Propeller or propeller drive

Abstract

A propeller or propeller drive, the propeller being carried by a support shaft (3) which projects from the body (53) of the missile or vehicle and about which the propeller rotates, the drive unit for the propeller being situated in front of the propeller (23) in the propulsion direction or in the propeller spinner (1). According to the invention it is provided that the drive unit has at least one gas turbine (55), optionally a multiple-stage gas turbine, which is secured to the drive shaft and which drives it or jointly rotates with it, and that the drive shaft (6) is traversed by the support shaft (3) or is mounted thereon in a rotating manner and drives the propeller (23), optionally by way of a gear mechanism (14) situated between the turbine (55) and the propeller (23).

Description

The object of the invention is to provide a compact drive unit with or for a propeller. A further object of the invention is to provide a propeller with a drive unit or propeller-drive units. Propellers or propeller drives of this type can be used for example in the case of missiles, in particular propeller-driven aeroplanes or drive pods for aircraft or watercraft of any type.

The drive unit should be accommodated in the propeller spinner and should utilize the otherwise unused space in an aerodynamically ideal manner, so that it is possible to dispense with bulky engine spaces in the body and a power transmission—possibly complicated—to the propeller. The seats for the pilot and additional persons should be provided immediately adjacent to the propeller. In addition, in view of the limited space available in the propeller spinner, the drive unit should be designed in a mechanically simple manner and should be capable of high performance, and the drive unit, in particular in the form of a drive pod for aircraft and watercraft, should permit an aerodynamically ideal shape.

In the case of a propeller or propeller drive in accordance with the type defined in the introduction, these objects are attained with the features set out in claim 1.

By means of the arrangement, according to the invention, of a gas turbine on a drive shaft situated in front of the propeller, i.e. in front in the propulsion direction, a smoothly running and compact high-performance drive unit is made possible.

In this case it is particularly advantageous for the features of claim 2 to be used in accordance with the power of the turbine. In the case of lower-powered turbines, it is structurally advantageous for the compressor stage to be arranged in front of the turbine. If higher performances are desired, a multiple-stage axial turbine with a compressor stage arranged to the rear contrary to the propulsion direction is used, these in turn being jointly arranged in front of the propeller in the propulsion direction.

The compressor stage can be at least one radial compressor stage, or an axial compressor stage or combined versions. The turbine can be a single- or multiple-stage radial or axial turbine or a combined version. It is provided in a space-saving manner that a radial compressor is provided as the compressor stage and an optionally multiple-stage radial turbine is provided as the turbine.

A particularly space-saving design is produced with the features of claim 3 when the turbine and the compressor stage are formed by a single component mounted on the drive shaft. The component has on one of its sides the compressor blades of the turbine stage and on its other side the turbine blades. In this way, very short structural lengths can be achieved, so that account is taken of the limited space in the propeller spinner. In addition, a component of this type does not project to an excessive degree radially, so that the said component can be accommodated in the forward end region of the propeller spinner in a satisfactory manner in terms of space.

The features of claim 4 are advantageous in a further advantageous utilization of the restricted availability of space in the propeller spinner. If the said structural elements are constructed in this arrangement, this increases the compactness of the drive unit and allows it to be accommodated in the propeller spinner in an advantageous manner. This compact arrangement is assisted by the features set out in claim 7. The radial extension of the individual structural elements provided can advantageously be selected in such a way that despite a high power output the internal contour of the propeller spinner is approximated and so the space is filled up tightly. The features of claims 5 and/or 11 are advantageous, since a very short design in the axial and longitudinal direction of the drive unit is made possible in this way.

For mounting purposes and for the assembly and the stable retention of the gear mechanism it is advantageous when the features of claim 6 are provided.

It is advantageous when the features of claims 12 and/or 13 are implemented. In the case of an arrangement of this type the bearings are situated as far as possible from the hot turbine or a suitable lubrication of the support shaft can take place at the same time as cooling of the oil in the oil cooler.

The features of claims 14 to 17 relate to advantageous arrangements which in turn contribute to the compact design and a transmission of the driving forces delivered by the turbine to the propeller with as little loss as possible.

The features of claim 19 are advantageous in the case of an axial turbine.

Advantageous embodiments of the invention are set out in the following description and in the drawings.

