232results about "Piston type power plants" patented technology

The disclosure relates to fluid working devices including reciprocating internal combustion engines, compressors and pumps. A number of arrangements for pistons and cylinders of unconventional configuration are described, mostly intended for use in reciprocating internal combustion IC engines operating without cooling. Included are toroidal combustion or working chambers, some with fluid flow through the core of the toroid, pistons reciprocating between pairs of working chambers, tensile valve actuation, tensile links between piston and crankshaft, energy absorbing piston-crank links, crankshafts supported on gas bearings, cylinders rotating in housings, injectors having components reciprocate or rotate during fuel delivery. In some embodiments pistons mare rotate while reciprocating. High temperature exhaust emissions systems are described, including those containing filamentary material, as are procedures for reducing emissions during cold start by means of valves at reaction volume exit. Compound engines having the new engines as a reciprocating stage are described. Improved vehicles, aircraft, marine craft and transmissions adapted to receive or be linked to the improved IV engines are also disclosed.

A vertical takeoff and landing aircraft having a fuselage with three wings and six synchronously tilt-able propulsion units, each one mounted above, below, or on each half of the aforementioned three wings. The propulsion units are vertical for vertical flight, and horizontal for forward flight. The aircraft wings are placed such that the rear wing is above the middle wing which is placed above the front wing. The placement of each of the propulsion units relative to the center of gravity of the aircraft about the vertical axis inherently assures continued stability in vertical flight mode, following the loss of thrust from any one propulsion unit. The placement of the propulsion units, viewing the aircraft from the front, is such that each propulsion units' thrust wake does not materially disturb the propulsion unit to its rear. When engine driven propellers or rotors are utilized, flapped wing panels are attached outboard of the forward and/or rearward propulsion units to provide yaw control during vertical flight.

Embodiments are directed towards hybrid power supply that provides electric power to a multirotor rotorcraft to extend range or flying time. In one embodiment, an internal combustion engine and fuel tank are provided that interoperate with a battery provided by a commercial multirotor rotorcraft to substantially extend flying time or flying distance.

A solid state microprocessor or digital signal processor (DSP) for dual mode illumination and dimming into modern aerospace searchlights. The system is a universal dimming platform with “smart functions” that include and are not limited to multiple light intensity linearization curves, analog and/or digital input dimming interface, built-in tests and health monitoring, synchronized dual mode light output with canopy position, light driver redundancy, lamp life reporting, and controlled switching with improved EMI. With real-time monitoring of the system parameters it monitors the lights proper operation and failures which can be a concern for flight-critical lighting.

An aircraft includes a propulsive fan arrangement having an intake and an exhaust. The fan arrangement is mounted adjacent a gas washed surface of the aircraft in the form of a suction surface of a wing. The intake is separated from the suction surface to define a channel therebetween. The aircraft further includes a Venturi device positioned downstream of the fan exhaust to draw boundary layer air through the channel.

The invention relates to the field of aircrafts, in particular to a tiltable hybrid rotor-wing aircraft. According to the tiltable hybrid rotor-wing aircraft disclosed by the invention, an electric multi-rotor-wing module and an aero-engine fixed-wing module are combined. At the take-off stage, two movable tilting wings are in a vertical state, and the maximum lift force can be provided for the tiltable hybrid rotor-wing aircraft when the tiltable hybrid rotor-wing aircraft takes off; four rotor wings keeps the aircraft body stable, so that the tiltable hybrid rotor-wing aircraft stably rises; when the tiltable hybrid rotor-wing aircraft rises to needed cruising height, two movable tilting wings which are in the vertical state are changed to be in a horizontal state, the four rotor wings are folded, and the air resistance is reduced, so that the tiltable hybrid rotor-wing aircraft flies safely and stably, the tiltable hybrid rotor-wing aircraft has the advantages of a fixed-wing aircraft and the advantages of a multi-rotor-wing aircraft, namely the requirements for take-off and landing sites are low, and the tiltable hybrid rotor-wing aircraft is stable and reliable during cruising; the tiltable hybrid rotor-wing aircraft is powered by both oil and electricity, and a needed power mode is selected according to actual situations when the tiltable hybrid rotor-wing aircraft is used, so that the effect of saving energy sources is reached.

The rotors of a helicopter are powered by electric motors. The electrical energy required for this purpose is produced by a motor-generator unit, which comprises one or more internal combustion engines. The motor-generator unit can be secured under the cabin floor. This yields a hybrid helicopter that can set the rotational frequency of the rotors within a large interval.

An airplane wing configuration includes a first wing positioned above and forward of a second wing on an airplane fuselage. The first wing is operable to direct airflow over an upper surface of the second wing, whereby the first and second wings are capable of generating greater lift than a sum of their individual lifts. The first wing may include an adjustable wing flap that redirects airflow over the upper surface of the second wing, and the second wing may include a rotatable portion that pivots to vary the angle of attack of the second wing independent of the first wing.

