U.S. patent application number 11/149377 was filed with the patent office on 2006-02-09 for internal duct vtol aircraft propulsion system.
Invention is credited to John Eugene Dickau.
Application Number | 20060027704 11/149377 |
Document ID | / |
Family ID | 26910972 |
Filed Date | 2006-02-09 |
United States Patent
Application |
20060027704 |
Kind Code |
A1 |
Dickau; John Eugene |
February 9, 2006 |
Internal duct VTOL aircraft propulsion system
Abstract
This patent concerns a internal duct VTOL propulsion system. To
establish balance in a hover lift is generated forward and aft in
the aircraft center of gravity. Aft lift is developed by vectoring
the aft flow of exhaust in the exhaust duct downward. Forward lift
is developed by vectoring a forward air flow of air in the air
intake duct downward. Using the air intake duct allows forward lift
to be generated well forward of the aircraft's center of gravity.
This reduces the forward thrust required to establish balance while
in a hover. During VTOL air is drawn through the top of the
aircraft. During forward flight air enter the air intake ducts.
Internal ducts conduct air, moved aft by the fan, around the fan
and forward into the air intake ducts during VTOL. The internal
ducts are closed during forward flight.
Inventors: |
Dickau; John Eugene;
(Edmonton, CA) |
Correspondence
Address: |
JOHN DICKAU
#1108, 9837 -- 110 STREET
EDMONTON
AB
T5K 2L8
CA
|
Family ID: |
26910972 |
Appl. No.: |
11/149377 |
Filed: |
June 10, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10216395 |
Aug 12, 2002 |
6918244 |
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11149377 |
Jun 10, 2005 |
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60312761 |
Aug 17, 2001 |
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Current U.S.
Class: |
244/23D |
Current CPC
Class: |
F02K 1/004 20130101;
Y02T 50/60 20130101; F02K 1/66 20130101; Y02T 50/672 20130101; B64C
15/02 20130101; F02K 3/025 20130101; F02K 3/075 20130101; F05D
2220/90 20130101; F02K 1/64 20130101; F02K 3/02 20130101; F02K 1/72
20130101; B64C 29/0066 20130101 |
Class at
Publication: |
244/023.00D |
International
Class: |
B64C 29/00 20060101
B64C029/00 |
Claims
1) A vertical takeoff and landing propulsion system for a aircraft
comprising: a) a main tubular duct, and b) a fan disposed within
said main tubular duct, and c) means for rotating said fan whereby
a airflow is created in said main tubular duct, and d) at least one
tubular air intake duct having a first end connecting to the
forward part of said main tubular duct and a second end at about
the forward part of said aircraft, and e) at least one tubular
exhaust duct having first end connected to the aft part of said
main tubular duct and a second end at about the aft part of said
aircraft, and f) at least one air intake port located on top of
said main tubular duct and in front of said fan deposed within said
main tubular duct, and g) means for opening said air intake port
during vertical takeoff and landing mode of operation and closing
said air intake port during forward flight mode of operation, and
h) the rotation of said fan causes air to move aft towards the
exhaust duct during the vertical takeoff and landing mode of
operation and the forward flight mode of operation, and i) means
for turning downward an forward airflow at the forward end of said
air intake duct during the vertical takeoff and landing mode of
operation, and j) means for turning downward an aft flow in said
exhaust duct during the vertical takeoff and landing mode of
operation, and k) at least one tubular internal duct having a first
end connected to the said tubular air intake duct, and a second end
connected to said main tubular duct, at a location aft of said fan
disposed Within said main tubular duct, and l) means for opening
said internal air ducts to allow a forward airflow during the
vertical takeoff and landing mode of operation, and for closing
said internal air ducts and preventing a airflow during the forward
flight mode of operation, and m) means for opening to allow a aft
airflow from said tubular air intake duct into said main tubular
duct during forward flight, and for closing to prevent a airflow
from said tubular air intake duct into said main tubular duct
during the vertical takeoff and landing mode of operation.
2) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 1 wherein said means for turning the aft flow
in the exhaust duct downward during vertical takeoff and landing is
further including: a) a exhaust duct nozzle at said second end of
said exhaust duct, and b) a three bearing swivel exhaust duct that
rotates to point said exhaust duct nozzle aft during forward
flight, and rotates to point said exhaust duct nozzle downward
during vertical takeoff and landing.
3) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 1 wherein said means for turning the aft flow
in the exhaust duct downward during the vertical takeoff and
landing mode of operation is further including: a) at least one
port on the bottom of said exhaust duct, and b) means for opening
said port on the bottom of said exhaust duct during the vertical
takeoff and landing mode of operation, and for closed said port on
the bottom of said exhaust duct during the forward flight mode of
operation, and c) means for dosing said exhaust duct at a position
aft of said port on the bottom of said exhaust duct, during the
vertical takeoff and landing mode of operation, and for opening
said exhaust duct during forward flight mode of operation, hereby
the flow out of said second end of said exhaust duct is blocked
during the vertical takeoff and landing mode of operation, and flow
out said second end of said exhaust pipe is allowed during forward
flight mode of operation.
4) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 3 wherein said means for closing off said
exhaust duct aft of said port on the bottom of said exhaust duct,
during the vertical takeoff and landing mode of operation, is
further including: a) a exhaust duct nozzle located at said second
end of said exhaust duct, and b) means for closing said exhaust
nozzle during vertical takeoff and landing mode of operation and
opening said exhaust nozzle during the forward flight mode of
operation.
5) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 1 wherein the means for turning the aft flaw in
the exhaust duct downward during vertical takeoff and landing mode
of operation is further including: a) at lease two rotational
nozzles one located on each side of said exhaust duct, and b) means
for rotating said rotational nozzles downward in the vertical
takeoff and landing mode of operation, and aft in the forward
flight mode of operation.
6) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 1 wherein the means for turning the aft flow in
the exhaust duct downward during the vertical takeoff and landing
mode is further including: a) at least two rotational nozzles one
located on each side of said exhaust duct, and b) means for opening
said rotational nozzles on the sides of said exhaust duct during
the vertical takeoff and landing mode of operation and for closing
said rotational nozzles during the forward flight mode of
operation, and c) means for rotating said rotational nozzles, on
the sides of said exhaust duct, downward during the vertical
takeoff and landing mode of operation and rotating said rotational
nozzles aft during the forward flight mode of operation, and d)
means for closing said exhaust duct at a position aft of said
rotational nozzles on each side of said exhaust duct, during the
vertical takeoff and landing mode of operation, and for opening
said exhaust duct during forward flight mode of operation, whereby
the flow out of said second end of said exhaust duct is blocked
during the vertical takeoff and landing mode of operation, and
flown out said second end of said exhaust duct is allowed during
forward flight mode of operation.
7) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 1 wherein the means for turning the forward
airflow in the air intake duct downward during the vertical takeoff
and landing mode of operation is further including: a) a port on
the bottom of said air intake duct, and b) means for opening said
port on the bottom of said air intake duct during vertical takeoff
and landing mode of operation, and closing said port on the bottom
of said air intake duct during forward flight mode of operation,
and c) means for closing said forward directed second end of said
air intake duct during the vertical takeoff and landing mode of
operation, and opening said second end of said air intake duct
during forward flight mode of operation.
8) The aircraft vertical takeoff and landing propulsion system for
a aircraft of claim 1 wherein the means for turning the forward
airflow in the air intake duct downward during the vertical takeoff
and landing mode is further including: a) at least two rotational
nozzles located on opposite sides of said air intake duct that form
said second opening of said air intake duct, and b) means for
rotating said rotational nozzles downward during the vertical
takeoff and land mode of operation, and for rotating said
rotational nozzles forward during the forward flight mode of
operation.
9) The vertical takeoff and landing propulsion system for a
aircraft of claim 1 wherein the said first means for rotating said
fan is a gas turbine engine.
10) The vertical takeoff and landing propulsion system for a
aircraft of claim 1 wherein the said first means for rotating said
fan is a Internal combustion engine.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the priority benefit of U.S.
Provisional Application No. 60/312,761 filed on Aug. 17, 2001.
FEDERALLY SPONSORED RESEARCH
[0002] Not Applicable
SEQUENCE LISTING OR PROGRAM
[0003] Not Applicable
FIELD OF INVENTION
[0004] This patent concerns a internal duct VTOL propulsion system.
To establish balance in a hover lift is generated forward and aft
in the aircraft center of gravity. Aft lift is developed by
vectoring the aft flow of exhaust in the exhaust duct downward.
Forward lift is developed by vectoring a forward air flow of air in
the air intake duct downward. Using the air intake duct allows
forward lift to be generated well forward of the aircraft's center
of gravity. This reduces the forward thrust required to establish
balance while in a hover. During VTOL air is drawn through the top
of the aircraft. During forward flight air intake ducts. Internal
ducts conduct air, moved aft by the fin, around the fan and forward
into the air intake ducts during VTOL. The internal ducts are
closed during forward flight.
BACKGROUND TO THE INVENTION
1. VTOL Aircraft and Propulsion Systems
[0005] The conventional helicopter is a VTOL vehicle which has a
limited forward speed and range.
[0006] The V-22 OSPREY is a helicopter with a rotor that tilts
forward The rotor has a high radar, low light and noise
signature.
[0007] The HARRIER "Jump" jet (AV 8A) uses the Pegasus turbofan
engine. Thrust is vectored by nozzles that rotate in unison. Speed
is limited to slightly above the speed of sound and the aircraft
has a high radar and infrared signature.
[0008] The LOCKHEED MARTIN Joint Strike Fighter (JSF) concept is
described by Bevilaqua and Shumpert in U.S. Pat. No. 5,209,428
dated May 11, 1993. The Lockheed Martin JSF concept has a 3-bearing
swivel duct, a variable nozzle, and lift fan. Bevilaqua and
Shumpert do not describe a 3-bearing swivel duct or variable
nozzle.
[0009] Bollinger in U.S. Pat. No. 5,275,306 dated Jan. 4, 1994
describes a aircraft with a horizontal lift fan driven by exhaust
air. The description is similar to Bevilaqua and Shumpert in other
respects.
[0010] Zimmerman in U.S. Pat. No. 3,972,490 dated Aug. 3, 1994
describes a tri-fan powered VSTOL aircraft that uses turbo-tip fans
and has a horizontal lift fan in the nose of the aircraft.
[0011] The BOEING JSF concept is described by Burnham et al in U.S.
Pat. No. 5,897,078 dated Apr. 27, 1999. The aircraft described has
rotational lift nozzles near the center of the aircraft, the
exhaust duct nozzle can be closed and the aircraft has yaw, pitch
and roll nozzles that stabilize the aircraft in a hover. The
aircraft uses a F-119 derivative engine, positioned near the air
intake.
[0012] Snell in U.S. Pat. No. 4,038,818 dated Aug. 2, 1977
describes a gas turbine power plant that has a series flow when air
from the fan enters the engine core and a parallel flow in which
the fan-driven air flow does not enter the engines core.