FIG. 1 is a diagrammatic illustration in plan view of a propeller-driven aeroplane with a propeller spinner situated in front of the propeller in the flight direction. FIG. 2 is an illustration of a missile with a propeller or an engine pod or a drive unit for aeroplanes with a plurality of propellers or as a drive for other aircraft and watercraft. FIG. 3 is a diagrammatic cross-section through a drive unit according to the invention. FIG. 4 shows an embodiment of a turbine compressor unit. FIG. 5 is a diagrammatic illustration of the mounting of a drive shaft on the support shaft and the oil and lubricant circulation. FIG. 6 is a diagrammatic illustration of an exhaust diffuser. FIG. 7 shows the location of the join of the parts forming the support shaft. FIGS. 8a and 8b are diagrammatic illustrations of an oil cooler and of the arrangement of the fuel pump and the gear mechanism. FIG. 9 shows the guidance of fuel lines. FIG. 10 is a diagrammatic illustration of the guidance of the cooling air and the combustion air. FIGS. 11 and 11a show an adjustment of the propeller blades. FIG. 12 is a diagrammatic illustration of a starter/generator unit. FIG. 13 shows the fastening of the support shaft on the drive-unit support or on the body of the missile. FIG. 14 is an external view of the propeller spinner. FIGS. 15a and 15b show a drive unit with a folding propeller in the folded-down and opened state respectively. FIG. 16 shows an alternative embodiment of a turbine with a compressor stage.

FIG. 1 is a diagrammatic plan view of a single-motor propeller-driven aeroplane 50 with a body 53 and a propeller spinner 1, which receives a drive unit according to the invention.

FIG. 2 is a diagrammatic side view of an engine pod 51 with a body for multiple-motor propeller machines or as a drive for an aircraft or water craft, in which the drive unit according to the invention is arranged in the propeller spinner 1 and suitable receiving facilities for fuel and drive-unit components are provided in the pod 51.

FIG. 3 shows diagrammatically in a sectional view a propeller drive unit according to the invention. This drive unit is mounted on a drive-unit support 2 fastened in the body 53 of the missile or propeller-driven craft or the engine pod, namely on a support shaft 3 projecting from the drive-unit support 2 in the longitudinal direction. The support shaft 3 comprises two parts, namely a first part 3′ fastened, and in particular wedged, in the drive-unit support 2, and a second part 3″ connected to the said first part 3′ in a fixed manner.

A drive shaft 6 with bearings 8 and 9 respectively at the ends is mounted on the second part 3′ [sic—recte 3″] in a rotatable manner. In its end region facing away from the propeller the drive shaft 6 carries a compressor stage 7 with radial or axial wheels or blades 87. A gas turbine 55 is arranged immediately following the compressor stage 7 in the direction of the propeller 23. The compressor stage 7 and the turbine 55 are advantageously constructed in the form of a one-piece component 86, i.e. the vanes 87 of the compressor stage 7 are formed on one side on a main component 6 and the blades or vanes 88 of the turbine 55 are situated on the axially opposite side.

In principle, a plurality of compressor stages or a plurality of turbines can be provided. The compressor stage and the turbine can be both radial or axial and combined units. FIG. 4 is a diagrammatic illustration of a radial compressor stage 7 which is mounted on the drive shaft 6. In this case the turbine comprises turbine vanes 88 of a first, second and third compressor stage. A further possible variant is represented by the arrangement of the turbine in front of the compressor, in order to be able to achieve an improved thermal separation from the propeller. The guide vanes or rims required are designated 88′.

The combustion air supplied through a suction opening 5 in the propeller spinner 1 enters the compressor stage 7 through a central suction opening 56 and is introduced into a suction manifold 57 through the radially extending blades 87 of the compressor stage 7 and passes from there into a reverse combustion chamber 11. The said combustion chamber 11 is used for shortening the structural length of the drive unit. In the same way, a conventional combustion chamber could be provided, in which case the turbine 55 would have to be arranged at the end of the combustion chamber so as to be spatially separate from the compressor stage 7.