The invention provides a gasoline-electric hybrid power multi-rotor aircraft and a flight control method thereof. The aircraft comprises a fuselage, a main power system and an auxiliary control system. The main power system comprises a fuel engine, a transmission system and main elevating propellers. The two main elevating propellers are symmetrically arranged on the two sides of the fuselage. The fuel engine drives the main elevating propellers to rotate through the transmission system. The two main elevating propellers are consistent in rotation speed and opposite in rotation direction. The auxiliary control system comprises a plurality of auxiliary propellers driven by a motor. The multiple auxiliary propellers are connected with the fuselage through supporting rods and symmetrically distributed on the two sides of the fuselage. The auxiliary propellers and the driving motor obliquely rotate by set angles in the fuselage direction around the axes of the installed supporting rods. According to the gasoline-electric hybrid power multi-rotor aircraft provided by the invention, only a set of simple transmission mechanism is added, a steering engine control mechanism is omitted, the structure complexity is increased less, the reliability is still ensured to a certain extent, the endurance time is greatly prolonged, the loading capacity is greatly improved, and the practicability of the multi-rotor aircraft is greatly improved.

A turboprop engine assembly for an aircraft, including an internal combustion engine having a liquid coolant system, an air duct in fluid communication with an environment of the aircraft, a heat exchanger received within the air duct having coolant passages in fluid communication with the liquid coolant system and air passages air passages in fluid communication with the air duct, and an exhaust duct in fluid communication with an exhaust of the internal combustion engine. The exhaust duct has an outlet positioned within the air duct downstream of the heat exchanger and upstream of an outlet of the air duct, the outlet of the exhaust duct spaced inwardly from a peripheral wall of the air duct. In use, a flow of cooling air surrounds a flow of exhaust gases. A method of discharging air and exhaust gases in an turboprop engine assembly having an internal combustion engine is also discussed.

The invention relates to the technical field of unmanned aerial vehicles, in particular to a hybrid power multi-shaft rotor wing unmanned aerial vehicle. The hybrid power multi-shaft rotor wing unmanned aerial vehicle comprises an unmanned aerial vehicle body. The unmanned aerial vehicle body comprises a flight control system and a multi-shaft drive system arranged inside a vehicle shell. The hybrid power multi-shaft rotor wing unmanned aerial vehicle is characterized by further comprising an oil-electricity hybrid power system, a servo module and a measurement and control module; the oil-electricity hybrid power system is composed of an oil-fired piston engine, an oil tank, an electricity generation module, a rectifier module and a lithium battery; one end of the oil-fired piston engine is connected with the oil tank through an oil pipe; the other end of the oil-fired piston engine is connected with the servo module; an output shaft of the oil-fired piston engine is connected with the electricity generation module; the electricity generation module is connected with one end of the rectifier module; the other end of the rectifier module is connected with the lithium battery in parallel and then is connected with the multi-shaft drive system; the multi-shaft drive system is composed of a plurality of single-shaft drivers. The hybrid power multi-shaft rotor wing unmanned aerial vehicle has the advantages of being long in endurance, large in load, easy to control, good in safety and the like.

Variations of an aerial vehicle, all with capability of vertical take-off and landing (VTOL), with one variation comprising at least three engines, at least three rotors, a flight control system, battery, and propulsion system. The second VTOL aerial vehicle variation being a hybrid with engine-powered rotors and electric-powered rotors configured to work with a flight control system and battery. The first and second variations having the option of a genset system which recharges the battery. The third VTOL aerial vehicle variation being all-electric-powered rotors configured to work with a flight control system and a genset system which powers the rotors and/or recharges the battery.

A vertical take-off and landing (VTOL) aircraft is provided and includes wings, first and second nacelles supported on each of the wings, each of the first and second nacelles including a propeller drivable to generate aircraft thrust, and an asymmetrical power generation unit. The asymmetrical power generation unit includes a single engine unit disposed in only one of the first and second nacelles to generate power to drive the propellers of both the first and second nacelles.

Features for a tail-sitter aircraft having efficiently designed propulsive elements are disclosed. The aircraft may have a tail with landing mounts to support the aircraft in a vertical position for takeoff and landing. The aircraft may have a hybrid propulsion system including an electric power source, such as a generator and an electric motor, and a prime power subsystem, such as an internal combustion engine. The electric and prime power subsystems may be used controllably in varying amounts depending on the phase of flight, such as takeoff, horizontal flight, landing, or maneuvers. The aircraft may have blades with piezo elements to provide shape-changing capability to the blade. The shape of the blade, such as the pitch and/or twist, may be controllably changed for optimal efficiency with the blade depending on phase of flight. The blade shape may be changed from a rotor-like shape during takeoff and landing, to a propeller-like shape during horizontal flight.