[0013] Snell in U.S. Pat. No. 4,038,818 dated Aug. 2, 1977
describes a gas turbine power plant that has a series flow when air
from the fan enters the engine core and a parallel flow in which
the fan-driven air flow does not enter the engines core.
[0014] Musgrove in U.S. Pat. No. 4,474,345 dated August 2, 1984
describes a series parallel gas turbine power plant used in a VTOL
aircraft.
[0015] Nightingale in U.S. Pat. No. 4,587,803 dated May 13, 1986
describes a series parallel turbo machine where a sliding sleeve
changes flows into a variable cycle engine with a series and
parallel flows.
[0016] Roberts in U.S. Pat. No. 5,107,675 dated Apr. 28, 1992
describes a series parallel gas turbine power plant using
rotational nozzles that connect a forward fan to a aft turbofln
engine.
[0017] Snell in U.S. Pat. No. 5,996,935 dated Dec. 7, 1999
describes power plants for VSTOL aircraft, in which the variable
series parallel power plants described by Snell in 1977 is used in
a VTOL aircraft. Snell describes a rotational nozzle system similar
to Roberts, in which a forward fan drives air into rotational
nozzles that can be connected to a aft turbofan. The rotational
nozzles can also be closed by rotational valves and fan flow
directed into a main turbofan engine. The VTOL fan is located
forward in the aircraft to create a balance in a hover.
2. Thrust Vectoring Cowls, Hoods, Bonnets, and Conduits
[0018] Sokhey et al in U.S. Pat. No. 5,769,317 dated Jun. 23, 1998
describes a segmented conduit with rotating vanes and flaps that
control thrust vectoring.
[0019] Nash in U.S. Pat. No. 4,000,610 dated Jan. 4, 1977 describes
a cowl, or deflector, that has a variable throat for a vertical
takeoff and landing aircraft.
[0020] Adamson in U.S. Pat. No. 4,222,234 dated Sep. 16, 1980
describes a vectoring "lobster tail" nozzle that is a segmented
hood.
[0021] Scrace in U.S. Pat. No. 4,660,767 dated Apr. 28, 1987
describes a cowl system similar to Nash.
[0022] Horinouchi in U.S. Pat. No. 4,587,804 dated May 13, 1986
describes the thrust deflector or hood that has a variable throat
and is used to create vertical thrust.
3. Thrust Vectoring Rotational Vanes
[0023] Thayer and Stevens in U.S. Pat. No. 4,805,401 dated Feb. 21,
1989 describes a thrust vectoring exhaust nozzle using rotational
vanes. Thayer describes a system that maintains a minimum flow, or
fluid discharge area for engine function, and vectors thrust
through a plurality of rotational vanes.
[0024] Madden in U.S. Pat. No. 4,690,329 dated Sep. 1, 1987
describes a door and rotational vanes that reverse thrust of a
turbofan engine. The invention has a method of closing the exhaust
duct to force engine exhaust flows to exit through thrust reversing
ports.
[0025] Garland in U.S. Pat. No. 4,948,072 dated Aug. 14, 1990
describes a cascade of rotational vanes to which can vector thrust
and regulates opening of the port.
4. Thrust Vectoring Flaps
[0026] Herrick, Thayer and Steward in U.S. Pat. No. 4,836,451 dated
Jun. 6, 1989 describes a nozzle with a variable throat area that
uses flaps and a gimbaled system. The nozzle throat can be closed
and exhaust gases passed through ports on the sides of the exhaust
duct. Exhaust gas flows through ports is used to reverse thrust and
for thrust vectoring.
[0027] Meister in U.S. registration No. H1024 dated Mar. 3, 1992
describes a thrust vectoring and reversing structure with a
rotating flap or vane in the exhaust duct flow.
[0028] Cockerham in U.S. Pat. No. 5,161,752 dated Nov. 10, 1992
describes a system having four ports that uses flaps to develop yaw
and pitch control while maintaining engine back pressure by closing
the exhaust nozzle.
[0029] Cockerham in U.S. Pat. No. 5,255,850 dated Oct. 28, 1993
describes a nozzle reverser assembly using flaps and having a
exhaust nozzle that can be closed.
[0030] Holowach in U.S. Pat. No. 5,690,280 dated Nov. 25, 1997
describes a flap system on the exhaust duct that is capable of
numerous exhaust gas exit configurations. The positioning of flaps
within the exhaust flow would create a high infrared signature.
[0031] Lowman in U.S. Pat. No. 4,074,859 dated Feb. 21, 1978
describes a flap system to vector and reverse thrust. It's systems
is somewhat similar to Holowach.
5. Thrust Vectoring Variable Nozzles
[0032] Nash in U.S. Pat. No. 4,175,385 dated Nov. 27, 1979
describes a variable throat thrust reversing exhaust nozzle with a
cowl for vertical lift.
[0033] Beaver in U.S. Pat. No. 3,986,687 dated Oct. 19, 1976
describes a aircraft propulsion system having a flight reversible
nozzle with thst vectoring, super circulation and variable throat
control.
[0034] Madden in U.S. Pat. No. 4,587,806 dated May 13, 1986
describes a variable throat asymmetric two-dimensional converging
diverging nozzle for thrust vectoring and directing thrust
vertically.
[0035] Nash in U.S. Pat. No. 4,361,281 dated Nov. 30, 1982
describes the exhaust nozzle that can be closed and has variable
convergent divergent form but is not for thrust vectoring.
[0036] Wooten in U.S. Pat. No. 4,280,660 dated Jul. 28, 1981
describes a variable throat nozzle that can vector thrust up to 60
degrees.
[0037] Szuminski in U.S. Pat. No. 4,519,543 dated May 28, 1985
describes a rotatable duct that can turn a nozzle through 90
degrees to vector thrust down.
[0038] Taylor and Nash in U.S. Pat. No. 5,351,888 dated Oct. 4,
1994 describes a "multi-axis vectorable exhaust nozzle" for thrust
vectoring.
6. Engine Control
[0039] Neitzel in U.S. Pat. No. 4,791,781 dated Dec. 20, 1988
describes variable inlet and outlet guide vanes which lessen the
outer load on the fan allowing power to be diverted to another fan
or rotor.
[0040] Many of the patents mentioned have some engine control
system to maintain minimum throat area and engine back
pressures.
7. Variable Pitch Fans
[0041] Griswold in U.S. Pat. No. 3,994,128 Nov. 30, 1976 describes
a variable pitch turbofan system.
[0042] Avena in U.S. Pat. No. 4,047,842 dated Sep. 13, 1977
describes a variable pitch mechanism for fan blades.
[0043] McCarty in U.S. Pat. No. 5,282,719 dated Feb. 1, 1994
describes the pitch actuator system for a gas turbine engine.
SUMMARY OF THE INVENTION
[0044] This patent concerns a internal duct VTOL propulsion system.
To establish balance in a hover lift is generated forward and aft
in the aircraft center of gravity. Aft lift is developed by
vectoring the aft flow of exhaust in the exhaust duct downward.
Forward lift is developed by vectoring a forward air flow of air in
the air intake duct downward. Using the air intake duct allows
forward lift to be generated well forward of the aircraft's center
of gravity. This reduces the forward thrust required to establish
balance while in a hover. During VTOL air is drawn through the top
of the aircraft. During forward flight air enter the air intake
ducts. Internal ducts conduct air, moved aft by the fan, around the
fan and forward into the air intake ducts during VTOL. The internal
ducts are closed during forward flight.
BREIF DESCRIPTION OF THE FIGURES
[0045] FIG. 1 Cross sectional schematic view of a aircraft turbofan
propulsion system
[0046] FIG. 2 Lateral cross sectional schematic view of a aircraft
turbofan propulsion system
[0047] FIG. 3 Cross sectional schematic view of a VTOL internal
duct propulsion system showing air flow in the VTOL mode and the
laterally moving flap thrust vectoring system.
[0048] FIG. 4 Lateral cross sectional schematic view of a VTOL
internal duct propulsion system showing air flow in the VTOL mode
and the laterally moving flap thrust vectoring system.
[0049] FIG. 5 Cross sectional schematic view of a VTOL internal
duct propulsion system showing air flow in the forward flight mode
and the laterally moving flap thrust vectoring system.
[0050] FIG. 6 Lateral cross sectional schematic view of a VTOL
internal duct propulsion system showing air flow in the forward
flight mode and the laterally moving flap thrust vectoring
system.
[0051] FIG. 7 Independently operated laterally moving flaps
[0052] FIG. 8 Exhaust duct flap system and vertical lift and
descent port operation for increased forward flight performance
[0053] FIG. 9 Exhaust duct flap system and vertical lift and
descent port operation for increased forward flight performance
[0054] FIG. 10 Cross section of sliding panels of a duct
[0055] FIG. 11 Sliding solid panel for port aperture control
[0056] FIG. 12 Sliding slotted panel for port aperture control
[0057] FIG. 13 Rotational vanes and sliding panels
[0058] FIG. 14 Frontal view of the 2D rotational vane system
[0059] FIG. 15 Cross section view of sliding panels with a 2D
rotational vane system
[0060] FIG. 16 Cross sectional view of a single rotational vane
system combined with a laterally moving flap
[0061] FIG. 17 Cross sectional view of a single rotational vane
system combined with a laterally moving flap
[0062] FIG. 18 Single rotational vane system combined with a
sliding panel
[0063] FIG. 19 Cross sectional schematic view of a VTOL reverse
rotation fan propulsion system during the VTOL mode, using
rotational nozzle thrust vectoring systems.
[0064] FIG. 20 Lateral cross sectional schematic view of a VTOL
reverse rotation fan propulsion system during the VTOL mode, using
rotational nozzle thrust vectoring systems.
[0065] FIG. 21 Cross sectional schematic view of a VTOL reverse
rotation fan propulsion system during the forward flight mode,
using rotational nozzle thrust vectoring systems.
[0066] FIG. 22 Lateral cross sectional schematic view of a VTOL
reverse rotation fan propulsion system during the VTOL mode, using
rotational nozzle thrust vectoring systems.
[0067] FIG. 23 Yaw rotational nozzle showing yaw rotational nozzle
air flow control actuator and panel
[0068] FIG. 24 Solid sliding panel combined with 2D rotational vane
system
[0069] FIG. 25 Cross section through the fuselage in line with the
vertical thrust ducts of the VTOL internal duct propulsion
system
[0070] FIG. 26 Pilot flight control inputs for VTOL and forward
flight
[0071] FIG. 27 Schematic cross sectional diagram of the VTOL
reversible rotation additional fan propulsion system showing air
flow in the VTOL mode
[0072] FIG. 28 Schematic lateral cross sectional diagram of the
VTOL reversible rotation additional fan propulsion system showing
air flow in the VTOL mode
[0073] FIG. 29 Schematic cross sectional diagram of the VTOL
reversible rotation additional fan propulsion system showing air
flow in the forward flight mode
[0074] FIG. 30 Schematic lateral cross sectional diagram of the
VTOL reversible rotation additional fan propulsion system showing
air flow during the forward flight mode
[0075] FIG. 31 Schematic cross sectional diagram of the VTOL
reversible pitch additional fan propulsion system showing air flow
in the VTOL mode
[0076] FIG. 32 Schematic lateral cross sectional diagram of the
VTOL variable pitch additional fan propulsion system showing air
flow in the VTOL mode
[0077] FIG. 33 Schematic cross sectional diagram of the VTOL
variable pitch additional fan propulsion system showing air flow in
the VTOL mode
[0078] FIG. 34 Schematic lateral cross sectional diagram of the
VTOL variable pitch additional fan propulsion system showing air
flow in the forward flight mode
[0079] FIG. 35 Single engine fighter top and bottom views. Dashed
lines indicate positions of air ejector nozzles.