On grounds of space it may be advisable for the combustion chamber 11 to be constructed in the form of a reverse combustion chamber, the inlet of which is connected to the air outlet of the compressor stage 7 situated directly in front of the combustion chamber 11 in the longitudinal direction of the support shaft 3 and the outlet of which is connected to the inlet of the turbine 55 situated directly in front of the combustion chamber or surrounded by the combustion chamber 11 at least in part.

The forward part of the housing 65 of the combustion chamber 11 is used for receiving the air compressed by the compressor stage 7, so that the compressor stage 7 conveys directly into the combustion chamber 11, a reversal of air taking place in the region 57. The combustion gases, which flow out of the reverse combustion chamber 11, are likewise reversed radially by way of an outlet manifold 59 and encounter the vanes 88 of the turbine 55 in the radial direction. The outlet openings or the gas ducts are part of the combustion-chamber housing 65. The turbine 55 is bounded radially on the outside by the inner wall of the combustion-chamber housing 65, or a separate housing for the turbine 55 is not necessary if the turbine 55 is bounded by the inner wall of the combustion-chamber housing 65. The inner wall of the combustion-chamber housing 65 then leads the escaping exhaust-gas flows directly to the exhaust-gas diffuser 12.

Fuel is sprayed into the combustion chamber 11 by means of a fuel-injection device 58. The air supplied by the compressor stage 7 is introduced into the combustion chamber 11, in particular through openings 89 formed in the walls of the combustion chamber 11. The combustion gases passing out of the reverse combustion chamber 11 are supplied to the turbine 55 by way of the outlet manifold 59 in the radial direction and set the said turbine 55 in a corresponding rotation which the drive shaft 6 and the compressor stage 7 follow.

The gases passing out of the turbine 55 arrive in an exhaust-gas diffuser 12. The exhaust-gas diffuser 12 imparts a rotation to the gases and the jet of exhaust gas set in rotation in this way is removed, by way of an exhaust [duct] 13 adapted to the flow and preferably omega-shaped, to the outside. As shown in FIG. 6, the exhaust-gas flow passing out of the turbine 55 is set in rotation by the swirl vane 61 of the exhaust-gas diffuser 12 and is led into the preferably omega-shaped exhaust-gas duct 71. In this case the exhaust gases are accelerated to the correct level and are removed from the spinner 1 through the exhaust duct 13 at an angle advantageous in terms of flow dynamics.

The driving power is transmitted from the drive shaft 6 to a gear unit 14 in which a reduction gear 15 is preferably arranged. An oil cooler 16, an oil pump 17 and an oil filter 18 are carried by the gear mechanism 14, starting in a direction towards the propeller spinner 1. The mechanical drives for a fuel pump 19 and a fuel-control device 20 are provided in the centrally arranged apertures in the oil cooler.

The gear unit 14 steps down the rotational speed of the turbine 55 or the drive shaft 6 to the rotational speed of the propeller 23 and incorporates the oil pump 17, an oil tank 17′, an oil filter 18 and the oil cooler 16 in a very narrow design, as shown in greater detail in FIGS. 8a and 8b. The reduction wheels of the gear mechanism 14 which are provided are used for driving the fuel pump. The oil cooler 16 is constructed in a blade-like manner and thus allows the arrangement of subsidiary units, in particular the arrangement of the fuel pump 19 and the rate regulation or the fuel-control device 20 in the interspace formed.

The end of the drive shaft 6 towards the propeller is provided with a driving gearwheel 100 which meshes with a gearwheel 101 which carries a gearwheel 102. The gearwheel 102 meshes with a further gearwheel 103 which has a take-off gearwheel 104. The said take-off gearwheel 104 meshes with the take-off wheel 106 of the gear mechanism 105. The said take-off wheel 105 carries the propeller take-off flange 22 which is optionally mounted on a bearing 60 of the first part 3′ of the hollow shaft 3. The take-off wheel 105 meshes with the driving wheel 106 of the oil pump. In this way, a very flat gear mechanism is produced, which can also drive the oil pump or can also convey the fuel by way of further gearwheels or can drive a fuel pump. The said gearwheels are mounted in the gear-mechanism housing, which in turn is fastened on the hollow shaft 3 in a fixed manner in the region of the location of the join of the parts 3′ and 3″.

