is supported by one or more carrier gas cells surrounding the central tube.
  • the outer shell is stabilized by overpressure between the lifting gas cells and the outer shell.
  • the length of a conventional impact airship is limited to around 60 m.
  • an impact airship with a rigid tube arranged in the longitudinal direction of the ship can be built longer and slimmer, so that a higher load capacity and better driving characteristics are possible.
  • the truss tube surrounding the wind tunnel serves as a common belt rod of a plurality of beams that are spanned or spanned in a radial arrangement.
  • these under-stretched, fish-bellied supports can be formed without additional stiffening bandages. If the outer skin shows a flat curvature, the under-tensioned girder is provided with stiffening bandages and divides the airship into at least three sectors arranged in the longitudinal direction.
  • a particularly light, largely tensile structure consists of pressure rings arranged transversely to the central tube, which are held in the longitudinal and transverse directions by a large number of ropes.
  • the wind tunnel With a more than 200 m long airship body, the wind tunnel is surrounded by a double-shell tubular construction in lightweight construction.
  • a Truss tube which connects the bow and stern ring to each other and comprises several pressure rods arranged parallel to the longitudinal center axis of the airship, is the primary supporting element of a very light and rigid supporting structure for an airship according to the invention.
  • Each of the pressure rods arranged in the longitudinal direction of the ship is under or spanned both on its side facing the wind tunnel and on the side facing outward.
  • the truss tube braced in the longitudinal and transverse directions creates the outer contour of a nozzle-shaped hollow body.
  • a longitudinally and transversely pre-tensioned textile envelope surrounds the airship on all sides.
  • a rigid casing made of GRP sandwich elements or aluminum sandwich elements is provided for travel speeds of more than 200 kilometers per hour.
  • a supporting structure arranged in the wind tunnel which consists of a tube arranged coaxially to the longitudinal central axis and radially arranged cantilever arms, can be connected to the surrounding airship body.
  • filigree lightweight supports made of high-strength aluminum, glass fiber-reinforced round hollow profiles with a foam filling and sheet-like components made of GRP sandwich elements or lightweight composite structures made of plastic and metal are suitable.
  • the individual carrier gas cells are given a shell made of a particularly densely woven silk, and the outer shell can consist of a glass-fiber-reinforced, multi-layer, high-tensile membrane that is stretched over the rigid supporting structure.
  • the arrangement of all essential components of the airship in the area of the central wind tunnel allows the formation of ideally typical support structure shapes for ship hulls, which are characterized by a lower weight, higher rigidity of the airship body and greater safety for the crew and passengers compared to conventional solutions.
  • the wind tunnel is enclosed by a tubular construction constructed as a shell construction or also by a tubular construction designed as a truss tube, which forms a tube extending from the bow to the stern.
  • the bulbous bow ring and the bulbous rear ring can be connected to each other by a truss tube.
  • Each compression rod arranged parallel to the longitudinal center axis of the airship is braced by an undervoltage facing the wind tunnel and an outward overvoltage.
  • the aerodynamically shaped outer contour of the nozzle-shaped airship body is built up exclusively via a network of tension members.
  • the structure with the greatest possible rigidity is a double-walled truss tube, in which the wind tunnel is formed by a truss tube and the outer surface of the airship body is also formed by a truss tube.
  • both tubes are connected by longitudinally arranged trusses or tension, a double-walled tube construction is created that is resistant to bending and torsion and can withstand the dynamic stresses that occur at higher speeds.
  • trestles which are A-shaped in cross section. Longitudinally arranged tapes and floors in this area form a rigid cell for taking up the individual load.
  • the lifting gas cells and the elastic deformability of a pneumatically supported airship body can be used as a shock absorber.
  • the landing and the resurgence should be within a short period of time. For this it is necessary that the airship reaches the landing site as far as possible without releasing the lifting gas.
  • the propelling airship can submerge at the rudder surfaces with the thrust generated by the propellers via dynamically generated upward and downward forces. At a standstill above the landing site, the propellers are swiveled so that they pull the airship to the ground. Larger airships according to the invention have jet engines at the bow and stern, which are also able to generate a symmetrical thrust directed towards the ground.
  • Fig. 1a an airship according to the invention in a schematic longitudinal section.
  • 1b an airship according to the invention in a schematic longitudinal section.
  • 1d an airship according to the invention with an annular cross section in cross section.
  • 1e an airship according to the invention with an elliptical cross section in a schematic cross section.