[0080] FIG. 36 Frontal view of single or dual engine fighter.
Showing low radar signature canopy.
[0081] FIG. 37 Combat aircraft having lateral rotational nozzles
and yaw nozzle
[0082] FIG. 38 Dual engine fighter top and bottom views
[0083] FIG. 39 Approaching view of a dual engine fighter
[0084] FIG. 40 Bottom view of dual engine fighter turning away
[0085] FIG. 41 F-22 Raptor showing air intake ports, vertical lift
ports, vertical descent ports, and yaw ports. Diagram modified from
Jane's All the Worlds Aircraft.
[0086] FIG. 42 Joint Strike Fighter Lockheed Martin concept
modified to use a VTOL variable pitch additional fin, or VTOL
reversing pitch fan. Diagrams of top and bottom views of the
aircraft and a side view of the propulsion system.
[0087] FIG. 43 Four person transport using rotational nozzles and a
VTOL variable pitch additional fan or VTOL reversing additional fan
propulsion system. Top and side views
[0088] FIG. 44 Four person transport aircraft having a internal
combustion engine and using a VTOL reversing fan or VTOL variable
pitch fan. Top and side views.
[0089] FIG. 45 Side view of a four person VTOL aircraft showing
lateral rotational nozzles and yaw nozzle.
[0090] FIG. 46 Cross section of exhaust duct thrust vectoring
variable throat nozzle
DESCRIPTION OF THE INVENTION
[0091] A conventional turbofan engine depicted in FIGS. 1 and 2 has
a fan (10), connected to a gas turbine core (2). The gas turbine
core is composed of a compressor turbine (4), a expansion turbine
(6), and combustion chambers (8). The fan (10), forces air into the
gas turbine core (2), and around the gas turbine core (12).
Turbofan engines are referred to as high, mid, and low bypass
engines depending on the ratio of air that moves through the gas
turbine core and around the gas turbine core.
[0092] Propulsion systems of VTOL aircraft direct the flow of air
from the fan and core of a turbofan engine downward to produce
lift. If the turbofan engine is located in the rear of the
aircraft, air passes through air intake ducts to reach the engine.
With the turbofan engine in the rear of the aircraft lift is
developed behind the center of gravity of the aircraft. To balance
the aircraft during VTOL lift is required near the nose. This
invention uses the air intake ducts to move air forward to the nose
of the aircraft, this airflow is directed downward to produce lift,
and balance a VTOL aircraft.
VTOL Internal Duct Propulsion System (FIGS. 3, 4, 5 and 6)
[0093] This VTOL internal duct propulsion system is a duct system
that diverts the flow of air from the fan forward into the intake
duct during vertical takeoff and landing. During forward flight air
flows into the air intake ducts (22), through the fan (10), and
core (2). During vertical takeoff and landing a air intake port
flap (16), on top of the aircraft engine, in front of the fan,
opens allowing air to flow into a air intake port (14). The air
intake port flap (16), can be formed from one or more flaps, and
the flaps can move forward, backward, or laterally to open the air
intake port. Rotational vanes, sliding solid or slotted panels,
described within this writing, can also be used to open and close
the air intake port. Intake duct flaps (18), are located forward of
the fan (10), and the air intake port (14). During vertical takeoff
and landing the intake duct flaps move to block the air intake
ducts (22). With the intake duct flaps blocking the air intake
ducts, all air entering the fan and the core enters through the air
intake port (14).
[0094] Several vertical thrust ducts (20), leave the engine behind
the fan (10). These vertical thrust ducts turn 180 degrees, and
attach to the air intake duct (22), forward of the intake duct
flaps (18). Along the vertical thrust ducts (20), are vertical
thrust duct panels (30). These vertical thrust duct panels allow
air flow through the vertical thrust ducts (20), during VTOL. The
vertical thrust duct panels (30), close during forward flight
preventing air from moving forward in the vertical thrust ducts.
Located along the sides of the core (2), are core flaps (32). These
core flaps restrict, and can completely block, air from the fan
from flowing around the core during vertical takeoff and landing.
With the core flaps (32) closed, air passing through the fan is
forced into the core, or the vertical thrust ducts (20). During
forward flight the core flaps are open allowing air from the fan to
flow around the core. The core flaps (32), can be located at the
end of the core where they function to equalized flows from the fan
and the core, similar to mixers. The vertical thrust duct panels
(30), can be moved toward the core to reduce flows of air around
the core and deflect air into the vertical thrust ducts.
[0095] The air moving forward in the intake ducts is directed
downward by thrust vectoring methods using laterally moving flaps,
sliding solid or slotted panels, rotating vanes, rotational
nozzles, or a combination of these methods.
Thrust Vectoring (FIGS. 7 and 8, 19, 20, 21, 22)
[0096] In this invention air moving forward in the air intake ducts
and air moving aft in the exhaust ducts pass through lateral ports
to leave the aircraft. The lateral ports point upward (vertical
descent ports or VDP), downward (vertical lift ports or VLP), and
laterally (yaw ports). If there are two intake ducts and two
exhaust ducts, each duct has one vertical descent port pointing
upward, one vertical lift port pointing downward, and one yaw port
pointing laterally. If there is a single intake duct or exhaust
duct then these ducts have one vertical descent port, one vertical
lift port and two yaw ports, one pointing to the right and the
other to the left. The air flowing forward in the air intake ducts
and the exhaust flowing backward in the exhaust ducts is forced to
leave through the lateral ports by closing the end of the intake
ducts and exhaust ducts.
[0097] The lateral ports are opened by sliding solid or slotted
panels. These solid, or slotted panels also control the amount of
opening, or throat size, or aperture size of the lateral ports. The
total aperture size of all the ports is important in controlling
turbofan engine function. A minimum total throat size is required
under current operating conditions. The total throat size controls
back pressure in the intake and exhaust ducts. The back pressure in
the intake and exhaust ducts controls the turbofan engine
function.
[0098] The air flow from the lateral ports has a thrust vector
defined by the direction that the port ices. The thrust vector
angle is further refined by using laterally moving flaps, or
rotational vanes, or a combined system.
[0099] To maximize thrust in forward flight and create a exhaust
nozzle that has a throat that can be closed a convergent divergent
nozzle with throat plates is described.
[0100] Air flowing through the vertical thrust ducts (20), and
entering the air intake ducts (22), is directed downward to produce
vertical lift. The forward facing opening of the air intake duct
(22), termed the air intake duct port (34), is closed by the air
intake duct port flap (36), during vertical takeoff and landing. On
the bottom of the air intake duct (22), is the air intake duct
vertical lift port (38). The amount of opening of the air intake
duct vertical lift ports is controlled by the sliding air intake
duct vertical lift port panels (40). The sliding air intake duct
vertical lift port panels control the aperture, or throat size
(41), of the vertical lift port. The air intake duct vertical lift
port panels may be a single panel or two panels. If two panels are
used the malfunction of one panels actuator can be overcome by the
continued function of the second panel. During forward flight the
air intake duct port is open and the air intake duct vertical lift
port is closed During vertical takeoff and landing the intake duct
port is closed and the air intake duct vertical lift port is open.
The downward air flow from the air intake duct vertical lift port
generates thrust that lifts the aircraft vertically.
[0101] The flow of air from the fan, passing around the core, and
the flow of combustion products from the core, is directed downward
by the closure of the exhaust duct ports (46), by the exhaust duct
port flaps (42), and the opening of the exhaust duct vertical lift
ports (44), by the movement of the exhaust duct vertical lift port
panels (48). The size of the throat (49), or aperture, created by
the exhaust duct vertical lift port panels alters the total throat
area through which engine gases exit. For a engine operating under
specific conditions a minimum total throat area, or minimum opening
of aircraft ports is required. The opening of ports is monitored
and controlled so that the minimum total throat area is available
for the sufficient flow of gases through the engine under the
engines current operating conditions.
[0102] With laterally moving independently operated flaps located
in front of (52), and behind (54), the port, the direction of the
air flowing from the port can be controlled. The flaps can be moved
toward the center of the port (56), to cover the port. If the flaps
are swiveled forward (58), thrust is directed forward, and the
aircraft is driven backward. If the flaps are swiveled backward
(60), thrust is directed backward, and aircraft is driven forward.
If the flaps are both moved towards each other (62), the flow from
the port is restricted and lift and thrust decreases.
[0103] In most cases the laterally moving flaps, on vertical lift
ports, will move backward and forward to direct the thrust from the
vertical lift port backward or forward. The flaps may be linked and
movement accomplished by a single actuator. The forward thrust
generated by the backward directed laterally moving flaps, on the
vertical lift ports, is used to develop a forward flight velocity
sufficient for wing generated lift.
[0104] The flow through the intake duct vertical lift ports (38),
is controlled by the opening and closing of the core flaps (32),
the vertical thrust duct panels (30), and the vertical lift port
panels (40). If the vertical thrust duct panels are fully opened
and the core flaps are closed, maximum air flow is directed into
the vertical thrust ducts and the air intake ducts. By controlling
lift generated by the intake duct vertical lift ports and the
exhaust duct vertical lift ports aircraft pitch (nose up or down)
control is established during VTOL. The sliding vertical lift port
panels control the amount of opening (aperture or throat size) of
the vertical lift ports. The vertical lift port panels are used to
control lift generated by the intake duct and exhaust duct vertical
lift ports. The intake and exhaust duct vertical lift ports operate
independently but in a coordinated manner to control vertical
movement of the aircraft, and aircraft attitude (pitch).
[0105] If the aircraft has two intake ducts and two exhaust ducts,
as shown in diagrams, lift is generated at four points. Four points
of vertical lift, or thrust, is more stable than two or three
points of vertical lift, or thrust. The VTOL propulsion systems
described in this writing can be used with an aircraft design that
has two or three vertical lift ports. If the air intake duct
vertical lift port panels (40), and the exhaust duct vertical lift
port panels (50), are closed (aperture or throat size decreased) on
the right side of the aircraft, and opened (aperture or throat size
increased) on left side of the aircraft, the aircraft rolls to the
right. Controlling the thrust generated by the vertical lift thrust
ports on each side of the aircraft establishes roll control during
VTOL, and during flight. The intake and exhaust vertical lift ports
on each side of the aircraft are operated independently but in a
coordinated manner to effect aircraft attitude (roll).
