445 results about "Propulsive efficiency" patented technology

An autonomous unmanned space flight system and planetary lander executes a discrete landing sequence including performing an initial velocity braking maneuver to remove velocity at altitude, coasting during which the planet surface is imaged and correlated to reference maps to estimate cross-track and along-track navigation errors and one or more lateral braking maneuvers are performed to reduce cross-track navigation error, and performing a terminal velocity braking maneuver(s) to reduce the along-track braking maneuver and remove the remainder of the velocity just prior to landing. A bi-propellant propulsion system provides a very high T / M ratio, at least 15:1 per nozzle. Short, high T / M divert maneuvers provide the capability to remove cross-track navigation error efficiently up to the maximum resolution of the reference maps. Short, high T / M terminal velocity braking maneuver(s) provide the capability to remove along-track navigation error to a similar resolution and remove the remaining velocity in a very short time window, approximately 3-15 seconds prior to touchdown. The propulsive efficiency frees up mass which can be allocated to a fuel to remove the unknown navigation errors, perform hazard avoidance and / or relocate the lander by flying it to another site or be allocated to additional payload.

The invention relates to a tilt rotor aircraft adopting parallel coaxial dual rotors, which comprises a fuselage, wings, an empennage, a pitch control scull system, a landing gear, a power and fuel system, a transmission system, a rotor system, a rotor nacelle and a tilt system, wherein the wings are arranged at the center section of the fuselage; the empennage and the pitch control scull system are arranged at the tail of the fuselage; the landing gear is positioned at the belly of the fuselage; the power and fuel system is arranged inside the center section of the fuselage and is connected with the rotor system and the pitch control scull system through the wings and the transmission system in the fuselage; the rotor system is arranged on the rotor nacelle at the tip of the wings; partial wing which is fixedly connected with the rotor nacelle and simultaneously can tilt is arranged at the inner side of the rotor nacelle; and the tilt system is arranged in the wings and is connected with the rotor nacelle and the partial wing which can tilt. The tilt rotor aircraft is mainly characterized by adopting the pitch control scull system, the parallel coaxial dual rotors and the partialwing which can tilt to realize flight status transformation and conventional taxiing and landing, thereby improving the forward speed and the propulsive efficiency.

The invention relates to a vertical take-off and landing rotor aircraft with ducts built in wings, relates to the technical field of the vertical take-off and landing rotor aircraft, and particularly relates to the technical field of the vertical take-off and landing rotor aircraft with the ducts built in the wings. The wings are provided with lifting ducts; an inner bin is arranged on the inner wall of each lifting duct close to upper and lower wallboards of the wings so as to built in an duct cover; the duct cover can realize opening and closing of the lifting ducts; a diversion trench is arranged on the tail part of a fuselage; two sides of the diversion trench are provided with two supporting members and connect a tilting thrust duct arranged at the tail part of the fuselage to the fuselage through a tilting control mechanism; the tilting thrust duct is composed of coaxial tilting duct walls and coaxial thrust dual rotors; and engines are arranged in the fuselage and transmit power to the lifting duct and the tilting thrust duct through a reducer respectively. The aircraft increases an adjustable scope of the whole aircraft along an axis direction of the fuselage while not greatly weighting the whole aircraft, prevents bareness of the rotors, and increases propulsive efficiency of the aircraft.

Conception introduced for performing powered flight of aircraft by performing work against gravity force, using gliding wing as steady support, namely “flying elevator” conception, and aircraft developed, based on cyclorotor scheme with elaborated steering solution, continuing in flexible handling and control. Said aircraft correctly and optimally implements said conception after presented detailed modeling, simulation and analyzing, having ability for flight with exceptionally high propulsion efficiency, moderate lift to drag ratio and short takeoff and landing. Additionally, it has ability for recuperative descent and deceleration, utilizing direct driving from high torque electrical engines, which can optionally hybridized with combustion engine, and covers speed range up to limits of subsonic flight.

The invention discloses an oppositely-rotating shaft-less rim-driven propeller which is provided with a guide tube component, wherein a stator winding, a front rotor component and a rear rotor component are arranged in the inner cavity of a shell; rotor rings in the two rotor components form a conical matching pair in an axial direction, and the polarities of permanent magnets embedded into the outer walls of the two rotor rings are opposite; and after the stator winding is electrified, the stator winding and the permanent magnets simultaneously form magnetic fields with opposite magnetic properties, namely that one stator drives two rotors to rotate to form a dual-rotor annular motor, thereby driving a front paddle and a rear paddle to rotate oppositely so as to generate thrust for pushing a ship to move forwards. The propeller disclosed by the invention has the advantages of small occupied space, high propulsion efficiency, large thrust, good transverse stability, small vibration and the like, and is particularly suitable for propelling of military boats and ships and modern civil ships as well as positioning of offshore platforms.