  • 1f an airship according to the invention with a free cross section.
  • 2a a nozzle-shaped airship body according to the invention as an isometric wire model.
  • 2b an inventive rigid airship with an air jet engine in isometric longitudinal section.
  • Fig. 3a an inventive rigid airship with air jet engine in longitudinal section.
  • 3b a rigid airship according to the invention with an air jet engine in cross section.
  • 3c a rigid airship according to the invention on a water surface in a perspective view.
  • FIG. 4a the front half of a rigid airship according to the invention with an air jet drive in isometric development.
  • Fig. 4b the rear half of a rigid airship according to the invention with air jet propulsion in isometric development.
  • FIG. 5a the front half of a rigid airship according to the invention with an air jet drive in isometric development.
  • Fig. 5b the rear half of a rigid airship according to the invention with air jet propulsion in isometric development.
  • 6a a nozzle-shaped airship body according to the invention as an isometric wire model.
  • 6b a segment of the support structure of a rigid airship according to the invention in an isometric overview.
  • Fig. 9b an inventive semi-rigid airship with an electrically operated air jet engine in the stern in the
  • Fig. 10b the inventive semi-rigid airship according to Fig. 10a in the front view.
  • Fig. 10c the semi-rigid airship according to the Fig. 10a in the rear view.
  • Fig. 11b the rigid airship according to Fig. 11a in the
  • Fig. 'I2a an inventive semi-rigid airship with a
  • Fig. ' 12b the semi-rigid airship according to the invention according to Fig. 12a in the front view.
  • Fig. ' 12c the semi-rigid airship according to the invention according to Fig. 12a in the rear view.
  • Fig. * 13a an inventive semi-rigid airship having a walk-in wind tunnel in vertical longitudinal section
  • Fig. '13b the inventive semi-rigid airship according to Fig. 13a in schematic cross section.
  • Fig. ' 14a an inventive vertically launching cargo airship in a schematic longitudinal section.
  • Fig. '14b airship according to the invention according to Fig. 14a in the rear view.
  • Fig. ' 15a an inventive semi-rigid airship for transporting large loads in longitudinal section.
  • 16a shows a semi-rigid passenger airship according to the invention in a vertical longitudinal section.
  • Fig. ' 17b the schematic floor plan of the passenger gondola of the rigid
  • Fig. 'I7d the cross section of the rigid airship according to Fig. 17a.
  • Fig. ' 17e a double-walled tube in cell construction, which the
  • Wind tunnel of a rigid airship according to the invention
  • Fig. - I7f the rigid airship according to Fig. 17a in the view from the front.
  • Fig. '18a an inventive rigid airship with jet jet drive in the view.
  • FIG. 19a the rigid airship according to the invention according to FIG. 19a with the passenger compartment retracted in a vertical longitudinal section
  • Fig. '18c the inventive rigid airship according to Fig. 19a with extended passenger compartment in longitudinal section;
  • FIG. 18e the rigid airship according to the invention according to FIG. 19a in a schematic cross section.
  • FIG. 18f the rigid airship according to the invention according to FIG. 19a in the FIG.
  • FIG. 1a shows an airship, the hull of which is designed as a nozzle-shaped hollow body (1) and one from the bow (10) to the stern (11) extends around the aerodynamically shaped wind tunnel (2), in schematic longitudinal section.
  • the engine (3) is located at the narrowest point of the nozzle-shaped hollow body.
  • FIG. 1b shows an airship, the hull of which is designed as a nozzle-shaped hollow body (1) and encloses an aerodynamically shaped wind tunnel (2) extending from the bow (10) to the stern (11), in a schematic longitudinal section.
  • the narrowest point of the nozzle-shaped hollow body is located in the rear half of the airship
  • the engine (3) shows two pressure chambers (33) one behind the other in the direction of travel
  • FIG. 1c shows an airship according to FIG. 1b.
  • the engine (3) here has three pressure chambers (33) arranged parallel to the direction of travel.
  • FIG. 1d shows an airship with a circular, nozzle-shaped hollow body in cross section.
  • FIG. 1e shows an airship with an elliptical, nozzle-shaped hollow body in cross section.
