Note: Descriptions are shown in the official language in which they were submitted.
PREAMBLE TO ~ISCLOSURE
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BE IT KNOI~N that
Heinz Jordan, whose full post address is Poppichl 21,
A-9061 Wolfnitz bei Klagenfurt (Federal Province of
Carinthia), Austria,
having made an invention entitled "Flying Craft",
the following disclosure contains a correct and full
description of the invention and of the best ~lode
known to the Inventor of taking advantage of same.
.
The invention relates to a flying craft having an
outer supporting means and at least one inner driving unit
and a cabin or steering means~ in which an annular gap is
provided between the supporting means and the driving means
through which an air stream is guided do~nwards.
In a flying craft of prior art, the driving unit is
rotatably mounted within the supporting means and the steering
means or cabin is rotatably mounted in relation to the
supporting means and the driving unit in particular by means
of a ball-bearing-supported shaft. The supporting means,
which in cross section preferably has the shape of an air-
foil profile~ is dri-ven in a direction of counter rotation
in relation to the direction of rotation of the driving
unit itself generating a counter torque (AT-PS 353 105).
It is the first object of the invention to pro~ide an
improved flying craft of stronger aerodynamic lift and
reduced mechanical effort.
It is the second ofject of the invention to pro~ide a
flying craft in which the supporting means does not carry
out a rotating motion around its a~is during flight~
The fir~t object is achieved in a flying craft of the
type i~itially mentioned by providing at least two steering
flap rims with two or more steering flaps in the annular
gap or immediately above it, -the s-teering flap rims being
spacially arranged one above the other.
According to the invention, the supporting means is
driven by the air stream generated by the driving means
and not by the oounter -torque of the driving unit. Vepending
upon the position of the steering flaps, the supporting
means can be driven in the same direction of rotation
as the driving unit or in a direction counter to the
rotating direction of the driving unit. It is essential
that the cou~ter torque by neutralized by the upper
steering flap rim and the air stream be partially alignad
and directed downwards and that subsequently a substantially
laminar, downwardly directed air stream be generated by
the lower steering flap rim.rThe cabin for receîving load
or the steering means of the flying craft remain stationary
in air space during flight.
According to an embodim~nt of the invention, the s-teering
flaps of each steering flap rim are pivotable, preferably
together, around their essentially horizontally extending
axis. This permits variation of the rate of rotation of
the supporting means and thus an increase or decrease of
the gyroqcopic e*fect of the supporting means a~ desired,
in order to influence the stability of the flying craft.
Since the cabin for receiving load or the steering means
of the flying craft remain stationary in air space during
flight, it is possible to rigidly connect the driving unit
and the cabin or steering means to one another, in particular
by means of a shaft. This results in a particularly simple
and stable construction.
A preferred construction of the flying craft consists
in that the upper steerlng flap rim is attached to the
driving unit only and that the lower steering flap rim
is attached to the supporting means, on the one hand, and
to a supporting plate for the driving unit, on the other
hand, the s~pporting plate being rotatably mounted in
relation to the driving unit.
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It is also possible to provide the supporting means
with a separate additional drive. By means of this additional
drive, which is not absolutely necessary, steering of the
flying craft can be f`urther improved.
This second object of the invention is achieved in
the flying craft mentioned above by providing the flying
craft and/or the driving unit with at least one means for
displacing the center of gravity of the flying craft.
In this embodiment, -the supporting means receives its
aerodynamic lift from the air stream genera-ted by the
dri~ing unit and not from the counter torque generated by the
driving unit. l`he supporting means can be so steered by the
means for dis-placing the center of gravity that it remains
stationary in air space during flight, i.e. that it does
not carry out a rotating motion around its axis. The upper
steering flap rim neutralizes the counter torque and partially
aligns the air stream and directs it downwards, while the
lower steering flap rim subsequently generates a largely
laminar, downward-directed air stream. The cabin for receiving
load or the steering means of the flying craft remain stationary
in air space during flight.