The driving moment is transmitted from the gear mechanism 14 by way of a gearing take-off flange 22 to the propeller 23 which can have an integrated jointly rotating blade-adjustment device 24. The blade-adjustment device 24 is actuated by way of adjustment means arranged on the drive-unit support 2 and actuable from the interior of the body 53. As shown in FIG. 11, the jointly rotating blade-adjustment device is adjustable in an axial manner manually or by way of a separate operating unit. A continuous ring 75 is provided for the axial positioning of the lever mechanism comprising levers 76 and 77. As a result of actuating a control member 76 in a suitable manner, the continuous ring 75 is adjusted resting against the adjustment mechanism for the blades of the propeller 23 by way of a lever mechanism 76, 77 loaded by a pull-back spring 77.

The driving force necessary for starting or for generating current is transmitted by way of the propeller take-off flange 25 with a toothed-belt pulley 26 connected thereto. The belt drive 27 represents the mechanical link with the starter or to the generator 28. FIG. 12 shows a starter motor 28 which is carried by the drive-unit support 2 and which engages by way of the toothed-belt drive 27 on the gearing take-off flange 22 of the propeller 23 or which can set the propeller 23 and thus the gear mechanism 14 or the turbine 55 in rotation.

The axial and radial fastening of the hollow shaft 3 on the drive-unit support is preferably carried out with clamping elements 29 and a toothing¹ anti-twisting device 30 or with an axial Seeger circlip ring 31. FIG. 13 shows the radial and axial fastening of the support shaft 13 constructed in the form of a hollow shaft on the drive-unit support 2. The fastening is advantageously carried out with clamping elements 29 and a toothing or anti-twisting device 30 and finally the axial securing means 31, in particular a Seeger circlip ring which secures a threaded ring 79. The wedge-shaped clamping elements 29 are clamped with the threaded ring 79, which is prevented from rotating, and provide a secure seat of the support shaft 3 in the drive-unit support 2. ¹N.B. The word Verzahlung was not found in any reference consulted, but on the basis of Internet searches appears to mean “co-operation” or “collaboration”, which makes little sense in this context. It has been assumed in the translation that it is a typographical error for Verzahnung meaning “toothing” etc.

The gear mechanism 14 is fastened or fixed on the hollow shaft 3. This fastening or fixing takes place in particular in the portion of the hollow shaft 3 in which the first part 3′ is connected to the second part 3″. This simplifies the mounting of the drive unit; first the mounting of the gear unit 14 on the first part 3′ takes place and then the fastening of the second part 3″ to the first part 3′, optionally accompanied by clamping the gear unit 14 on the first part 3′ in a fixed manner when the two parts 3′ and 3″ are joined. FIG. 7 shows the join of the first part 3′ and of the second part 3″ of the hollow shaft 3. The first part 3′ is inserted into the second part 3″, in which case a groove 71, into which the gear mechanism 14 can be inserted or clamped, is formed between the parts. The two parts 3′ and 3″ can be optionally connected to each other by bolts and suitable bolt-securing means.

It is clear from FIG. 3 that the turbine 55 and also the exhaust-gas diffuser 12 and its swirl vanes 61 are surrounded or enclosed by the housing 62 of the combustion chamber 11. In this way, the axial length of the drive unit is shortened.

As may be seen from FIG. 3, the contour of the drive unit or the contour of the components forming the latter follow the internal contour of the propeller spinner 1. The elements arranged in succession in the longitudinal direction of the support shaft, namely the compressor stage 7, the turbine 55, the combustion chamber 11, optionally the oil cooler 16, the gear mechanism 14 or its housing and optionally the cooling plate of the oil cooler 16 have an external contour which approximates the course of the inner wall of the spinner 1. This results in a very compact drive unit which is satisfactorily accommodated in the propeller spinner 1.

It is advantageous for the support shaft 3 to be constructed in the form of a hollow shaft, since in this case a supporting or actuating rod 63 for the displacement of the spinner 1, which can be adjusted in the longitudinal direction of the support shaft 3 by the said supporting or actuating rod 63, can be guided in the hollow shaft. The purpose of this is that, in the case where the propeller 23 is constructed in the form of a folding propeller, the propeller spinner 1 can be displaced forwards in order to form the gap for the propeller 23.

It is also advantageous for the compressor 7 and the turbine 55 to be arranged directly in the foremost region of the propeller spinner 1, since the air entering through a suction opening 5 formed in the spinner 1 can be drawn in this way directly into the suction opening 56 of the compressor housing.

