Patent Application
20190017468
This disclosure is protected under United States and/or International Copyright Laws. © 2018 Jetoptera, Inc. All Rights Reserved. A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and/or Trademark Office patent file or records, but otherwise reserves all copyrights whatsoever.
The design of an aircraft or drone more generally consists of its propulsive elements and the airframe into which those elements are integrated. Conventionally, the propulsive device in aircraft can be a turbojet, turbofan, turboprop or turboshaft, piston engine, or an electric motor equipped with a propeller. The propulsive system (propulsor) in small unmanned aerial vehicles (UAVs) is conventionally a piston engine or an electric motor which provides power via a shaft to one or several propellers. The propulsor for a larger aircraft, whether manned or unmanned, is traditionally a jet engine or a turboprop. The propulsor is generally attached to the fuselage or the body or the wings of the aircraft via pylons or struts capable of transmitting the force to the aircraft and sustaining the loads. The emerging mixed jet (jet efflux) of air and gases is what propels the aircraft in the opposite direction to the flow of the jet efflux.
Conventionally, the air stream efflux of a large propeller is not used for lift purposes in level flight and a significant amount of kinetic energy is hence not utilized to the benefit of the aircraft, unless it is swiveled as in some of the applications existing today (namely the Bell Boeing V-22 Osprey). Rather, the lift on most existing aircraft is created by the wings and tail. Moreover, even in those particular VTOL applications (e.g., take-off through the transition to level flight) found in the Osprey, the lift caused by the propeller itself is minimal during level flight, and most of the lift force is nonetheless from the wings.
The current state of art for creating lift on an aircraft is to generate a high-speed airflow over the wing and wing elements, which are generally airfoils. Airfoils are characterized by a chord line extended mainly in the axial direction, from a leading edge to a trailing edge of the airfoil. Based on the angle of attack formed between the incident airflow and the chord line, and according to the principles of airfoil lift generation, lower pressure air is flowing over the suction (upper) side and conversely, by Bernoulli law, moving at higher speeds than the lower side (pressure side). The lower the airspeed of the aircraft, the lower the lift force, and higher surface area of the wing or higher angles of incidence are required, including for take-off.
Large UAVs make no exception to this rule. Lift is generated by designing a wing airfoil with the appropriate angle of attack, chord, wingspan, and camber line. Flaps, slots and many other devices are other conventional tools used to maximize the lift via an increase of lift coefficient and surface area of the wing, but it will be generating the lift corresponding to at the air-speed of the aircraft. (Increasing the area (S) and lift coefficient (CL) allow a similar amount of lift to be generated at a lower aircraft airspeed (V0) according to the formula L=½ ρV2SCL, but at the cost of higher drag and weight.) These current techniques also perform poorly with a significant drop in efficiency under conditions with high cross winds.
While smaller UAVs arguably use the thrust generated by propellers to lift the vehicle, the current technology strictly relies on control of the electric motor speeds, and the smaller UAV may or may not have the capability to swivel the motors to generate thrust and lift, or transition to a level flight by tilting the propellers. Furthermore, the smaller UAVs using these propulsion elements suffer from inefficiencies related to batteries, power density, and large propellers, which may be efficient in hovering but inefficient in level flight and create difficulties and danger when operating due to the fast-moving tip of the blades. Most current quadcopters and other electrically powered aerial vehicles are only capable of very short periods of flight and cannot efficiently lift or carry large payloads, as the weight of the electric motor system and battery may already be well exceeding 70% of the weight of the vehicle at all times of the flight. A similar vehicle using jet fuel or any other hydrocarbon fuel typically used in transportation will carry more usable fuel by at least one order of magnitude. This can be explained by the much higher energy density of the hydrocarbon fuel compared to battery systems (by at least one order of magnitude), as well as the lower weight to total vehicle weight ratio of a hydrocarbon-fuel-based system.
Accordingly, there is a need for enhanced efficiency, improved capabilities, and other technological advancements in aircraft, particularly to UAVs and certain manned aerial vehicles.
This application is intended to describe one or more embodiments of the present invention. It is to be understood that the use of absolute terms, such as “must,” “will,” and the like, as well as specific quantities, is to be construed as being applicable to one or more of such embodiments, but not necessarily to all such embodiments. As such, embodiments of the invention may omit, or include a modification of, one or more features or functionalities described in the context of such absolute terms. In addition, the headings in this application are for reference purposes only and shall not in any way affect the meaning or interpretation of the present invention.
An embodiment includes an augmentation shroud designed for augmenting the thrust of a fluid emitted from the nozzle of a propulsive device such as a turbojet. The shroud can be variably oriented via, for example, a gimbaling mechanism that allows the inlet to the shroud to stay mainly annular to the turbojet's exit nozzle while entraining secondary air in the gap of the annulus and while directing the mixed flow resulting from the entrainment and mixing of the hot stream and cold entrained stream in a conic envelope at a predetermined angle from the centerline of the turbojet exhaust nozzle. The resulting mixture of hot and cold gases emerges from the exit end of the shroud at high velocity and is vectored in the desired direction.
A mechanism attaches the augmentation shroud to the aircraft or the jet engine housing or nacelle. The mechanism allows the rotation of the shroud in two fundamental directions relative to the exhaust nozzle (e.g., left/right and up/down, as well as combinations of same) via a gimbal or any other suitable means and around hinges placed at appropriate locations, and the combinations of the rotation movements. The jet engine and its exit nozzle stay fixed in one location with a rigid mounting on the aircraft, while the shroud can be moved around a solid angle envelope up to a predetermined angle, such as 60 degrees, via moving levers that transmit the move from a servomotor, for example, to the shroud.
The role of entrainment section 101 is to facilitate the entrainment of secondary air 105 from the ambient into a throat section 106 of the shroud 100. The throat section 106 is designed to maximize the entrainment by minimizing local pressure within the throat section in order to create a massive amount of suction or entrainment of secondary air 105 into the throat section. An additional element of the shroud 100 is a mixing or diffusing section 107 downstream of the throat section 106 and fluid outlet 103 in which the mixing of the hot (primary) stream 108 (from turbojet 104) and colder secondary air 105 takes place and pressure recovery occurs. The resulting mixing jet 109 produces thrust greater than that produced solely by hot stream 108 while lowering the temperature of the mixed fluids proportional to the amount entrained.
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Although the foregoing text sets forth a detailed description of numerous different embodiments, it should be understood that the scope of protection is defined by the words of the claims to follow. The detailed description is to be construed as exemplary only and does not describe every possible embodiment because describing every possible embodiment would be impractical, if not impossible. Numerous alternative embodiments could be implemented, using either current technology or technology developed after the filing date of this patent, which would still fall within the scope of the claims.
Thus, many modifications and variations may be made in the techniques and structures described and illustrated herein without departing from the spirit and scope of the present claims. Accordingly, it should be understood that the methods and apparatus described herein are illustrative only and are not limiting upon the scope of the claims.
This application claims priority to U.S. Prov. Pat. Appl. No. 62/531,817 filed Jul. 12, 2017 the contents of which are hereby incorporated by reference in their entirety as if fully set forth herein.
| Number | Date | Country | |
|---|---|---|---|
| 62531817 | Jul 2017 | US |