[0106] Yaw control is established by movement of yaw control panels
(66), which open, close, and control the aperture size, or throat
size, of yaw control ports (68), located on the sides of the intake
and exhaust ducts. Opening the yaw control port on the left side of
the exhaust duct and opening the yaw control port on the right side
of the intake duct will cause the aircraft to rotate while in a
hover. Opening both yaw control ports on one side of the aircraft
causes the aircraft to move laterally, or sideways, toward the
opposite side. Yaw control ports are operated independently but in
a coordinated manner to control aircraft yaw, rotation and lateral
movement.
[0107] Vertical descent ports (70), are located on top of the
engine, or aircraft, above the intake duct vertical lift ports and
the exhaust duct vertical lift ports. The opening, closing, and
aperture size, or throat size, of the vertical descent ports is
controlled by the sliding movement of port panels. These vertical
descent ports (70), control aircraft pitch and roll during vertical
takeoff and landing, and during forward flight. Air from the fan,
and combustion products from the core, leaving the exhaust duct
vertical descent ports, generates a downward force at the tail of
the aircraft causing the nose of aircraft to pitch upward. This
downward force on the tail of the aircraft increases the rate of
turn of the aircraft during forward flight. The roll of the
aircraft during forward flight is controlled by opening the exhaust
duct vertical descent port on the right side of the aircraft, and
opening the exhaust duct vertical lift port on the left side of the
aircraft, as a result the aircraft rotates to the right
[0108] Opening the vertical descent ports of the intake and exhaust
ducts during a hover decreases lift generated by the vertical lift
ports. This decreased lift lowers the aircraft to the ground. Lift
generated by the vertical lift ports can also be decreased by
opening the intake duct ports and exhaust duct ports. The opening
of the exhaust duct ports, while in a hover, moves the aircraft
forward. The opening of the intake duct ports, while in a hover,
moves the aircraft backward. Opening the exhaust duct, or intake
duct port on one side of the aircraft while the other exhaust duct,
or intake duct port on the other side of the aircraft remains
closed during a hover causes the aircraft to rotate.
[0109] The opening and closing of the exhaust duct vertical lift
ports, exhaust duct vertical descent ports and exhaust duct yaw
control ports, at the tail of the aircraft, during forward flight
enhances aircraft flight performance. A forward air flow in the
intake duct during forward flight can be used to create additional
thrust vectoring forces acting near the nose of the aircraft.
[0110] The forward flow of air in the intake duct is developed by
[0111] opening the air intake port (34), [0112] moving the air
intake duct flaps (18), to block the air intake ducts, [0113]
opening the vertical thrust duct (20), [0114] closing the core
flaps (32) [0115] closing the air intake duct ports (34), by moving
the air intake duct port flaps.
[0116] The forward flow of air in the intake duct can be developed
while the aircraft is in forward flight. Air from the fan (10),
passing through the vertical thrust ducts (20), and intake ducts
(22), is used by a thrust vectoring system on the air intake duct
(22), to move the nose of the aircraft. The vectored thrust acting
on the nose of the aircraft, increases the effects of vectored
thrust acting at the tail of the aircraft.
[0117] The vertical lift ports, vertical descent ports and yaw
control ports are opened and closed in responds to the pilots
inputs. A computerized system gives priority to maintaining
vertical thrust, the remaining air flows are used to generate
thrust in a manner corresponding to the pilots inputs. The computer
control system continuously monitors the position of elements of
the thrst vectoring system. The amount of opening, aperture or
throat size, of the vertical lift, vertical descent, yaw, intake
and exhaust ports is monitored and controlled so that total throat
aperture area is greater than the minimum total throat area
required for engine operation under current operating
conditions.
[0118] The amount of opening, aperture or throat size, of ports on
the engine, or aircraft, is controlled by sliding panels (76). When
laterally moving flaps on the external surface of the aircraft
extend outward during forward flight they engage air flowing past
the fuselage. The pressure of air acting against the laterally
moving flap provides a directional thrust, in addition to, the
vectored thrust produced by gases leaving the port.
[0119] The sliding panels that control the amount of port opening
maintain a streamlined air flow over the fuselage, and have less of
a radar signature than laterally moving flaps. The actuators of the
sliding panels are located under the skin of the aircraft's
fuselage. The sliding port panels controlling the aperture, or
throat size, of the port, can be used to vector thrust without
using laterally moving flaps, or rotational vanes on the port. The
port panels move to control the port throat size and compensate for
movements of laterally moving flaps and rotational vanes.
[0120] A exhaust duct thrust vectoring system (81), having a
variable convergent divergent nozzle for maximum forward flight
performance, has independently operated exhaust duct port flaps
(80), located on the top and bottom of the exhaust duct port (82).
To increase the directional control of the flow of gases, guide
plates (83), are located on the sides of the exhaust port flaps.
The exhaust duct thrust vectoring system (81), uses the vertical
lift (84), and vertical descent ports (85), to develop additional
thrust vectoring. The independently operated exhaust duct port
flaps (80), can vector exhaust upward or downward, and develop
converging and diverging nozzle forms. Within the exhaust duct the
throat of the variable convergent divergent nozzle (86), is made
variable by the movement of throat plates (87), located on the
sides of the rectangular exhaust duct (89). The throat plates (87)
can move into the exhaust duct until they touch, closing the
exhaust duct port. With the exhaust duct port closed, by the throat
plates, gases must leave the exhaust duct through the vertical
lift, vertical descent or yaw ports. The movement of air from the
vertical lift, vertical descent or yaw ports is controlled by the
movement of sliding port panels (91). Throat plate panels (93), are
attach by hinges to the top of the throat plates smoothing the flow
of gases passing through the throat of the converging diverging
nozzle formed. The end of the throat plate panels (87), is held
against the wall of the exhaust duct as the throat plates extend
and retract. The end of the throat plate panels is keyed to fit
into slots that hold, and guide, the throat plates as they slide
along the wall of the exhaust duct. The throat plate panels may be
attached by hinges to the rectangular exhaust duct wall with the
movement of the throat plates moving the throat plate panels. The
throat plates may be replaced by a round cylinder mounted off
center or various cam shapes. These round forms may lie under the
throat plates and be used to extend and retract the throat plates.
The throat plates may move into the exhaust duct in an asymmetric
manner to develop a asymmetric diverging nozzle that vectors gases
leaving the nozzle throat. The throat plates may be moved by
conventional hydraulic or electric actuators.
[0121] The upward movement of both exhaust port flaps (88), creates
upward thrust driving the tail of the aircraft down, and pitching
the nose of the aircraft up. The downward movement of both exhaust
port flaps (90), creates a downward thrust driving the tail of the
aircraft upward, and pitching the nose of aircraft downward. As the
angle of the exhaust port flaps increases, the opening, between the
exhaust port flaps decreases (92), restricting air flow. The
opening of the throat (86), is adjusted, by moving the throat
plates (87), as the angle of the exhaust duct flaps (80), is
altered To maintain and increase the vectored thrust generated by
exhaust flows from the exhaust duct nozzle system (78), the exhaust
duct vertical descent ports (94), or the exhaust duct vertical lift
ports (95), are opened. When the exhaust port flaps (80), move
upward the exhaust duct vertical descent port opens maintaining gas
flow and forcing the tail of the aircraft downward, causing the
nose of the aircraft to pitch upward, thereby increasing the
aircraft's rate of turn. The exhaust flow from the engine is not
restricted by the high angle of the exhaust duct port flaps (80),
when the vertical descent ports (94), are opened, and higher angles
of vectored thrust are generated. During vectored thrust maneuvers
the total area of opening of all ports must be great enough to
allow the engine to have sufficient flow to maintain stable engine
operation under current operating conditions. The total area of
opening of all ports controls the back pressure in the exhaust
duct. Total area of port openings falls between a minimum for
stable engine operation and a maximum area that generates
sufficient back pressure within the exhaust duct During VTOL the
back pressure within the intake duct, exhaust duct, and around the
core is controlled and balanced to maintain stable engine
operation.
[0122] During vertical takeoff and landing the exhaust port flaps
(80), can be brought together (96), or the throat plates (87), can
be brought together to block exhaust gases from leaving the exhaust
duct port, all gases must then leave the engine through the
vertical lift ports (97), developing maximum lift.
[0123] Intake duct port flaps on top and bottom of the intake duct
port can be brought together to block air from flowing out of the
intake duct port in the VTOL mode. It is not necessary for a
converging diverging nozzle form to be generated within the air
intake duct therefore thoat plates are not placed within the intake
duct. These intake duct port flaps can be used to direct air flows
into the air intake duct during forward flight.
[0124] Sliding panels are solid (98), or slotted (100). A slotted
panel moves a shorter distance for a given increase in opening. For
a given area of port opening a slotted panel is longer than a solid
panel. One or two sliding panels may be used on one port. Two
panels allow some directional flow control and malfunction of one
actuator can be compensated for by the movement of the other panel.
Laterally moving flaps, solid sliding panels and slotted sliding
panels can be combined with a cascade of rotational vanes (102). A
cascade of rotational vanes consist of the number of rotational
vanes (102), that are connected so that all rotational vanes rotate
together. With the rotational vanes rotated in a horizontal plane
(104), relative to the mounting frame, all air flow through the
port is blocked. With the rotational vanes rotated vertically
(108), relative to the mounting frame, air flow is directed at
ninety degrees to the mounting frame, and air flow is at a maximum.
With the rotational vanes rotated at 45 degrees (110), a downward
air flow is directed forward or backward, or alternatively
laterally (right or left). Rotational vanes are not used to control
the amount of opening (aperture or throat size) of ports.
Rotational vanes are used for directional control of thrust leaving
a port. The sliding port panels control port aperture size. The
sliding port panels move to compensate for changing throat size
caused by movement of rotational vanes and laterally moving
flaps.
[0125] One rotational slotted vane system can be laid over another
at ninety degrees (112), to form a two directional (2D) rotational
vane system. This 2D rotational vane system can direct a downward
flow of air from a vertical lift port forward, backward or
laterally (side to side).
[0126] Rotational vane systems (114), may be combined with
laterally moving flaps (116). With the lateral moving flap
directing air flows forward or backward and the rotational slotted
vane system directing air flows from side to side, a greater
control of thrust vector angle is developed. A cascade of
rotational panels increases the efficiency of laterally moving
flaps in directing air flow out of the port. In most applications
the lateral flaps direct port air flows forward or backward, and
the rotational vanes direct port air flows laterally (on vertical
lift and descent ports), or up and down (on yaw ports). Sliding
port panels control the amount of port opening, or port aperture
size.
[0127] Rotational vane systems (118), may be combined with a
sliding panel, or sliding slotted panel (120), that control the
opening and amount of opening, or throat size, of the port. The
sliding panel controls air flow out of a port that points in a
particular direction, the rotational vanes apply forward, backward
or lateral direction to the flow, increasing thrust vectoring
control. On a yaw port a upward, downward, forward or backward
direction of flow can be developed. By combining laterally moving
flaps and rotational vanes with port control panels that control
the amount of port opening, the infrared signature of the ports is
reduced.