It is also possible for the turbine housing or compressor housing and optionally the combustion-chamber housing 65 to be supported on the support shaft 3 in the end region of the latter remote from the propeller. In particular, a bearing 63 axially displaceable on the support shaft 3 can be provided for this case, in order to be able to compensate thermal expansion, in particular of the combustion-chamber housing 65.

The bearing 63 is illustrated only in outline in FIG. 3.

The support of the housing 64 of the compressor stage 7 and the housing 65 of the combustion chamber 11 takes place primarily by way of the gear-mechanism housing and it does not affect the mounting of the revolving drive shaft 6 which rotates about the stationary support shaft 3.

The bearings 8 and 9 of the drive shaft 6 are arranged in the region of or on the axial ends of the drive shaft 6 in order to optimize the cooling. In order that at least the bearing 8 arranged on the side of the compressor stage should be lubricated to an adequate degree, an oil circuit with pump conveying is provided, which provides an adequate lubricating film of oil-spray. FIG. 5 shows the gap 66 for the oil flow which runs between the drive shaft 6 and the support shaft 3 and which is led by way of the gear mechanism 6 and/or the oil cooler 16 and enters the part 3″ of the support shaft 3 in the region of the gear mechanism and is led through the support shaft 3 to the forward main bearing 8 and enters the gap 66 again from the said main bearing 8. A suitable pump wheel is incorporated in the region of the bearing 8 in order to ensure the oil supply.

The numeral 21 indicates an exit point or an outlet for control and supply lines out of the interior space of the first part 3′ of the hollow shaft 3, in order to be able to supply the drive unit with fuel or to control it.

FIG. 9 shows the possibility of leading fuel lines or control lines through a sealed-off recess 21 in the gearing part in the manner already illustrated in FIG. 7.

FIG. 10 shows the flow of the cooling air drawn in, which is conveyed by a cooling plate or a ventilator 21 jointly rotating with the take-off flange 22 or the propeller 23. The quantity of air conveyed is discharged radially by way of outlet openings 72 in the spinner 1. In this case the air drawn in is led off by way of the air cooler 16.

As may be seen from FIG. 14, cooling-air outlets 72 are formed in the propeller spinner 1 for the air which has entered through the suction opening 5. The gap between the propeller spinner 1 and the casing of the body is covered with a jointly rotating slide block 90 in which the outlet openings 72 for the cooling air can optionally be formed.

FIG. 15 a shows a propeller, which is constructed in the form of a folding propeller, in its setting with the blades folded down. In this case the spinner 1 can be adjusted by the support and actuating rod 63 in such a way that the propeller spinner 1 rests against the body or adjoins the body directly without a gap. In FIG. 15b the propeller spinner 1 is illustrated in its advanced setting in which it frees the propeller 23, so that the propeller blades can be extended or swung up. The movement of the propeller spinner 1 is not impeded by the design of the drive unit, and the propeller spinner 1 surrounds, at a suitable distance, the external contour of the drive unit which approximates its internal contour so that the axial displacement of the propeller spinner 1 is possible without adverse effects.

In the case of the drives according to the invention, it is possible for propellers capable of being pivoted in or propellers not capable of being pivoted in to be provided in the same manner. These may be rigid propellers or propellers adjustable with respect to their angle of incidence.

FIG. 16 shows an embodiment of the invention in which the support shaft 3 is constructed in one piece. A drive shaft 6, which carries a two-stage axial turbine 55, is mounted in a rotatable manner on the support shaft 3. The turbine vanes 88 are connected to the drive shaft 6; the guide rims 88′ of the axial turbine 55 are fastened to the combustion-chamber housing 65. The combustion-chamber housing 65 and the compressor-stage housing 64 are situated in front of the gear mechanism or are carried by the gear-mechanism housing 14.

The compressor stage 7 situated between the turbine 55 and the gear-mechanism housing 14 comprises compressor vanes 87 which either rotate with the drive shaft 6 or, as in the present case, are formed in a stationary manner on the compressor housing 64 and/or on the combustion-chamber housing 65. The supply of combustion air takes place by way of an inlet 5 formed in the spinner 1. The air entering through the inlet 5 flows—as indicated by arrows—by way of the oil cooler 16 as a result of a suitable suction action into the compressor stage 7, in which case the air flowing in is led by way of baffle plates 111.