  • Two pressure chambers (33) arranged parallel to one another can be seen here
  • Fig. 1f shows an airship with a freely shaped, nozzle-shaped hollow body (17) in cross section
  • Fig. 2 shows a rigid airship, the nozzle-shaped hollow body (1) encloses an aerodynamic wind tunnel (2)
  • FIG. 2a shows a wire-grid-like volume model of the nozzle-shaped hollow body (1) in the isometric overview
  • FIG. 2b shows an isometric longitudinal section with an internal structure (6) and a rigid inner shell (92) and a rigid outer shell (93).
  • a vent nozzle (36) with four fans connected in series (32), which include three pressure chambers (33).
  • the fans (32) and the pressure chambers (33) effect an air jet drive, which accelerates the air in the wind tunnel to approximately twice the speed and ejects it into the rear relaxation space (21).
  • a front fin with elevator (40) with four parallel mounted propeller engines (30) in the area of the relaxation room (21)
  • the airship has a length of 240 m, a diameter of 57 m and has a lifting gas volume of 410,000 m 3
  • FIG. 3 shows the rigid airship according to FIG. 2
  • FIG. 3a shows a schematic vertical longitudinal section
  • FIG. 3b shows a cross section
  • FIG. 3c shows a perspective view of a watered airship longitudinal and cross section
  • an internal supporting structure (6) which consists of twelve radially arranged inner ones
  • Each pressure bar of the truss tubes (60) is spanned or spanned inwards and outwards, so that aerodynamic professional manufacture (22) of the nozzle-shaped hollow body (1) is produced (3) corresponds to the proposal shown in Fig. 2
  • FIG. 4a and 4b show the airship shown in FIG. 2 and in FIG. 3, each as an isometric development.
  • FIG. 4a shows the front half of the airship and FIG. 4b the rear half of the airship.
  • FIG. 4a shows the annular bow bulge (10) and one horizontal fin (40) with elevator in the wind tunnel recognizable
  • On this fin (40) four propeller engines with internal combustion engines (30) are attached.
  • the internal structure (6) with an inner truss tube (60) made of twelve rods is recognizable, as is the underside on both sides and overvoltage of the truss tubes (60)
  • the stern of the airship shows two of a total of four external stabilizing fins (46).
  • the cut aerodynamically shaped wind tunnel (2) shows at its narrowest point four fans (32) with pressure chambers (33) connected between them, some of them Generate air jet propulsion
  • FIG. 5 also shows the airship described in FIGS. 2, 3 and 4 in sections as an isometric development.
  • FIG. 5a shows the front half of the airship and FIG. 5b the rear part.
  • FIG. 5a shows an annular bow bulge (10) and a rigid outer shell (93 ) and a rigid inner shell (92) of the nozzle-shaped hollow body (1)
  • FIG. 5b shows the stern of the airship with an annular stern bulge (11) and a rudder device with elevator (41) and rudder (42) integrated in the wind tunnel.
  • Four external stabilizing fins (46) ensure the necessary stability of travel.
  • the nozzle-shaped airship body (1) encloses An aerodynamically shaped wind tunnel (2) and, together with the fans (32) with pressure chambers (33) connected in series in the direction of travel, enables a drive that accelerates the airship according to the recoil principle.
  • FIG. 6 shows an airship in isometric overview drawings.
  • FIG. 6a shows the volume model of a nozzle-shaped hollow body (1), which encloses an aerodynamically shaped wind tunnel (2)
  • Fig. 6b shows a design proposal for the airship body according to Fig.
  • the structure consists of an inner truss tube (60) and an outer truss tube (61). Both truss tubes are radial arranged truss discs (62) connected to each other and form a very rigid, double-walled tubular structure, the truss discs (62) forming longitudinally extending chambers. 6b shows one of a total of twelve supporting structure segments.
  • 7 shows further design proposals for airships with a nozzle-shaped hollow body (1).
  • 7a shows an internal supporting structure (6), the wind tunnel being enclosed by a shell construction with stiffening ribs (63).
  • At least three under-tensioned beams with stiffening bandages (64) arranged in the longitudinal direction of the ship are supported on the shell construction (63) and, together with compression-resistant rings (65), form the volume of the hollow body (1).
  • the rigidity of the structure increases with the number of under-braced beams with stiffening bandages (64). According to the proposed construction, that of the longitudinally arranged under-tensioned beams is open at the top.
  • FIG. 7b also shows an internal supporting structure (6) with a shell construction (63) surrounding the wind tunnel (2).
  • a shell construction (63) surrounding the wind tunnel (2).
  • at least three under-tensioned beams (66) are proposed here, which under- and over-tension the central shell construction (63).
  • stiffening diagonals can be omitted here.