[0128] The application of a lateral moving flaps, sliding solid
panels, sliding slotted panels, rotational vane systems, or
combinations, to a particular port is dependent on design
considerations of a particular aircraft and its application.
[0129] Four ports facing at angles of 45 degrees may be used to
provide pitch roll and yaw control using described sliding panel
port opening control and thrust vectoring laterally moving flaps or
rotational vanes.
[0130] The flaps, sliding panels, or rotational vanes are moved by
electrical or hydraulic actuators and associated mechanisms similar
to those currently used for activating flight control surfaces.
VTOL Reversing Fan Rotation Propulsion System (FIGS. 27, 28, 29 and
30)
[0131] The VTOL reversing fan rotation propulsion system has a
transmission (122), located between the fan (124), and the core
(126). The transmission has forward and reverse gears, and can have
multiple gear ratios, or speeds. Above the transmission, between
the core and the fan, on the upper surface of the engine, or
aircraft, is the air intake port (128). During forward flight the
air intake port flaps (130), cover the air intake port (128), and
air enters the engine through the air intake ducts (132). During
vertical takeoff and landing the air intake port flap (128), moves
to open the air intake port. Air entering the air intake port moves
forward through the fan and backward through the core. To move air
forward through the fan the direction of fan rotation is reversed.
During vertical takeoff and landing a clutch is engaged, and the
transmissions gears are shifted into reverse to reverse the
rotation of the fan, the core continues to rotate in the same
direction as in forward flight To prevent exhaust from the engine
core from moving forward along the sides of the core during VTOL,
core flaps (134), are closed around the sides of the core. The core
flaps are open during forward flight.
[0132] The air flowing forward from the fan, and backward from the
core is directed through the vertical lift, vertical descent or yaw
ports. The various ports have sliding panels associated with them
that control the opening, and amount of opening of the port. A
minimum opening is required for stable operation of the engine
under certain operating conditions. The total opening of all ports
on the exhaust duct determines back pressure on the engine. The
total opening of all ports on the intake duct determines back
pressure on the fan.
[0133] The expansion turbine of the core extracts work from the
expanding exhaust gases leaving the combustion chambers. The
rotation of the expansion turbine rotates a shaft that is connected
to the compressor and fan. In forward flight the fan compresses air
entering the core, and the core operates at a high pressure. During
forward flight the engine functions in a series mode of operation.
During vertical takeoff and landing the fans rotation is reversed
to drive air forward into the intake ducts. During VTOL the fan
does not drive air into the core, and the core operates at a lower
pressure. During VTOL the engine functions in a parallel mode. When
the core operates at a lower pressure the amount of work developed
by the expansion turbine is reduced. The thrust generated during
vertical takeoff and landing is less than the thrust generated
during forward flight. This reduction in VTOL thrust reduces the
take off weight of the aircraft, and the aircraft's payload
capacity. The lower payload capacity can be compensated for by
using the aircraft in a short takeoff and landing mode, and by
using in flight refueling. In flight refueling reduces the weight
of a fuel lifted during vertical takeoff and landing. The reduced
weight of fuel lifted increases the payload that can be lifted. The
total opening (throat size) of exhaust duct ports is decreased to
compensate for the decreased gas flow through the core during VTOL.
The total opening (throat size) of the exhaust duct port is
increased when afterburners are used.
[0134] The fan of a turbofan engine is designed to generate thrust
in forward flight when the fan is rotated in one direction. The
VTOL reversing fan propulsion system has a fan designed to provide
a functional performance when the fan is operating in reverse. The
factors involved in determining the fans design depends on the
aircraft's performance requirements. Compromises in the performance
of the fan during forward flight may, or may not be made, to
produce greater thrust when the fan is rotated in reverse. Various
fan structures with multiple rows of blades may be used.
[0135] The fans direction of rotation can be reversed during
forward flight to establish a forward flow of air in the intake
duct. This involves opening the air intake port, engaging a clutch
to remove the fan from the core, shifting the transmission into
reverse and releasing the clutch to connect the fan to the core. A
braking mechanism can be included to stop the fan before the clutch
is released. Thrust vectoring from the intake duct ports is used to
enhance thrust vectoring from the exhaust duct and increase forward
flight performance.
Rotational Nozzles
[0136] Lateral rotational nozzles (136), can be placed on the sides
of the intake duct and exhaust duct. These lateral rotational
nozzles have flow control flaps, or sliding panels, located on the
wall of the intake or exhaust duct. A rotating valve, similar to a
solid or slotted panel, can be used to control flow through the
rotational nozzle. These flow control flaps or panels determine the
amount of opening (aperture or throat size) of the port leading
into the lateral rotational nozzle. The intake duct lateral
rotational nozzles face forward in forward flight and downward
during vertical takeoff and landing.
[0137] Rotational nozzles (136), have a sealed joint (138), that
can be rotated through 360 degrees. To reduce drag, and increase
air flow, air passing through the intake and exhaust ducts enters
the rotation joint at a angle. During forward flight the intake
duct lateral rotational nozzles point forward (140), and the
exhaust duct lateral rotational nozzles point backward (142).
During vertical flight the intake and exhaust duct lateral
rotational nozzles point downward.
[0138] The lateral rotational nozzles on the intake duct increase
engine performance during forward flight. When the aircraft is
turning the air intake duct ports do not face directly into the
aircraft's movement through the air. As a result air is not rammed
directly into the air intake ports and turbulence develops in the
air intake duct. With rotational nozzles on the air intake duct the
opening of the air intake duct rotational nozzle is rotated so that
air is rammed directly into the air intake duct during a turn. The
increased air flow into the engine increases engine
performance.
[0139] During forward flight the exhaust duct lateral rotational
nozzles control aircraft pitch by vectoring thrust upward or
downward. The exhaust duct lateral rotational nozzles control
aircraft roll during forward flight by, having the lateral
rotational nozzle on one side of the aircraft point up and the
lateral rotational nozzle on the other side of aircraft point down.
When the flow control flaps, or panels, on the lateral rotational
nozzle on one side of the aircraft is closed and the flow control
flaps, or panels, on the lateral rotational nozzle on the other
side of the aircraft is opened a yaw control force is
developed.
[0140] Yaw control is also developed by placing a rotational nozzle
on the top, and/or the bottom, of the exhaust duct and intake duct.
These yaw control rotational nozzles (146), can rotate through
three hundred and sixty degrees. When the exhaust yaw rotational
nozzle at the tail of the aircraft points to the right the tail of
the aircraft is pushed to the left. The air flow into the yaw
rotational nozzle is controlled by a yaw rotational nozzle control
panels, rotational valves, or flaps (148). The yaw rotational
nozzle control panels slides over the opening to the yaw port
(147), controlling the flow of air into the yaw rotational nozzle.
With the flow to the lateral rotational nozzles of the intake duct
and the exhaust duct closed, all air is forced to flow through the
yaw rotational nozzles providing yaw control forces.
[0141] During vertical takeoff and landing the lateral rotational
nozzles point downward generating lift. The lateral rotational
nozzles are rotated forward, or backward, to move the hovering
aircraft forward, or backward. The pitch of the aircraft is
controlled by increasing or decreasing air flow through the lateral
rotational nozzles of the intake duct relative to the exhaust duct.
Lateral rotational nozzle control flaps, or panels, within the
exhaust ducts (144), and intake ducts (150), control air flow
through the lateral rotational nozzles. The roll of the aircraft
can be controlled by increasing air flow through lateral rotational
nozzles on one side of the aircraft relative to the other side of
the aircraft. This involves opening the lateral rotational control
flaps or panels (150), and the exhaust duct lateral rotational
control flaps or panels (144), on one side of the aircraft and
closing these control flaps or panels on the other side of the
aircraft. Moving the yaw rotational nozzles (146), on the intake
duct to the right and the yaw rotational nozzle on exhaust duct
(146), to the left causes the aircraft to rotate about its center
while in a hover.
[0142] The lateral rotational nozzles and yaw rotational nozzles
operate independently of each other to create the movement input by
the pilot, priority is given to maintaining vertical thrust.
[0143] Rotational nozzles can rapidly decelerate a aircraft during
forward flight.
[0144] During landing VTOL propulsion systems with thrust vectoring
can be used to reverse engine thrust to reduce landing
distances.
VTOL Reversing Additional Fan Propulsion System (FIGS. 31-34)
[0145] The reversing additional fan propulsion system has a
additional fan (200), located in front of the primary fan (202),
and the core (204). Between the additional fan (200), and the
primary fan (202), is a transmission (206). The transmission has
forward and reverse gears that allow the additional fan to rotate
forward and backward (clockwise or counter clockwise). On the upper
surface of the engine or aircraft between the additional fan (200),
and primary fan (202), is a air intake port (208). During forward
flight the air intake port is covered by the air intake port flaps
(210), and the rotation of the additional fan (200), drives air
into the primary fan and core, increasing air compression and
thrust. During forward flight the engine functions in a series
mode. During vertical takeoff and landing the air intake port
(210), is open and the additional fan (200), rotates in the
opposite direction to its rotation in forward flight. During VTOL
the additional fan draws air through the air intake port (208), and
drives air into the air intake duct (212). During vertical takeoff
and landing the primary fan and the core rotate in the same
direction as during forward flight and air is expelled into the
exhaust duct (214). During VTOL the engine functions in a parallel
mode.
[0146] The exhaust turbine of the core extracts work from the
expanding exhaust gases leaving the combustion chambers. The
rotation of the exhaust turbine rotates a shaft, or shafts, that
are connected to the compressor, the primary fan (202),
transmission (206), and additional fan (200). The expansion turbine
generates the work that drives the primary fan and the additional
fan. In forward flight the primary fan and the additional fan drive
air into and around the core, and the engine functions in a series
mode. With air compression from both the primary fan (202), and the
additional fan (200), the core operates at a higher pressure.
During vertical takeoff and landing the additional fan drives air
into the intake duct (212), and not into the primary fan (202), and
core, and the engine functions in a parallel mode. Without air
compression from the additional fan the core operates at a lower
pressure. Not as much work is extracted by the expansion turbine
when the core is operating at a lower pressure, and the core is not
able to generate as much work during vertical takeoff and
landing.
[0147] A turbofan engine that generates 35,000 pounds of thrust,
may have a additional fan and transmission coupled to it. When the
additional fan drives air into the turbofan engine, a higher
compression is generated in the turbofan engine and increased
thrust is generated during forward flight. In forward flight, over
45,000 pounds of thrust may be generated. This increased thrust
translates into a higher cruise speed, and greater acceleration.
During VTOL the additional fan and turbofan engine function in
parallel, the additional fan rotation is reversed and the air
entering the core is compressed by the primary fan alone. The
exhaust turbines extract work from exhaust gases leaving the
combustion chambers. The work extracted by the exhaust turbine
drives, or turns, the compressor, primary fan, and additional fan.