The means for displacing the center of gravity can be
a gyroscopic means rotatably mounted in relation ot the
driving unit.
It is also possible, however, to provide the means for
displacing the center of gravity in the form of two or
more steering nozzles arranged on the supporting means.
The invention is explained in detail under reference
to the drawing showing embodi~ments of the object of
the invention.
Fig. 1 shows a diagrammatic sectional view of a flying
craft according to the invention;
Fig. 2 shows a top view of Fig. l;
Fig. 3 shows a top view of a flying craft according to
the invention and
Fig. 4 a section along line IV-IV in Fig. 3 in enlarged
scale.
The flying craft according to Fig. 1 and 2 comprises a
ring-shaped supporting means 1, presenting rotation symmetry,
as an airfoil, and an inner driving unit 2 with a propeller 3.
The driving unit 2 is arranged coaxially within the supporting
means 1, an annular gap 4 being formed between the supporting
means 1 and the driving unit 2. The supporting means 1 viewed
in cross section has the form of an airfoil profile, but could
be of any other given shape. The driving unit 2 could also
have the form of a double propeller or of a radial-flow
turbine, it could be arranged outside the shaft of the support-
ing means 1. Connected to the driving unit 2 is a cabin 5 for
receiving load having a landing gear 6 or a steering means for
the Plying craft~ This connection is effected by means of a
shaft 7 extending essentially perpendicularly and piercing
a supporting plate 8 for the driving unit 2. The supporting
plate 8 is arranged below the driving unit 2 and rotatable
in relation to the driving unit and forms the inner circum-
ference in the lower part of -the annular gap 4. The propeller
3 is arranged spacially above the upper side of the supporti~g
means 1.
A ~irst steering flap rim 9 is arranged immediately above
the annular gap 4 and a second steering flap rim lO is arranged
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below the first steering flap rim 9 within the annular gap 4.
The upper steering flap rim 9 is attached to the dri~ing unit
2 on its inner circumference only, while the lower steering
flap rim 10 is attached to (and supported on) the supporting
means 1, on the one hand, and the supporting plate 8 of the
driving unit 2, on the other hand. Each steering flap rim 9,
10 consists of a plurality of steering flaps or steering
baffles 11 pivotable around an essentially horizontal axis
and adjustable joi~tiy or individually by means of an adjusting
means (not shown in detail), for instance an electrically or
hydraulically operated adjusting means~ the adjustment consisting
in rotation around their a~es. In particular, the steering ~laps
of each steering flap rim can be pivoted jointly. l`he upper
steering flap rim 9 is of smaller outer diameter than the lower
steering flap rim 10, but this is not essential~ The dimensions
could be either reversed or equal, as well. It would also be
pos~ible to use steering flap rims with rigidly attached steering
flaps.
The supporting plate 8 could be replaced by any other type
of supporting str~ture such as a frame,casing or the like.
It could be rotatably mounted on the shaft 7 by means of
bearings.
The flying craft functions as follows:
Air is sucked off from the upper side of the supporting
means 1 by means of the propeller 3. This genera-tes a circular
motion of the air of high turbulence. The circular air stream
is guided to the first, upper steering flap rim 9. Here, the
torque is neutralized and partially guided downwards. The air
stream now reaches the second, lower steering fla rim 10~ Here,
an essentially perpendicular, downward-directed, largely laminar
air stream is generated. This results in ~ery strong aerodynamic
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lift 7 as the airstream extends practically vertically.
The motor or drive 2 and the cabin 5, which are fixed to
one ano-ther by means of the rigid shaft 7, are stationary.
The direction of rotation of the propeller is indicated
by arrow 12, the direction of rotation of the supporting
means 1, which rotates in the same rotating direction as
the propeller or counter to this, depending upon the position
of the steering flaps, is indicated by arrowO 13.
The steering flaps 11 fixed to the rotatably mounted
supporting plate 8 for the supporting means 1 allow a
variation of the number of revolutions of the supporting
means 1 and an increase of the gyroscopic effect achie~ed
by the number of revolutions of the supporting means 1 and
thus an influence of the stability of the device.