The invention discloses a bionic underwater glider, which comprises a glider main body, a buoyancy changing device, an empennage and a gliding wing; the buoyancy changing device is arranged on the glider main body, and changes the net buoyancy of the bionic underwater glider by changing the displacement volume; The tail fin is arranged on the tail of the glider main body through a tail fin swing mechanism to realize the back and forth swing function of the tail fin; Rotate function. Also disclosed is a bionic underwater glider propulsion method. The present invention can effectively cooperate in different working modes, so as to realize mixed propulsion and enhance the ability of diverse observation tasks. It has high propulsion efficiency, strong maneuverability, flexibility of bionic propulsion and high efficiency of gliding propulsion.

A design method for marine propeller made of carbon fiber composite material relates to a design method for a propeller. The invention solves the problem that the current design method for the marine propeller made of carbon fiber composite material is imperfect. The geometrical appearance of the blade by the design method for marine propeller made of carbon fiber composite material is calculated by fully using the flexibility and designable performance of the composite material on the basis of the value data of the original MAU metal propeller blade and combining the fluid-structure coupling method with the implementation of the pre-deformation tactics; and the outside of the propeller hub is wrapped by the carbon fiber composite material. The marine propeller made of carbon fiber composite material designed by the method has the geometrical appearance and the internal structure more suitable for the propeller made of carbon fiber composite material, thereby being capable of effectively improving the fluid elasticity of the propeller and improving the propulsive efficiency.

Supersonic Magnetic Advanced Generation Jet Electric Turbine (S-MAGJET) described herein, and a subsonic derivative, MAGJET, integrate a gas power turbine, superconducting electric power and propulsion generation, and magnetic power flux field systems along with an ion plasma annular injection combustor which utilizes alternative petroleum-based fuel and combustion cycles to create a hybrid turbine turbomachine for aerospace propulsion. The propulsion unit is able to achieve a dramatic increase in horsepower, combustion and propulsion efficiency, and weight reduction. In addition, the turbomachinery structures may be disposed within an exo-skeleton architecture that achieves an increase in thrust to weight ratio with a concomitant increase in fuel efficiency and power generation over traditional gas turbine technology today. The engine continuously adjusts the temperature, pressure and mass airflow requirements using an electromagnetic power management system architecture. Engine performance may be controlled across the entire desired flight envelope, whether subsonic, transonic or supersonic flight conditions. With bypass fan(s), compressor stages and turbine segments controlled electrically in a shaftless turbine design, the S-MAGJET maximizes the propulsion efficiencies over a broader range of operating conditions compared to current art of turbine technology and at much higher thermodynamic and aerodynamic efficiencies.

The invention discloses a marine electromagnetic flangeless wheel water spray pump, which comprises: a water spray pump, a stator part, a rotor part and a bearing assembly; wherein, the water spray pump includes a shell, and water outlets and water inlets arranged at both ends of the shell; the stator The component and the rotor component are arranged on the housing near the water outlet; the stator component is an annular structure, the rotor component is arranged in the ring of the stator component, and the stator component and the rotor component are connected to each other through a bearing assembly; the stator component is provided with a motor Coil windings, rotor rings, permanent magnets and paddles are arranged inside the rotor parts; the motor coil windings inside the stator parts are energized to generate a rotating magnetic field, and the permanent magnets drive the rotor ring to rotate under the action of the rotating magnetic field, and the blades are connected to the rotor ring to rotate And generate thrust to push the ship forward. While effectively improving the propulsion efficiency, the present invention greatly reduces the probability of aquatic plants and other sundries being entangled or even damaged the pump shaft, thereby ensuring the safety of the ship.

An energy conversion apparatus and method using recovered energy sources including motor vehicle kinetic energy (deceleration and shock) and wind resistance, supplemented by liquefied air transferred to the vehicle and by solar radiation thereto. The energy sources are combined, as available, to drive a compressor for supplying intake working fluid of a motor vehicle prime mover, wherein liquefied air provides pre-compression cooling of an atmospheric air portion of the working fluid. The liquefied air is made by recovered energy, stored and transferred between vehicles and between vehicles and stationary sites. In a hybrid version of the vehicle, exhaust heat from a combustion engine part of the prime mover increases working fluid temperature in a gas expander part, thereof; the engine and expander operating independently or together for improved vehicle propulsion efficiency.

A tiltrotor aircraft having a fixed wing and tilting rotors has a rotor blade with a shaped tip portion that provides improved hover performance. The shaped tip portion preferably has a terminal anhedral of at least 20° with respect to its stacking line, and the blade has an overall twist from root to tip of at least 20°, and a thickness ratio between 19% and 30% at a radial station of 10%. These features advantageously conspire to provide a hover figure of merit of at least 0.84 and a cruise propulsive efficiency of at least 0.85. A controller preferably limits the rotor speed in sustained airplane-mode forward flight cruise of at most 40% of a hover maximum rotor speed, and alternatively or additionally limits a rotor edgewise advance ratio to at most 0.20.