  • the stiffness of the construction increases with an increasing number of under-tensioned beams (66).
  • the under-tensioned girders (66) can be pre-tensioned in relation to the central shell construction (63), so that it is ensured that there is always a tensile load at different loads in the external, longitudinal tension members.
  • FIG. 7c shows a design proposal for the airship body according to FIG. 6a, in which the shell construction (63) surrounding the wind tunnel (2) is surrounded in the transverse direction by ring-shaped supports (67).
  • the annular supports (67) are connected to the stiffening ribs of the inner shell (63) by a plurality of radially arranged spokes.
  • Ropes that span the airship body from the annular bow bulge (10) to the ring-shaped stern bulge (11) are supported on the ring carriers with spokes (67).
  • the support structure according to FIG. 7c comes from a few pressure-stressed support elements, such as the tube (63) and the ring (67), and therefore extremely light. In order to improve readability, only one spoke wheel (67) was shown in full.
  • Fig. 8 shows a semi-rigid airship with a nozzle-shaped hollow body
  • FIG. 8a shows a nozzle-shaped hollow body (1) with a pneumatically supported structure (7), an annular cross member (54) at the bow (10), an annular carrier (54) at the stern (11) and an aerodynamically shaped wind tunnel (2) ,
  • the airship body (1) is prestressed with respect to a pressure rod (50) arranged along the longitudinal center axis.
  • the nozzle-shaped hollow body (1) is constructed symmetrically in the direction of travel.
  • the engine consists of an electrically operated fan (32) located at the narrowest point of the aerodynamically shaped wind tunnel (2).
  • Elevators and rudders (40, 41, 42) are arranged in the area of the funnel-shaped air inflow opening (20) and in the area of the funnel-shaped relaxation space (21).
  • the small airship is 4.60 m long, has a diameter of 1.50 m and has a lifting gas volume of 4.40 m 3 .
  • the current of the electrically operated fan (32) is obtained with the aid of solar cells (38) which are attached to the outside of the pneumatically supported outer shell (70).
  • FIG. 9 shows a semi-rigid airship with a nozzle-shaped hollow body (1), FIG. 9a in longitudinal section, FIG. 9b in front view, FIG. 9c the rear view of the airship.
  • FIG. 9a shows a nozzle-shaped hollow body (1) with a pneumatically supported structure (7), an annular cross member (54) at the bow (10), an annular member (54) at the stern (11) and an aerodynamically shaped wind tunnel (2) ,
  • the airship body (1) is prestressed by internal pressure rods (60). The narrowest point is in the stern of the airship.
  • Two electrically operated fans (32) accelerate the air flow crossing the airship.
  • the airflow hits vertical and horizontal rudder surfaces (41, 42).
  • the electrical current for operating the motors is generated via solar cells (38) which are arranged on the pneumatically supported casing (70).
  • FIG. 10 shows a semi-rigid one-person airship with an internal structure (6), Fig. 10a in longitudinal section, Fig. 10b in the front view, Fig. 10c in the rear view.
  • the internal structure (6) of the airship consists of several pressure rods (60) in the longitudinal direction, which connect an annular cross member (54) at the bow (10) and an annular cross member (54) at the stern (11).
  • the nozzle-shaped hollow body (1) tapers to the stern of the ship.
  • the electrically operated engine with a pressure chamber (33) and two fans (32) is located directly in front of the hollow expansion segment (21).
  • freely rotatable control surfaces (43) allow the exiting air jet to be deflected.
  • the pneumatically supported outer and inner shell consists of a translucent film (96) with integrated solar cells (38) that supply the electricity for the electric drive.
  • the cockpit (84) is located in the area of the funnel-shaped air inflow opening (20), partly within the wind tunnel (2). Batteries and the cockpit (84) form a counterweight to the engine (3) and the tail unit (4) in the rear.
  • the airship is supported on the ground by an annular air cushion (100).
  • Fig. 11 shows a large passenger airship with a nozzle-shaped hollow body, which encloses an aerodynamically shaped wind tunnel (2), with a passenger compartment (82) located centrally in the wind tunnel (2), Fig. 11a in vertical longitudinal section, Fig. 1 1b in the view from the front, Fig. 11c in cross section and Fig. 11d in the view from behind.
  • the spacious wind tunnel (2) accommodates a central passenger compartment (82) that occupies the entire length of the airship.