The work extracted by the exhaust turbine is split between the
primary fan and additional fan. To increase the work available to
drive the additional fan during VTOL, work done by the primary fan
is reduced by partially closing the core flaps (216). The partially
closed core flaps creates a back pressure that reduces the work
being done by the primary fan. The turbofan engine continues to
generate 35,000 pounds of thrust with 10,000 pounds of thrust being
generated by the additional fan and 25,000 pounds of thrust being
generated by the primary fan and core. The 10,000 pounds of lift
generated by thrust vectoring systems on the intake duct, and the
25,000 pounds of thrust generated by the thrust vectoring systems
on the exhaust duct, balances the aircraft during VTOL.
[0148] The total opening, or total throat size, of exhaust duct
ports is decreased during VTOL, as compared to forward flight. The
opening of the exhaust duct ports regulates back pressure within
the exhaust duct.
[0149] Air flowing forward from the additional fan into the intake
duct, and air flowing backward from the primary fan and core,
produces thrust that is vectored in a direction determined by the
direction that the port faces. The thrust vectoring of gases
leaving the port is further refined by laterally moving flaps,
rotational vanes, or rotational nozzles.
VTOL Additional Variable Pitch Fan Propulsion System
[0150] In this configuration shown in FIGS. 31, 32, 33 and 34, the
direction of rotation of a additional fan (250), remains the same
and the pitch of the rotor and/or stator blade of the fan is
changed to drive air forward or backward. Between the additional
fan (250), and the primary fan (252), is a air intake port (254).
The air intake port can be opened, or closed, by the air intake
port flap (256). During forward flight the pitch of the blades of
the additional fan (250), drives air into the primary fan (252),
and core (258), and the engine functions in the series mode. During
vertical takeoff and landing the air intake port (254), opens and
the pitch of the blades of the additional fan (250), is changed so
that the additional fan drives air into the air intake ducts (260),
and the engine functions in the parallel mode.
[0151] During forward flight more thrust is generated by the engine
as the variable pitch fan drives air into the primary fan and core.
During vertical takeoff and landing less thrust is generated.
During VTOL the core flaps (262), are extended to reduce work done
by the primary fan and provide work to rotate the additional fan.
The total opening of ports on the exhaust duct is decreased in the
VTOL mode, to maintain back pressure in the exhaust duct. The total
opening of the ports on the exhaust duct is maintained above the
minimum required for engine operation.
[0152] The additional fan may have several rows of variable pitch
rotor and stator blades. The guide vanes may be variable. Rows of
counter rotating propellers or blades may be used.
[0153] A variable pitch fan may reverse air flow within the air
intake duct rapidly compared to a additional fan that reverses its
direction of rotation. This is due to the variable pitch fan not
having to be stopped and reversed. The pitch of the fans blades is
changed, while maintaining the momentum of the fan's rotation. This
ability to rapidly engage the VTOL variable pitch fan propulsion
system during forward flight, and reverse the air flow within the
air intake ducts, allows thrust vectoring forces acting near the
nose of the aircraft to be generated during forward flight. Thrust
vectoring forces from the air intake duct thrust vectoring ports,
acting on the nose of the aircraft, enhances thrst vectoring forces
from the exhaust duct ports, acting at the tail of the
aircraft.
VTOL Variable Pitch Primary Fan Propulsion System
[0154] The primary fan may a have variable pitch rotor and/or
stator or blades. A air intake port is located between the core and
the primary fin. The air intake port is open during vertical
takeoff and landing and closed during forward flight. During
vertical takeoff and landing the variable pitch primary fan pushes
air forward into the air intake ducts. During forward flight the
variable pitch primary fan pushes air backward into or around the
core. Diagrammatically the vertical takeoff and landing variable
pitch fan propulsion system is similar to the vertical takeoff and
landing reversible primary fan propulsion system, therefore
separate diagrams are not included.
[0155] The core of the vertical takeoff and landing variable pitch
primary fan propulsion system operates at a lower pressure in the
vertical takeoff in landing mode than in the forward flight mode.
The core extracts less work from the exhaust gases during the
vertical takeoff landing mode then the forward flight mode. Core
flaps located around the core prevent exhaust gases leaving the
core from moving forward along the sides of core during VTOL. Total
opening of the ports of the exhaust duct is decreased in VTOL mode
to maintain back pressure in the exhaust duct.
Pilot Flight Control Systems
[0156] Stable flight is established by yaw, roll and pitch control.
During a hover a aircraft has movement in three axes, rotation
about the center of aircraft, and a aircraft attitude. Movement in
three axes consists of vertical movement (up and down), forward and
backward movement, and sideways (left and right) movement. Using
thrust vectoring systems the aircraft can be moved in any
direction. During movements the aircraft has a attitude described
by pitch (nose up or down) and roll (left or right). The aircraft
can also rotate about its center. In a hover the aircraft's
attitude is usually level or parallel to the ground. When the
aircraft is parallel to the ground in a hover and the aircraft
rotates, the direction the nose of the aircraft points changes.
[0157] The pilot inputs control to the aircraft using his hands and
feet. A helicopter has a stick that the pilot uses to input pitch
and roll control, the foot pedals input yaw control, raising a
lever arm provides vertical control inputs, and throttle control is
obtained by rotating the handle of the lever arm. The Harrier STOVL
aircraft has a stick that the pilot uses to input pitch and roll
control, a lever controls the angle of the lateral rotational
nozzles. The rotational nozzles are all moved in unison to the
angle selected by the pilot. Another lever provides the pilot with
throttle control. This invention has sliding panels and flaps
and/or rotational vanes or rotational nozzles on ports. Each ports
thrust vectoring components operate independently, to create the
movement corresponding to the pilots input. A computer system
controls and monitors the position of elements of the various
thrust vectoring components on the ports of the aircraft.
[0158] The thrust vectoring systems described here can separate
directional control and attitude control. Attitude control (pitch
and roll) during vertical takeoff and landing, and forward flight,
is maintained by a right stick, or handle control, that is moved by
the pilots right hand. This right handle functions similar to
existing systems used for forward flight. Rotation of the right
handle also controls the throttle. The pilots left hand is used to
control the direction of the aircraft's movement. This left stick,
or handle, locks in a forward position. With the left stick, or
handle, locked in this forward position the aircraft propulsion
system functions in the forward flight mode. When the left stick,
or handle, is pulled back from this forward locked position the
aircraft propulsion system is switched into the vertical takeoff
and landing mode, in which a forward flow of air in the intake
ducts is developed. The engine functions in the series mode in the
forward locked position. As the left handle is pulled backward the
forward thrust generated by the thrust vectoring nozzles, or ports,
is reduced, and the engine functions in the parallel mode. With the
left handle pulled all the way back the aircraft moves backward.
Movement of the left handle to the right for left causes the
aircraft to move to the right or left. The left handle is rotated
by the pilot to input vertical thrust performance. The clockwise
rotation of the left handle increases lift, a counter clockwise
rotation of the left handle decreases lift. The rotation of the
left handle opens and closes the vertical lift port and the
vertical descent ports. The rotation of the left handle controls
ascent and descent. The maintenance of a vertical position has
priority over the development of directional movement, or the
attitude, of the aircraft. During the transition from VTOL to
forward flight the pilot moves the left handle forward and rotates
the left handle counter clockwise as forward flight speed
increases. This rotation of the left handle decreases air flow
through the vertical lift ports, resulting in a greater air flow
through the exhaust duct variable converging diverging nozzle. Yaw
control remains in the rudder pedals. Depressing the right foot
pedal causes a clockwise rotation of aircraft and depressing the
left foot depression causing a counter clockwise rotation of the
aircraft.
[0159] During forward flight the right stick control activates
conventional flight control surfaces and the thrust vectoring
system of the exhaust duct nozzle. The forward flow of air in the
intake duct can be developed during forward flight by pulling the
left handle backward from its locked position. The thrust vectoring
generated at the nose of the aircraft during forward flight
increases flight performance of the aircraft. With the left handle
pulled only slightly back from the forward locked position a
forward flow of air in the intake duct is developed, and a high
forward thrust is maintained, if the right handle is pulled
backward, the nose of the aircraft is pitched upward, resulting in
a high rate of turn. During this rapid turn the vertical descent
ports on the exhaust duct open and the vertical lift ports on the
intake duct open to increase the rate of turn of the aircraft.
[0160] Pilots stick or handle movements are input signals to a
computer that controls the movement of lateral moving flaps,
sliding panels, rotational vanes and rotational nozzles on the
intake and exhaust ports in a manner that corresponds to the pilots
inputs. The thrust is directed to the most extreme handle position.
During VTOL the maintenance of vertical position has priority over
the aircraft's direction of movement and attitude. The computer
develops a vertical lift priority flight envelope during VTOL the
pilot stick, or handle, inputs are placed within this vertical lift
priority flight envelope. The computer receives information about
the position of the thrust vectoring elements, flaps, panels,
vanes, and nozzles and activates electrical, or hydraulic,
actuators to control the thrust vectoring elements on each
port.
[0161] Inverting the aircraft and using the vertical descent ports
to create lift may allow a inverted hover, or a slow rate of
descent with the aircraft inverted. This inverted hover allows the
pilot to closely examine a area. It may be possible to develop a
nose down hover, or very slow rate of nose down descent
Transition from VTOL to Forward Flight
[0162] The transition from vertical takeoff and landing to forward
flight involves a transition from thrust vectoring generated lift,
to lift generated by the aircraft's wings. When forward flight
speed generates enough lift from the aircraft's wings, the
propulsion system is shifted from vertical takeoff and landing mode
to forward flight mode.
[0163] Vertical takeoff and landing thrust vectoring systems using
laterally moving flaps or rotational vanes, vector thrust backward
to increase forward flight speed. A forward flight speed can be
developed by gradually opening the exhaust duct port during the
transition to forward flight As forward flight speed increases the
vertical lift ports are closed, and the exhaust duct ports are
opened. The propulsion system is shifted from the vertical takeoff
and landing, parallel mode, to forward flight, series mode when
sufficient forward speed or altitude is attained.
[0164] Vertical takeoff and landing systems using rotational
nozzles point the intake and exhaust lateral rotational nozzles
downward during vertical takeoff and landing. The lateral
rotational nozzles are moved backwards slightly to move the
aircraft forward. Forward flight speed is also be developed by
opening the yaw rotational nozzles on the exhaust and intake ducts,
when the yaw rotational nozzles are pointing directly backward. As
the aircraft forward flight speed increases the wings generate
lift. The pilot moves the left stick forward to increase forward
flight speed and switch the propulsion system from the vertical
takeoff and landing mode to the forward flight mode. The lateral
rotational nozzles are directed backward during the transition from
the vertical takeoff and landing mode to forward flight mode. The
intake duct lateral rotational nozzles point progressively further
backward during the transition from vertical takeoff and landing to
forward flight. When the propulsion system switches from the
vertical takeoff and landing mode to forward flight mode the intake
duct lateral rotational nozzles are rotated forward. In a forward
position the intake duct lateral rotational nozzles point in the
direction of aircraft movement through the air. When the lateral
rotational nozzles are rotated to a forward position the aircraft's
flight can be affected. To increase flight stability during the
rotation of the intake duct lateral rotational nozzles to a forward
directed position, the exhaust duct lateral rotational nozzles, and
flight control surfaces are activated.