The present invent provides a underwater integration motor thruster, including a DC brushless motor composed of a stator core and a rotor; the stator core is mounted on a shaft fixed on a base, the external surface of the stator core has a groove, and an armature winding locates in the groove; the rotor spider is mounted on the shaft by a bearing, and a magnetic pole made of permanent magnetic material is mounted on the rotor spider; a air-tight case is fixed on the base, the top of the air-tight case is equipped with a mounting shaft for a sleeve barrel which is mounted on the mounting shaft; the cable wire of the armature winding is drawing off from a sealing plug. The invention eliminates influence of a mechanical retarding mechanism and an output shaft to the performance of the underwater motor thruster; the thruster has small dimension, less weight and high propulsion efficiency; the invention resolves the sealing problem of the underwater motor thruster and avoids using complicated dynamic sealing apparatus. The reliability of the underwater motor thruster is improved, and even though the propeller being entwined or stopped by underwater obstacles, the thruster motor can work still, thus the thruster is protected from being damaged.

The invention discloses a ship flange integration propulsion device. The ship flange integration propulsion device comprises a motor stator assembly, a motor rotor assembly, a propeller assembly, a guide tube, a rear guide cover, a front guide cover, a first water lubricated bearing, a second water lubricated bearing, an axle, a rear propeller hub cap, a front propeller hub cap, front guide cover connecting plates, rear guide cover connecting plates, a front end cover, a rear end cover and a fiber reinforced polymer sleeve, wherein the front end cover, the rear end cover and the fiber reinforced polymer sleeve are used for sealing the stator assembly, a closed space is formed among the stator assembly, the guide tube, the front end cover, the rear end cover and the fiber reinforced polymer sleeve, and the closed space is filled with epoxy resin. A static sealing structure is formed between the motor stator assembly and the guide tube, the sealing effect is good, and the technical problem that in the prior art, seawater may enter a stator can be effectively solved. In addition, due to the fact that a flange structure mode is adopted, paddles transmit hydrodynamic load at paddle tip conveniently; meanwhile, tip vortex is avoided, and the propulsive efficiency is further improved.

An autonomous unmanned space flight system and planetary lander executes a discrete landing sequence including performing an initial velocity braking maneuver to remove velocity at altitude, coasting during which the planet surface is imaged and correlated to reference maps to estimate cross-track and along-track navigation errors and one or more lateral braking maneuvers are performed to reduce cross-track navigation error, and performing a terminal velocity braking maneuver(s) to reduce the along-track braking maneuver and remove the remainder of the velocity just prior to landing. A bi-propellant propulsion system provides a very high T / M ratio, at least 15:1 per nozzle. Short, high T / M divert maneuvers provide the capability to remove cross-track navigation error efficiently up to the maximum resolution of the reference maps. Short, high T / M terminal velocity braking maneuver(s) provide the capability to remove along-track navigation error to a similar resolution and remove the remaining velocity in a very short time window, approximately 3-15 seconds prior to touchdown. The propulsive efficiency frees up mass which can be allocated to a fuel to remove the unknown navigation errors, perform hazard avoidance and / or relocate the lander by flying it to another site or be allocated to additional payload.

The invention discloses a paddle steamer. The paddle steamer comprises a boat body and a ship power device arranged on the boat body and composed of a host-driven propeller, wherein the propeller consists of two paddle wheels symmetrically arranged on the two sides of the boat body; and the lower edges of the paddle wheels are lower than the bottom surface of the boat body. The invention has the advantages that the modern host is combined with the traditional paddle wheels; the installation mode that the lower edges of the paddle wheels symmetrically arranged on the two sides of the boat body are lower than the bottom surface of the boat body is adopted, thus when the paddle wheels rotate at high speed, blades which are evenly distributed on the outer edges of the paddle wheels in the radial direction continuously and fast flap water surface backward and downward in turn; and as the density of water is high, enough forward and upward reacting force can be obtained, the upward component force supports the boat body to leap out of water, and the forward component force pushes the boat body to move forward. Therefore, only the tail of the boat body contacts a little part of water surface and slides on water surface and the balance of the boat body is maintained, thus avoiding extremely large water resistance, remarkably increasing the propelling efficiency and realizing the high-speed and economic navigation of ships.

An aircraft propulsion system has an engine assembly having an axis of rotation, a fan assembly operatively connected to the engine assembly and comprising a plurality of fan blades arranged circumferentially around the axis of rotation and a monolithic nacelle assembly which circumferentially encloses the fan assembly. The propulsion system has a ratio of fan assembly outer diameter to nacelle assembly outer diameter of at least 0.87. As a result, the propulsion system provides for a significantly larger fan assembly outer diameter for a given nacelle assembly outer diameter than a conventional prior art turbofan engine, thereby increasing the specific power output or the bypass ratio of the propulsion system, which will result in improved propulsive efficiency without an increase in nacelle drag.