  • This central The passenger compartment (82) is supported on the rigid hollow body (1) via radially arranged, aerodynamically shaped cantilever arms (52).
  • the central passenger compartment (82) is designed as a rigid tube (51) with transverse bulkheads, which is rigidly connected via the cantilever arms (52) to the rigid inner shell (92) of the wind tunnel (2), which in turn is shear-resistant via an inner truss structure (62) is connected to a rigid outer shell (93).
  • This arrangement represents a rigid, torsionally rigid, multi-layer tube construction that can withstand high dynamic loads.
  • thermodynamic jet pipes (39) which radially surround the central passenger compartment (82).
  • All construction elements within the wind tunnel (2) are aerodynamically shaped to keep the air resistance low.
  • a tail unit (4) with elevator (41) and rudder (42) is connected to the central tube (51).
  • the airship is a total of 270 m long.
  • the outside diameter is 70 m and the diameter of the wind tunnel is 30 m.
  • the airship has a lifting gas volume of over 650,000 m 3 .
  • Fig. 12 shows a semi-rigid airship, Fig. 12a in vertical longitudinal section, Fig. 12b in the view from the front and Fig. 12c in the view from the rear.
  • the aerodynamically shaped wind tunnel (2) tapers to an engine (3) located in the rear.
  • the electrically operated engine consists of two fans (32) with a pressure chamber (33) in between.
  • the exiting air stream strikes freely rotatable control surfaces (43) in a hollow spherical segment-shaped relaxation space (21).
  • a total of three stabilizing fins (46) give the airship the necessary stability when stationary.
  • Below the bow ring (10) there is a gondola (80) for a total of eight passengers.
  • the airship is supported by an air cushion (100) on the ground.
  • a blower (103) creates a vacuum between the top of the terrain, the air cushion (100) and the underside of the airship, so that the airship can suck onto the ground.
  • FIG. 13 also shows a semi-rigid airship, the structure of which basically corresponds to the airship described in FIG. 12, FIG. 13a in a vertical longitudinal section and FIG. 13b in a schematic cross section.
  • the airship has interior, starboard and port side passenger compartments (83) with glazed outer shell, which are connected as rigid cells to the rigid inner tube (63) and penetrate the pneumatically supported, flexible outer shell (70).
  • the aerodynamically shaped wind tunnel (2) is offset downwards with respect to the longitudinal center axis of the airship and has a landing bridge that can be caught in the area of the funnel-shaped air inflow opening (20).
  • the wind tunnel (2) has an asymmetrical cross section and has a walk-in floor that leads the passengers to the entrances to the passenger compartments (83) on the left and right.
  • the Engine (3) is formed by two counter-rotating propellers (30), which enclose a pressure chamber (33) with each other.
  • the propellers (30) have the highest possible efficiency and are shielded from the accessible part of the wind tunnel by a protective grille.
  • the cockpit (84) is arranged at the lower end of the annular bow bulge (10).
  • the airship is set down directly on the ground via air cushions (100).
  • FIG. 14 shows a vertically launching airship with a nozzle-shaped hollow body, FIG. 14a in a vertical longitudinal section and FIG. 14b in a view from behind.
  • a cargo hold (85) is located in the center of gravity of the airship.
  • Three stabilization fins facing the wind tunnel (2) in the area of the rear relaxation area (21) divert the loads as rigid structural parts during the lifting process.
  • the cargo hold (85), which is centrally located in the center of gravity of the airship, is surrounded by a total of six tubular engines.
  • Two fans (32) operate in each tube and enclose a pressure chamber (33) with one another.
  • In the area of the annular tail (11) there is a pressure / suction line (105) which is fed by one of the pressure chambers (33) of the engine (3).
  • the airship is supported on the ground by two concentrically arranged, annular air cushions (100).
  • An air supply flap (102) and an apron (101) enable the airship to be stabilized on the ground by negative pressure.
  • the vertically starting airship is accelerated by the six engines (3) radially surrounding the cargo hold. It reaches great heights very quickly and uses both the lift generated by the lifting gas cells (89) and the dynamic lift generated by the engines (3). After reaching the desired height, the airship swings into a horizontal position using the thrusters (44, 45) in the bow and stern.
  • the nozzle-shaped airship body of such a vertically starting airship is conceivable both as a pneumatically supported, as a semi-rigid or as a rigid construction.
  • FIG. 15 shows an airship which is designed for the transport of large loads, FIG. 15a in vertical longitudinal section and FIG. 15b in cross section.