Burners
[0165] After burners located in the exhaust duct are used during
forward flight to increase thrust, accelerating the aircraft and
increasing flight speed. After burners can be used during vertical
takeoff and landing to generate additional lift. Burners (401) can
also be placed within the air intake duct. The burners can be used
to generate increased thrust from the intake duct thrust vectoring
systems.
Movable Radar Reflective or Absorbing Grid
[0166] To reduce radar reflection from the air intake duct and fan,
a radar screen, or radar reflecting, or absorbing grid, can be
placed within the air intake duct. This radar grid stops radar from
entering the air intake duct, and prevents radar that has entered
the air intake duct from leaving.
[0167] The radar grid is more important when the fan is close to
the air intake duct port. Such as the Joint Strike Fighter Boeing
concept. This moveable radar reflecting or absorbing grid concept
could be used on the Boeing JSF aircraft type.
[0168] Moving the radar grid allows unimpeded air flows into the
engine when the aircraft is not flying in a stealth mode. In normal
flight the radar grid is folded along the side of the air intake
duct, or the radar grid is retracted into the fuselage. When a
threat exists the radar grid is moved into a position in the air
intake duct. The radar grid functions best when located at the
opening, or port, of the air intake duct.
[0169] The ability to move the radar grid out of the intake duct is
important when the aircraft has a high, or super sonic flight
speed. If the radar grid remains in the intake duct at high, or
super sonic flight speeds the radar grid impedes air flow into the
aircraft engine.
[0170] Burners may be placed in the air intake duct to increase
thrust during VTOL. These burners create high temperature
conditions in the air intake duct. These high temperature
conditions may destroy radar absorbing paint coatings, or polymer
films within, or lining the air intake duct. The use of a movable
radar grid is more significant when these radar absorbing paint
coatings, or polymer films, cannot be used in the air intake duct,
due to high temperatures. If the radar absorbing materials are
sensitive to heat the radar grid is pulled into the fuselage, or
positioned external to the flaps used to close the air intake duct
during VTOL mode.
[0171] The F 117 has a radar grid over the air intake duct. This
radar grid is not movable. Fuel savings could be realized by using
a movable radar grid. The F 117 flight speed may be increased if
the radar grid can be moved from the air intake duct during normal
flight. The radar grid is moved into the air intake duct when a
radar threat exists.
Air Ejector Nozzles
[0172] Hot gases leaving the ports is drawn onto the skin of the
aircraft. These hot gases flowing onto the fuselage can damage
paint coatings and underlying materials. This is a particular
problem when the aircraft structure is composed of carbon fiber
composites. To prevent the hot gases form contacting the surface of
the aircraft air is blown from ejector nozzles around the ports. If
hot gases return to the fuselage and are trap at a particular point
air ejector nozzles are positioned to disrupt the flow of hot
gases. The air for the ejector nozzles is obtained from the high
compression stage of the engine. The gases from the compressor are
cooled by passing through a heat exchanger prior to leaving the
nozzle.
Aircraft Configurations
[0173] The internal duct VTOL propulsion system, the reversing fan
VTOL propulsion system, the reversing additional fan VTOL
propulsion system, the additional variable pitch fan VTOL
propulsion system and the variable pitch primary fan VTOL
propulsion system can be used on various aircraft. Thrust vectoring
ports controlled by sliding solid or slotted panels, with or
without laterally moving flaps, rotational vanes, or rotational
nozzles can be used on various aircraft. These VTOL propulsion
systems and thrust vectoring systems can be used on a number of
type of aircraft.
Single Engine Super Sonic VTOL Fighter (FIG. 35)
[0174] A single engine super sonic fighter having a additional fan
has greater thrust in forward flight. This increased thrust in
forward flight results in a higher flight speed and increased
acceleration. The additional fan increases vertical thrust, thus
increasing the maximum vertical takeoff and landing weight. To use
the thrust vectoring elements on the intake duct ports to increase
maneuverability during forward flight, the VTOL propulsion system
selected must be able to develop a forward flow of air in the
intake ducts rapidly. The propulsion system meeting these
requirements is the additional variable pitch fan VTOL propulsion
system. Mention is made of the internal duct VTOL propulsion
systems ability to rapidly alter air flow in the air intake
duct.
[0175] To increase thrust vectoring directional control and develop
a highly maneuverable aircraft, laterally moving flaps, with 2D
rotational vane systems, are used on ports. The lateral moving
flaps direct thrust, and engage air flowing by the aircraft,
similar to other aircraft control surfaces. The single engine super
sonic fighter has exhaust duct ports (300), and intake duct ports
(302), with laterally moving flaps, and a variable convergent
divergent exhaust duct nozzle, that can be closed. Flaps on top and
bottom of the air intake duct ports, can close the air intake duct
port during VTOL, and direct air flow into the air intake duct
during forward flight. Vertical lift ports (304), are located on
the bottom of aircraft. The bottom of the aircraft is flat to
reduce radar reflection. Vertical descent ports (306), are located
on the top of aircraft. Yaw ports (308), are located on the sides
of the aircraft. The flat sides of the aircraft are angled inward
to reduce radar reflection. To increase flight control during
vertical takeoff and landing and forward flight, reaction control
nozzles (310), are placed at the aircraft wing tips. These reaction
control nozzles are similar to those used on the Harrier "jump"
jet. The air intake ports (311), are located on the top of the
aircraft.
[0176] With pitch, roll and yaw control maintained by thrust
vectoring, using laterally moving flaps on the ports, and reaction
control nozzles on the wing tips, the flight control surfaces and
the horizontal and vertical stabilizers are eliminated to reduce
drag and radar signature. A reduced drag translates into higher
flight speeds, reduced fuel use, increased payload and increased
range. The elimination of flight control surfaces and the
horizontal and vertical stabilizers reduces the construction costs
of the aircraft, and weight of the aircraft. The reduced weight of
the aircraft reduces the thrust that must be generated for vertical
takeoff and landing. The reduced aircraft weight reduces the lift
that must be generated by the wings during forward flight. A
reduction in lift, reduces the component of drag associated with
producing lift. A reduction in drag translates into higher flight
speeds, reduced fuel use, increased payload and increased range.
Reducing the lift required from the wing during forward flight
allows the size of the wing to be reduced. This reduction in wing
size reduces weight, and drag resulting in fuel saving, a increase
in payload and higher speed.
[0177] The complete elimination of the vertical stabilizer, can
impair flight stability. To overcome this problem a small vertical
stabilizer made using materials transparent to radar may be
included in the aircraft design.
[0178] The single engine supersonic fighter shown in diagrams uses
a modified delta wing structure. The modified delta wing has few
reflective edges and surfaces, good structural strength and can
carry a large amount of fuel. Landing gear is retracted into the
modified delta wing. The reduced landing demands of a VTOL aircraft
may reduce the complexity, mechanical strength and weight of
landing gear.
Two Engine Super Sonic VTOL Fighter (FIG. 38)
[0179] A two engine super sonic VTOL fighter generates greater
thrust, or lift, than a single engine fighter. The two engine super
sonic VTOL fighter therefore has a greater maximum VTOL weight.
Having a second engine increases safety. If a two engine super
sonic VTOL fighter loses one engine it can continue to fly. The two
engine super sonic VTOL fighter maintains the characteristics of
the single engine super sonic fighter with regard to using variable
pitch additional fan VTOL propulsion systems, with laterally moving
flaps and 2D rotational vane systems on the ports. The exhaust duct
has a variable converging diverging nozzle that can be closed and
maximizes forward flight performance.
[0180] When a engine is malfunctions on one side of the aircraft,
valves (316), on flow ducts (314), connecting the exhaust and
intake ducts of the two engines open. This allows some thrust
vectoring to be generated on the side of the aircraft with a
malfunctioning engine.
Elimination Of Aircraft Structures And Flight Control Surfaces
[0181] Thrust vectoring can eliminate the horizontal stabilizer,
vertical stabilizer, rudder and elevators creating a tail less
aircraft. Thrust vectoring can eliminate flight control surfaces,
including the ailerons, slats, flaps, elevators, and rudder. The
elimination of these flight control surfaces reduces aircraft
weight, construction costs, maintenance, and complexity. A tail
less aircraft has a reduced drag during flight. A reduced drag
reduces fuel use and increases speed for a given thrust
performance. A reduction in aircraft weight translates into greater
acceleration, greater payload, and a reduced thrust for VTOL.
[0182] It is not necessary to eliminate components and structures.
Components and structures may be reduced in size. The minimum
requirements to develop a VTOL aircraft are; a VTOL propulsion
systems that move air forward in the air intake ducts; vertical
lift ports on the intake and exhaust ducts; and the ability to
close the air intake duct ports, and the exhaust duct ports.
[0183] The VTOL propulsion systems which move air forward in the
air intake duct can be used with thrust vectoring systems using
rotating cowls, hoods or bonnets and thrust vectoring systems based
on flaps and rotational vanes.
Application Of VTOL Propulsion Systems To Existing Aircraft
[0184] The vertical takeoff and landing propulsion systems
described can be applied to existing aircraft. The vertical takeoff
landing propulsion systems most easy applied to the existing
aircraft use the vertical takeoff and landing variable pitch fan
propulsion system, or the vertical takeoff and landing reversing
fan propulsion system. The vertical takeoff and landing internal
duct propulsion system is more difficult to apply to existing
aircraft as the propulsion system requires ducting to be placed
around the fan, increasing the diameter of the engine.
[0185] The additional vertical takeoff and landing variable pitch
fan, or vertical takeoff and landing reversing fan, are placed in
the air intake duct in front of the aircraft's turbofan engine. In
some cases the modification required to the air intake duct would
be slight. The distance required for the air intake port is between
two and three feet. This upper area of the air intake duct must be
free of framework structure and other components. The additional
fan is in front of the air intake port requiring approximately two
feet. This system requires four to five feet of the air intake duct
in front of the primary fan.
[0186] The vertical lift, vertical descent and yaw ports are made
through the walls of the exhaust ducts and intake ducts, and port
control panels and thrust vectoring components added. These ports
are made through the aircraft's fuselage, and actuator's and
mechanisms are located within a fuselage wall.
[0187] To apply VTOL propulsion systems to existing aircraft it is
desirable for the existing aircraft to have a intake duct that
extends near the nose of the aircraft. The F-22 and Joint Strike
Fighter, Lockheed Martin or Boeing concepts, have intake duct's
extending near the nose of the aircraft. Aircraft such as the F-18
E/F have short intake ducts that may be extended forward to a
position near the nose of the aircraft.
[0188] Diagrams show port locations on a modified F-22 Raptor.