~ uring flight, the cabin part including the steering
remains completely stationary~ This feature is of particular
importance in -the event the device is to be used for conveying
passengers.
The transmission of the steering function is facilitated
by the fast connection of the driving unit and the cabin to
the steering means by means of the rigid shaft.
Since the alrfoil presenting rotation symmetry is rotatably
mounted on this rigid shaft, the mechanical effort is negligible.
In Fig. 3 and 4, the same references are used for parts
which correspond to parts already mentioned in Fig. 1 and 2.
The flying craft according to Fig. 3 and 4 comprises, i~
top ~iew, an arrow-shaped supporting means 1 with airfoils
and an inner driving unit 2 with a propeller 3. The driving
unit 2 is arranged centrically within the supporting mea~s 1,
an annular gap/being formed between the supporting means 1
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and the driving unit 2. The supporting means 1 can have
any other given form. The driving means 2 could also have
the form of a double propeller (coa~ial contra-rotating
propellers) or a radial-flow turbine and could be arranged
outside of the axis of the supporting means 1. Fixed to
the driving means 2 i~ a cabin 5 for receiving load having
a landing gear 6 or a steering means for the flying craft.
This connection is effected by means of an axis or shaft
7 which extends essentially perpendicularly and pierces
a supporting plate 8 for the driving means 2. The supporting
plate 8 is arranged below the driving unit 2 rotatably in
relation to the driving means 2 and forms the inner circum-
ference in the lot~er part of the annular gap 4. The propeller
3 is positioned spacially above the upper side of the support-
ing means 1.
Further connected to the driving unit 2 i9 a means for
displacing the center of gravity in the ~orm of a gyroscopic
mean 14. In addition, steering nozzles 15 could be arranged
on the airfoils. These means are essentially equivalent and
may optionally be employed jointly or separately. A further
possibility for displacing the center of gravitr,consists
in a pivoting device 16 which allows pivoting the cabin Dr
rotor axis in relation to the supporting means, as shown in
dotted lines in Fig. 2. The pivoting range is indicated by
means of angle oC.
A first steering flap rim 9 is arranged immediately
above the annular gap 4 and a second steering flap rim lO
is arranged within the annular gap 4 below the first steering
flap rim 9. The upper steering flap rim 9 is attached to the
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driving unit 2 on its inner periphery only, while the lower
steering flap rim 10 is supported on the supporting means 1,
on the one hand and on the supporting plate 8 of the driving
means 2, on the other hand. Each steering flap rim 9, 10
consists of a plurality of steering flaps pivotable around
essentially horizontal axes which are pivotable, i.e. rotatable,
around their a~es7 jointly or separately, by means of an
adjusting means not shown in detail, such as an electrically
or hydraulically operable adjusting means~ The upper steering
flap rim 9 is of smaller diameter than the lower s*eering
flap rim 10, although this feature is not indispensable.
The dimensions could also be reversed or both steering flap
rims could be of equal diameter. It would also be possible
to use steering flap rims with rigid steering flaps.
The supporting plate 8 could be replaced by another
supporting structure such as, for instance, a frame, casing
or the like. The supporting structure can be rotatably mounted
on the shaft 7 by means of, for instance, bearings.
The flying craft according to Fig. 3 and 4 functions as
follows:
Air i9 sucked off from the upper side of the supporting
means 1 by means of the propeller 3. This generates a circular
motion of the air of high turbulence. This circular air stream
is guided to the first, upper steering flap rim 9. Here, the
tor~ue is neutralized and partially directed downwards. The
air stream then arrives at the second, lower steering flap rim
10. Here, a largely laminar air stream directed essentially
perpendicularly downwards is generated. This results in a
very strong aerodynamic li~t, as the air stream is directed
practically vertically. The supporting means 1, the motor or
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drive 2 and the cabin 5, which are fixed to one another .
by the rigid shaft 7, remain sta-tionary in air space. The
rotating direction of propeller 3 is indicated by means of
arrow 12.
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