  • the airship has an off-center, aerodynamically shaped wind tunnel (2) that extends from the bow (10) to the stern (11).
  • the wind tunnel (2) is enclosed by a truss tube (60) with three-belt side and cross members.
  • the outer shell (9) is flexible and is pneumatically supported.
  • the airship is supported on a total of five A-shaped trestles, which encompass the truss tube (60).
  • a continuous ceiling pane forms the floor of the machine room (86) and seals the cargo hold (85) upwards.
  • the airship is supported by a total of four air cushions (100) on the ground. Two air cushions (100) each run parallel to a pressure / suction line (105) and form - together with flexible aprons (101) - a chamber that can be pressurized with compressed air so that the airship can travel on the ground. A negative pressure in this chamber means that the airship can temporarily suck onto the ground.
  • the airship thus has a left and a right pneumatic skid and can travel on the ground - like a sled - over the load container to be picked up and pick it up.
  • the necessary ballast is absorbed on site in the form of water or sand.
  • the engine (3) consists of four large propellers in series in the rear half of the airship, which include three pressure chambers (33). Air jet rudders in the bow ring (44) and air jet rudders in the stern ring (45) are fed by the central pressure chambers of the engine (3) via supply air lines (104).
  • the pressure chambers of the main engine (33) also create the negative pressure in the pneumatic skid, with which the airship is temporarily fixed to the ground.
  • FIG. 16 shows a large passenger airship with a nozzle-shaped hollow body (1), FIG. 16a in a vertical longitudinal section, FIG. 16b in a vertical cross section and FIG. 16c in a detailed section.
  • the aerodynamically shaped wind tunnel (2) is surrounded by a double-shell tubular construction (63) into which maintenance aisles (87), supply lines (88) and supply air lines (104) are integrated.
  • a freely pivotable elevator 40
  • the area of the air outlet opening (21) there are freely movable control surfaces for deflecting the air flow emerging at the engine.
  • Air jet rudders in the bow (44) and air jet rudders in the stern (45) enable the airship to be stabilized when stationary.
  • the fans (32) are driven by a wheel (35) located outside the wind tunnel (2).
  • the engine (3) consists of two fans (32) which are driven by electric motors with 10,000 kW each via wheels (35) acting on the rim of the fans.
  • the energy required to operate the electric motors is generated on board by fuel cells (37) carried along.
  • the airship thus reaches a cruising speed of over 200 km / h.
  • the carrier gas cells (89) in the tubular, 220 m long hollow body (1) with a diameter of 70 m have a capacity of 475,000 m 3 .
  • Steering and port side interior passenger compartments (83) are reached from the ground via a landing bridge. As with the cargo airship described in FIG.
  • the stabilization on the ground is carried out by negative pressure which is produced between the upper edge of the terrain of a flexible apron (101) and the flanking air cushions (100).
  • An air flap (102) on the pressure / suction line (105) regulates the air supply.
  • the pneumatic skids also allow the airship to drive in water and on land.
  • Three fans (32) connected in series generate the drive thrust. Compressed air can optionally be discharged from the pressure chambers (33) to the air jet rudders (44, 45) via supply air lines (104).
  • reverse thrust at a standstill causes the pressure chambers (33) to be evacuated. The vacuum generated in this way is over a pressure / suction line (105) between the air cushions (100), the terrain and the aprons (101) effective.
  • FIG. 17 shows a fast-moving passenger airship.
  • 17a shows a vertical longitudinal section
  • FIG. 17b shows the schematic floor plan of the passenger gondola
  • FIG. 17c shows a horizontal longitudinal section
  • FIG. 17d shows a cross section
  • FIG. 17e shows the partial view of the double-shell tubular pipe (69) surrounding the wind tunnel (2)
  • FIG. 17f shows a front view of the airship.
  • the aerodynamically profiled wind tunnel (2) which runs from the bow (10) to the stern (11)
  • a double-shell tube in cellular construction (69).
  • this tube has an inner diameter of 15 m.
  • the outer and inner shell of the tube are divided into sixteen chambers running in the longitudinal direction of the ship by means of radially arranged webs. At least one of these chambers is designed as a maintenance aisle (87).
  • Additional chambers serve to accommodate supply lines (88) and supply air lines (104) inside the airship.
  • 17a shows a machine room (86) with four internal combustion engines, each of which drives a 15 m diameter fan. Each engine has a drive power of 8,000 kW, so that the airship has a total drive power of 36,000 kW.