[0189] The variable pitch additional fan VTOL propulsion system is
shown applied to the Lockheed Martin Joint Strike Fighter (JSF)
concept. The additional fan increases forward flight performance.
In the Lockheed Martin concept the additional fan is in a
horizontal position, and the fan does not function in forward
flight. The weight of a additional fan is not a factor as the
Lockheed Martin JSF concept already carries a additional fan. The
area of the fuselage used by the horizontal fan can be used for
other purposes such as fuel, electronics, or weapon storage. The
three bearing swivel duct and the variable nozzle of the Lockheed
Martin JSF concept could be maintained and used to vector exhaust
duct flows downward during VTOL. The rounded shape of the Lockheed
Martin JSF concept exhaust duct nozzle increases the aircraft's
radar and infrared signature.
[0190] Vertical takeoff landing propulsion systems and thrust
vectoring methods can be applied to the F 16, which has a single
intake duct and exhaust duct. With two vertical lift ports the
placement of reaction control nozzles on the wing tips provides
stability during vertical takeoff and landing.
Sub Sonic VTOL Aircraft (FIG. 43)
[0191] A aircraft having rotational nozzles has good vertical
takeoff and landing and forward flight performance at sub sonic
speeds. Lateral rotational nozzles (318), provide pitch and roll
control. Yaw control rotational nozzles, on yaw ports (320),
provide yaw control. Yaw control rotational nozzles (320), may not
be required on the bottom of the aircraft.
[0192] As shown by the Harrier combat aircraft the use of
rotational nozzles can generate a highly maneuverable aircraft.
This is true even when, as in the Harrier, all rotational nozzles
operate in unison. This maneuverability is useful in ground
support, slow speed air to air combat (Dog fighting), and evasion
of ground fire and missiles.
[0193] A sub sonic aircraft for passenger or personal
transportation can be developed using rotational nozzles and VTOL
propulsion systems that direct air forward in the intake ducts. A
seating area for four persons (320), has a turbofan engine (322),
located behind the passenger compartment. Lateral rotational
nozzles (324), are located in front of the passenger compartment
(320), and behind the turbofan engine (322). A yaw control
rotational nozzle (326), is located behind the turbofan engine
(322). To increase flight stability horizontal stabilizers (328),
and a vertical stabilizers (330), are included in the design. In
forward flight lift is generated by wings (332), of a conventional
design. The wings contain fuel tanks. To increase safety flight
control surfaces are included in the design. These flight control
surfaces being ailerons, elevators, flaps, and rudder. Having
rotational nozzles and flight control surfaces increases control
during forward flight, and the redundancy of the two systems,
increases safety in the case of the failure of a rotational nozzle,
or a flight control surface. If the turbofan engine shuts down
during forward flight control surfaces stabilize the aircraft for a
controlled landing. A parachute (334), stored on the top of the
aircraft is deployed the case of failure of the aircraft's flight
control and propulsion systems. Inflatable bags located on the
bottom of the aircraft can be deployed to slow descent and absorb
ground impact. The other VTOL propulsion systems and vectoring
thrust systems described can be used to create other VTOL passenger
aircraft of similar configuration.
Unmanned Aerial Vehicles (UAV)
[0194] UAV's are anticipated to have a increased role in the future
of aviation, military and civilian Currently UAV's are used by the
military in a reconnaissance role in a number of vertical takeoff
and landing designs. Many UAV's are launched by catapults, or
rocket assisted launching systems. The greatest risk to UAV's
occurs during landing. A UAV capable of vertical takeoff and
landing has a reduced risk of being lost during takeoff and
landing. Current UAV's capable of vertical takeoff and landing are
based on rotors or propellers.
[0195] Naval air operations targeted at land sites operate at a
extended range from the Naval battle group. For this reason it is
of interest for a UAV to have a good range and a high flight speed
UAV's capable of vertical takeoff and landing using rotors or
propellers have a low flight speed, and a high radar signature. For
Navy blue water operations the range and speed of UAV's is
important as a Naval battle group must control threats from
aircraft, surface vessels and submersible vessels over a very large
area.
[0196] Naval operations are particularly interested in a UAV
capable of vertical takeoff and landing, due to the problems of
landing a aircraft on a ship. The area available for landing on a
ship is limited, as well, the ship is moving and the landing area
may be pitching or rolling at the same time. These problems are
reduced when the aircraft can takeoff and land vertically.
[0197] The Army and Marines have interest in UAV's for land based
operations. The ability of smaller units to conduct area
recognizance is increased if a VTOL UAV is available.
[0198] The expense of training pilots and the rate that pilots
leave the military creates pressure to develop UAVs for transport
and combat.
[0199] Interest is developing in UAV's serving in a transport role.
These UAV's would bring materials to both Naval and ground forces.
If a position can be supplied by air without requiring a runway the
considerable effort of building a runway can be eliminated.
Positions can be established where a runway can not be built, or
where a runway, or the flight pathway to the runway, are under
threat. The helicopter has developed the concept of vertical
envelopment. Helicopter rotors have a high radar, low light and
noise signature. These problems persist with tilt rotor aircraft
such as the V-22 Osprey.
[0200] Interest in UAV's serving in a combat role is developing.
This combat role being both air to air, and air to ground. The UAV
is taking a role in military operations that are too risky for a
pilot. The elimination of the pilot reduces weight and complexity.
The weight of the pilot, ejection seat, and cockpit is eliminated.
The complexity of aircraft is reduced by elimination of pilot
flight and weapon input controls, and the information systems used
by the pilot. One concepts has a pilot flying a aircraft with
several accompanying UAV's under the pilots control.
[0201] Small UAV's, or radio controlled aircraft, can be developed
using turbofan engines, or internal combustion engines, that move
air forward in the intake ducts then vector the air flow downward
to create lift near then nose of the aircraft and balance the
aircraft during VTOL.
[0202] These vertical takeoff landing propulsion systems and vector
thrust systems described here can be used to develop UAV platforms
functioning in a variety of roles.
Thrust Vectoring Methods Applied To Non-VTOL Aircraft
[0203] The thrust vectoring systems described can be used on the
exhaust duct of conventional aircraft to increase flight
performance. Independent operation of the ports on the exhaust duct
can be used to provide pitch, roll and yaw control. The vertical
lift and vertical descent ports on the exhaust duct increase the
angles of thrust vectoring that can be produced. The variable
converging diverging nozzle described can be used for thrust
vectoring and to increase performance in forward flight.
[0204] Thrust vectoring systems on the exhaust duct can be used to
eliminate the horizontal and vertical stabilizers creating a tail
less aircraft, that does not takeoff and land vertically, and does
not use VTOL propulsion systems. Thrust vectoring systems on the
exhaust duct can be used to eliminate control surfaces on a
aircraft that does not takeoff and land vertically. The elimination
or reduction in size of aircraft structures and flight control
surfaces reduces aircraft drag, weight, construction costs and
complexity. A reduction in drag, or weight, decreases fuel usage
which increases range, payload capability, and flight speed.
[0205] These thrust vectoring systems and the exhaust duct thrust
vectoring system can be used on solid or liquid propelled rockets,
or missiles and ramjets. The flow of combustion gases leaving these
rockets, or missiles, is vectored through ports on the sides of the
rocket or missile. The ports are controlled by sliding panels and
may have rotational vanes, laterally moving flaps, or rotational
nozzles. The main nozzle may be variable with throat plates and
exhaust duct port flaps. The exhaust duct thrust vectoring system
described can be used on rockets, missiles or ramjets.
VTOL Aircraft Using Internal Combustion Engines
[0206] The turbofan engine has a core that generates work to move a
fan that drives air. A internal combustion engine performs work,
the work generated by a internal combustion engine can be used to
turn a fan that drives air. The power output of a internal
combustion engine per pound of engine weight is low, this is one of
the reasons why the turbofan engine has replaced the internal
combustion engine on military aircraft. If the payload, fuel
capacity and aircraft weight are reduced sufficiently a internal
combustion engine can be used in a vertical takeoff and landing
aircraft. A passenger transportation aircraft capable of vertical
takeoff of landing using a internal combustion engine can be
developed.
[0207] As shown in FIGS. 43 and 44, this VTOL internal combustion
engine aircraft uses the intake ducts to provide lift at the nose
of the aircraft. The internal combustion engine (500), is directly
behind the passenger compartment. To reduce drag occupants are in a
semi reclined position (502), and seated close together. A drive
shaft (504), extends from the rear of the internal combustion
engine (500), and connects to a vertical takeoff and landing fan
(506), and a rear fan (508). Between the vertical takeoff and
landing fan and the rear fan, on top of the aircraft, is the air
intake port (510).
[0208] The vertical takeoff and landing fan (506), is a variable
pitch fan. During vertical takeoff and landing the vertical takeoff
and landing fan moves air forward into the air intake duct (512).
During forward flight the vertical takeoff and landing fan (506),
moves air backward into the rear fan (508). During the operation of
the propulsion system in the vertical takeoff and landing mode the
air intake port (510), is open. During forward flight the air
intake port is closed by flaps, panels, or rotating vane mechanisms
(514).
[0209] The air intake duct port (516), is closed during vertical
takeoff and landing by movement of the air intake duct port flap
(518). Air moving forward in the air intake duct exits through the
air intake duct vertical lift ports (520), or the air intake duct
yaw control ports (522). The ports are opened and closed by port
control panels with, or without, 2D rotating vane systems, or
laterally moving flaps. During forward flight the air intake duct
flaps (518), move opening the air intake duct port. During forward
flight air is rammed into the air intake ducts.
[0210] The rear duct (524), has lateral rotational (526), and yaw
rotational nozzles (528). Air flow control valves (530), are
located within the rear duct (524), and the intake duct (512).
Minimum total port opening and back pressure control within the
intake and exhaust ducts is reduced when a internal combustion
engine is used for propulsion.
[0211] The VTOL internal combustion engine aircraft has
conventional wings (532), horizontal stabilizers (534), and
vertical stabilizer (536). Control surfaces flaps, ailerons,
elevators and rudder are included for a redundancy that increases
safety. Fuel is carried in the wings (532). The nose (540), of the
aircraft is used for fuel storage, cargo storage, radar equipment,
and landing gear.
[0212] The internal combustion engine (500), has a maximized power
output using super charging, turbo charging and fuel injection
systems. To increase thrust the exhaust pipe (538), from the
internal combustion engine is connected to the aircraft rear duct
(524).
[0213] The internal combustion engine may be connected to a
transmission that reverses rotation of the fins, a second
transmission is then placed between the VTOL fan and the rear
fan.
[0214] The internal duct VTOL propulsion system can be used with
internal combustion engines. For safety two engines are used. The
two engine may be connected in a manner that allows one engine to
drive the fan if the other engine is shut down. A fan may be
connected to each engine with a flap system to block the fan if the
engine shuts down. The air intake port is located between the
engines and the fans. Air from the fans is moved forward in the air
intake ducts and backward in the exhaust ducts during VTOL.
* * * * *