The fuel-injection units provided in the turbine housing or combustion-chamber housing 65 are not shown.

The compressor-stage housing 64 and the combustion-chamber housing 65 are supported in a bearing 63 on the support shaft 3. A lubricant circuit is formed in the gap between the drive shaft 6 and the support shaft 3.

The exhaust-gas duct or outlet for the combustion gases from the combustion-chamber housing 65 is not shown in FIG. 16. The exhaust-gas duct is situated in the region of the combustion-chamber housing 65 and consists in a suitable outlet manifold which opens into an outlet opening in the spinner 1.

The annular combustion chamber arranged in front of the turbine 55 charges the combustion air supplied and this charged air is relaxed in the turbine stage and is removed by way of the outlet duct (not shown) situated in the forward region of the spinner.

The propeller 23 is driven in a comparable manner to what is illustrated in FIG. 3. The power transmission between the gear mechanism and the propeller is not taken into consideration in the illustration of FIG. 16.

In the case of the embodiment as shown in FIG. 16, it is also clearly evident that the structural groups arranged in succession in the spinner 1, namely the two-stage axial turbine 55, the compressor stage 7, the oil cooler 16 and the gear mechanism 14, follow the internal contour of the spinner with respect to their radial extension in relation to the support shaft 3 . . . the internal contour of the spinner 1¹ or are satisfactorily adapted to them. In this way, the dimensions of each individual structural group are fully observed and an optimum packing density is achieved. ¹N.B. The syntax of the original German is uncertain. Omitted text or dittography might perhaps be involved.

Since the turbine 55 is arranged in front of the compressor 7, a satisfactory thermal separation from the propeller 23 is achieved.

In order to ensure the optimum thermal separation of the exhaust gas and the propeller 23, the gear mechanism 14 and the propeller unit 23 are arranged behind the compressor stage 7 contrary to the propulsion direction. This thermal separation takes place independently of the nature of the turbine used.

In the embodiment as shown in FIG. 16, the arrangement of the gear mechanism and the oil cooler takes place in a manner comparable with the embodiment as shown in FIG. 3; FIG. 16 is reversed laterally with respect to the arrangement as shown in FIG. 3.

In the case of the propeller drive unit as shown in FIG. 16, the actuating rod 63 is omitted since the spinner 1 is fixed axially.

Claims

1. A propeller or propeller drive, preferably for missiles or watercraft, in particular aeroplanes or engine pods, wherein the propeller is carried by a support shaft (3) which projects from the body (53) of the missile or vehicle and, in particular, is formed by a hollow shaft and about which the propeller rotates, wherein the drive unit for the propeller is situated in front of the propeller (23) in the propulsion direction or in the propeller spinner (1), characterized in that the drive unit has at least one gas turbine (55), optionally a multiple-stage gas turbine, which is secured to a drive shaft and which drives it or rotates jointly with it, and the drive shaft (6) is traversed by the support shaft (3) or is mounted thereon in a rotating manner and drives the propeller (23), optionally by way of a gear mechanism (14) situated between the turbine (55) and the propeller (23).

2. A propeller or propeller drive according to claim 1, characterized in that at least one compressor stage (7), the blades of which, fastened to the drive shaft (6), rotate with the drive shaft (6) about the support shaft (3) or are fastened to the combustion-chamber housing (65) and/or compressor-stage housing (64), is arranged on the side of the turbine (55) facing away from the propeller or on the side facing the propeller, in particular adjacent to the turbine (55).

3. A propeller or propeller drive according to claim 1, characterized in that the turbine (55) or the turbine vanes and the compressor stage (7) or the compressor blades (87) are combined to form a single, and in particular one-piece component (56).

4. A propeller or propeller drive according to claim 1, characterized in that the gear mechanism (14) or the gear-mechanism housing is fastened or fixed on the support shaft (3), and the optionally multiple-stage combustion chamber (11) of the turbine (55) or the combustion-chamber housing (65) and/or the compressor-stage housing (64) and/or an exhaust-gas diffuser (12) and/or an oil cooler (16) are carried by the gear mechanism (14) or the gear-mechanism housing and extend from the side of the gear-mechanism housing remote from the propeller in the direction of the turbine (55).