  • the four fans enclose three chambers (33) in which the air is accelerated to approximately twice the speed of travel.
  • the tail unit (4) are integrated in the wind tunnel (2).
  • the tail unit comprises two superimposed aerodynamic fins - each with elevator (40) - in the area of the funnel-shaped air inflow opening (20) and a gimbal-mounted tail unit (43) which is arranged in the area of the funnel-shaped relaxation area (21).
  • the airship has a rigid inner shell (92) and a rigid outer shell (93).
  • the rigid outer shell (92, 93) consists of aluminum sandwich elements or GRP panels and is supported on primary and secondary filigree strings arranged in the longitudinal and transverse directions.
  • the passenger gondola (80) comprises two floors and is attached to the underside of the airship. There is an air cushion (100) below the nacelle with which the airship can be supported on the ground.
  • FIG. 18 shows a fast-moving stratospheric airship with jet jet drive (39) and a retractable passenger gondola (106), FIG. 18a in a side view, FIG. 18b in a vertical longitudinal section with a retracted passenger gondola (106), FIG. 18c in a vertical longitudinal section with the passenger gondola extended (106), Fig. 18d in the view from the front, Fig. 18e in the schematic cross section and Fig. 18f in the view from the rear.
  • the airship body (1) has an internal structure (6) that An inner truss tube (60), an outer truss tube (61) and consists of truss discs (62) arranged in the direction of travel and forms twelve radially arranged chambers for receiving the lifting gas cells (89).
  • the aerodynamically profiled wind tunnel (2) tapers to the stern of the airship.
  • a total of six tubular engines are arranged side by side in parallel.
  • the engine in the longitudinal central axis of the airship consists of four fans arranged one behind the other and is used for slow, ground-level travel.
  • Five thermodynamic jet tubes surrounding this central drive tube are designed as ramjet engines (39) and serve to drive the
  • the retractable passenger compartment (106) is designed as a capsule conditioned by compressed air.
  • the 12th chamber of the rigid, nozzle-shaped airship body (1) facing the floor accommodates the passenger nacelle (106) and a machine room (86) instead of the carrier gas cells (89).
  • Three aerodynamically shaped fins (46) at the stern of the airship ensure the driving stability of the nozzle-shaped hollow body (1), if necessary with the aid of adjustable control surfaces.
  • the rigid structure made of two shear-resistant connected truss tubes consists of aluminum lightweight beams, each of which accommodates large-format aluminum sandwich panels (95) on the outside.
  • the aluminum sandwich panels (95) consist of an aluminum outer skin, a honeycomb-shaped sandwich core and an aluminum inner shell. The two shells are glued to the sandwich core with shear resistance.
  • the internal structure (6) in skeleton construction and the rigid outer shell (92, 93) form a composite structure that withstands the high dynamic stresses when driving fast.
  • the longitudinal and transversely arranged lightweight girders of the airship body are divided into primary and secondary support elements.
  • the airship is 300 m long, 70 m in diameter and has a lifting gas volume of 700,000 m 3 .

Abstract

L'invention concerne un dirigeable (1) orientable comprenant un corps creux rigide ou semi-rigide, de soutien pneumatique et en forme de buse. Ce corps creux entoure un tunnel (2) de profil aérodynamique et constitue la surface extérieure d'une buse qui s'étend d'un nez annulaire jusqu'à un arrière annulaire. Cette buse est effilée dans le sens de déplacement jusqu'au centre de la coque ou jusqu'à l'arrière, la turbine étant placée dans la zone d'effilement maximal.
PCT/DE2001/001235 2000-03-28 2001-03-28 Dirigeable orientable comprenant un corps creux en forme de buse WO2001072588A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10015338.0 2000-03-28
DE2000115338 DE10015338A1 (de) 2000-03-28 2000-03-28 Lenkbares Luftschiff
DE10113029.520010317 2001-03-17
DE10113029A DE10113029B4 (de) 2000-03-28 2001-03-17 Lenkbares Luftschiff

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WO2003047967A1 (fr) * 2001-12-05 2003-06-12 Advanced Technologies Group Limited Aeronef plus leger que l'air dote d'un dispositif train d'atterrissage sur coussin d'air
WO2004087499A2 (fr) * 2003-04-04 2004-10-14 Charles Raymond Luffman Aerostat
WO2017200803A1 (fr) 2016-05-17 2017-11-23 General Atomics Systèmes et procédés pour des plates-formes de haute altitude plus légères que l'air
DE102018116172A1 (de) 2018-07-04 2020-01-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Luftfahrzeug
US11417219B2 (en) * 2017-04-20 2022-08-16 Fujitsu Limited Non-transitory computer-readable storage medium for storing collision risk calculation program, collision risk calculation method, and collision risk calculation apparatus
US20220388623A1 (en) * 2021-06-08 2022-12-08 Huan-Chang Liu Airship

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EP0812764A2 (fr) * 1996-06-10 1997-12-17 The Hamilton Airship Company Limited Dirigeable
US5890676A (en) * 1997-11-21 1999-04-06 Coleman; Richard Airship with neutral buoyancy fuel bladder
GB2346594A (en) * 1999-02-09 2000-08-16 Airship Tech Serv Ltd Launching of high altitude airships

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DE1781416A1 (de) * 1967-10-31 1972-04-20 Egon Gelhard Luftschiff
US3963198A (en) * 1975-04-02 1976-06-15 The United States Of America As Represented By The Secretary Of The Navy Negative air cushion for airship ground handling
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GB2055340A (en) * 1979-08-03 1981-03-04 Boothroyd M W Improvements in or relating to airships
US4967983A (en) * 1989-06-02 1990-11-06 Motts Brian C Airship
WO1993011986A1 (fr) * 1991-12-13 1993-06-24 Viktor Nikolaevich Kizilov Vehicule sur coussin d'air
CN1063083A (zh) * 1992-01-27 1992-07-29 程铿 具有气囊抗风装置的软式飞艇
DE4204962A1 (de) * 1992-02-19 1993-08-26 Harald Schmidt Kombinierter antrieb fuer ein luftschiff
WO1993024364A2 (fr) * 1992-06-03 1993-12-09 Novatech Gmbh Dirigeable pour le transport de voyageurs et de marchandises
EP0812764A2 (fr) * 1996-06-10 1997-12-17 The Hamilton Airship Company Limited Dirigeable
US5890676A (en) * 1997-11-21 1999-04-06 Coleman; Richard Airship with neutral buoyancy fuel bladder
GB2346594A (en) * 1999-02-09 2000-08-16 Airship Tech Serv Ltd Launching of high altitude airships

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003047967A1 (fr) * 2001-12-05 2003-06-12 Advanced Technologies Group Limited Aeronef plus leger que l'air dote d'un dispositif train d'atterrissage sur coussin d'air
US7040572B2 (en) 2001-12-05 2006-05-09 Advanced Technologies Group Limited Lighter-than-air aircraft with air cushion landing gear means
CN1330530C (zh) * 2001-12-05 2007-08-08 天空猫集团有限公司 比空气轻的航空器
AU2002349159B2 (en) * 2001-12-05 2007-08-16 Hap Acquisitions Limited Lighter-than-air aircraft with air cushion landing gear means
WO2004087499A2 (fr) * 2003-04-04 2004-10-14 Charles Raymond Luffman Aerostat
WO2004087499A3 (fr) * 2003-04-04 2005-01-20 Charles Raymond Luffman Aerostat
WO2017200803A1 (fr) 2016-05-17 2017-11-23 General Atomics Systèmes et procédés pour des plates-formes de haute altitude plus légères que l'air
CN109219397A (zh) * 2016-05-17 2019-01-15 通用原子公司 用于轻于空气的高海拔平台的系统和方法
US10279883B2 (en) 2016-05-17 2019-05-07 General Atomics Systems and methods for lighter-than-air high altitude platforms
AU2017266853B2 (en) * 2016-05-17 2019-06-06 General Atomics Systems and methods for lighter-than-air high altitude platforms
EP3457949A4 (fr) * 2016-05-17 2019-11-27 General Atomics Systèmes et procédés pour des plates-formes de haute altitude plus légères que l'air
US11417219B2 (en) * 2017-04-20 2022-08-16 Fujitsu Limited Non-transitory computer-readable storage medium for storing collision risk calculation program, collision risk calculation method, and collision risk calculation apparatus
DE102018116172A1 (de) 2018-07-04 2020-01-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Luftfahrzeug
US20220388623A1 (en) * 2021-06-08 2022-12-08 Huan-Chang Liu Airship
US11702184B2 (en) * 2021-06-08 2023-07-18 Huan-Chang Liu Maneuverable airship with gasbag and cockpit arranged along shaft body

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