5. A propeller or propeller drive according to claim 1, characterized in that the turbine (55) and/or the exhaust-gas diffuser (12) or the swirl vane (61) thereof are surrounded or enclosed at least in part by the housing (65) of the combustion chamber (11).

6. A propeller or propeller drive according to claim 1, characterized in that the support shaft (3) is constructed in two parts and comprises two parts (3, 3′) capable of being joined to each other, wherein the gear mechanism (14) is fastened in the joining region of the two parts (3′, 3″), in particular in the projecting end region of the first part (3′) of the support shaft (3) supported by the body or an engine support (2) fastened thereto.

7. A propeller or propeller drive according to claim 1, characterized in that the elements following in succession in the longitudinal direction of the support shaft (3), namely the compressor stage (7) followed by the turbine (55) or the turbine (55) followed by the compressor stage (7), the combustion chamber (11), optionally the oil cooler (16), the gear mechanism (14) or the gear-mechanism housing and optionally a cooling plate (67) have an external profile which approximates the shape of the inner wall of the spinner (1).

8. A propeller or propeller drive according to claim 1, characterized in that a supporting and/or actuating rod (63) for the retention and/or for the displacement of the spinner (1) is guided by the support shaft (3).

9. A propeller or propeller drive according to claim 1, characterized in that an optionally displaceable or closable suction opening (5) is formed in the forward or lateral region of the spinner (1), and/or a suction opening (56), in particular central or surrounding the drive shaft, is formed in the region of the turbine housing and/or compressor housing (64) remote from the propeller.

10. A propeller or propeller drive according to claim 1, characterized in that the turbine housing and/or compressor housing (64) and/or the combustion-chamber housing (65) are supported on the support shaft (3) in the region of the said support shaft (3) remote from the propeller, in particular with a bearing (63) axially displaceable on the support shaft (3).

11. A propeller or propeller drive according to claim 1, characterized in that the combustion chamber (11) is designed in the form of a reverse combustion chamber, the inlet of which is connected to the air outlet of the compressor stage (7) situated upstream of the combustion chamber (11) in the longitudinal direction of the support shaft (3) and the outlet of which is connected to the inlet of the turbine (55) situated upstream of the combustion chamber (11) and surrounded at least in part by the combustion chamber (11).

12. A propeller or propeller drive according to claim 1, characterized in that the drive shaft (6) is mounted at its axial ends with bearings (8, 9) on the support shaft (3), in particular its second part (3″).

13. A propeller or propeller drive according to claim 1, characterized in that an oil circuit optionally led by way of the gear mechanism (14) is formed or maintained in a gap (66) between the support shaft (3) and the drive shaft (6) and optionally in the interior of the forward or the second part (3″) of the support shaft (3).

14. A propeller or propeller drive according to claim 1, characterized in that the propeller (23) is carried by a take-off flange (22) which extends from the gear mechanism (14) in the direction of the body (53) and which is optionally mounted with a bearing (60) on the hollow shaft (3).

15. A propeller or propeller drive according to claim 1, characterized in that the fuel line and, optionally, control lines (21) are led at least in part through the support shaft (3), optionally through the first part (3′) of the support shaft (3) close to the body as far as its end towards the gear mechanism, and out of the support shaft (3) to the fuel pump (19).

16. A propeller or propeller drive according to claim 1, characterized in that the fuel pump (19) and the fuel-control device (20) or a flow governor are arranged in the region of the plane of the oil cooler (16) or are combined with the said oil cooler (16) to form a unit.

17. A propeller or propeller drive according to claim 1, characterized in that adjustment means (24) for adjusting the angle of incidence of the propeller blades and/or a starter motor (28) driving the propeller (23) optionally directly are situated in the end region of the support shaft (3) towards the body.

18. A propeller or propeller drive according to claim 1, characterized in that the compressor stage (7) is a radial compressor and/or the turbine (55) is a radial turbine or an optionally multiple-stage axial turbine.

19. A propeller or propeller drive according to claim 1, characterized in that the guide vanes or blades (112) of the axial turbine (55) are carried by the combustion-chamber housing (65).