The invention discloses a straight-wing cycloidal propeller with a stepping motor as a control mechanism. A main motor mounting bracket is arranged on a mounting base; a main drive motor is arranged on the main motor mounting bracket; the main drive motor is connected with a main shaft through a connecting shaft; the connecting shaft is sleeved with a conducting ring; the main shaft is connected with a revolving box below the mounting base; a first blade control motor and a second blade control motor are arranged inside the revolving box; the first blade control motor is connected with a first blade; and the second blade control motor is connected with a second blade. The invention solves the problems that common straight-wing cycloidal propellers are complicated in control mechanism, short in service life, slow in dynamic response, etc., greatly improves the propelling efficiency of the straight-wing cycloidal propeller, and is favorable for popularizing and applying the straight-wing cycloidal propeller with excellent control performance.

The present invention provides an unmanned aerial vehicle (UAV) such as a rotorcraft and a method of improving the performance thereof. The UAV is equipped with an inflated bag to prevent or alleviate property damage and personal injury caused by a collision between the UAV and a foreign object (e.g. a human being and a pet). The inflated bag in the proximity of a propeller's tip can also disrupt the tip vortex of the propeller generated in UAV operation state. The invention exhibits numerous technical merits such as enhanced operational safety, UAV drag reduction, higher propulsive efficiency, and reduction of UAV vibration level, among others.

A tiltrotor aircraft having a fixed wing and tilting rotors has a rotor blade with a shaped tip portion that provides improved hover performance. The shaped tip portion preferably has a terminal anhedral of at least 20° with respect to its stacking line, and the blade has an overall twist from root to tip of at least 20°, and a thickness ratio between 19% and 30% at a radial station of 10%. These features advantageously conspire to provide a hover figure of merit of at least 0.84 and a cruise propulsive efficiency of at least 0.85. A controller preferably limits the rotor speed in sustained airplane-mode forward flight cruise of at most 40% of a hover maximum rotor speed, and alternatively or additionally limits a rotor edgewise advance ratio to at most 0.20.

The invention provides a cooling system of an aero-engine. The cooling system comprises an intermediate case of the aero-engine, wherein the intermediate case comprises an inner ring, a middle ring and an outer ring which are sequentially increased in diameters, the inner ring is connected with the middle ring through a plurality of radially-extending inner culvert support plates, the middle ring is connected with the outer ring through a plurality of radially-extending outer culvert support plates, an air-lubricating oil heat radiator is arranged on at least one outer culvert support plate, or the at least one outer culvert support plate is replaced with the air-lubricating oil heat radiator, and the heat radiator comprises a heat radiation part as well as a lubricating oil inlet and a lubricating oil outlet which are communicated with the heat radiation part. The invention also provides a cooling method of the aero-engine, the air-lubricating oil heat radiator is arranged on the least one outer culvert support plate or the at least one outer culvert support plate is replaced with the air-lubricating oil heat radiator. According to the cooling system and method, the turbulent flow inhibition to airflows in outer culverts is reduced, and thus the influence to the propulsive efficiency of the aero-engine is reduced.

A method of generating a model of propulsive efficiency for an autonomous underwater vehicle (AUV) is based on a multilayer perception neural network model using data from aquatic species, such as undulatory fin propulsion in the knifefish (Xenomystus nigri), and a sensitivity analysis is used to lower the number of required inputs. The model of propulsive efficiency allows an AUV to achieve high values of propulsive efficiency over a range of forward velocity, giving a lowered energy drain on the battery. In an embodiment, externally monitored information, such as that on flow velocity, is conveyed to an apparatus residing in the vehicle's control unit, which in turn signals the locomotive unit to adopt kinematics, such as fin frequency and amplitude, associated with optimal propulsion efficiency. Power savings could protract vehicle operational life and / or provide more power to other functions, such as communications.

The invention relates to an electric hydrodynamic force propeller which comprises a contracting nozzle connected with a synchronous multistage accelerator. An alternating positive-negative plasma generator is fixed at the air inlet end of the synchronous multistage accelerator. A support plate is disposed at the outer edge of the alternating positive-negative plasma generator. Connecting plates are located on the inner side of the support plate. Every two adjacent layers of connecting plates and the corresponding hollow connecting plate enclose an air passage. Each annular electrode is connected with a high-frequency pulse power supply, which is grounded, through a wire. An alternating positive-negative plasma emitting unit is disposed in each mounting hole. Each high-frequency tip electrode and the corresponding high-frequency circular electrode form corona discharge, the plasma of the corresponding alternating positive-negative plasma emitting unit is sprayed, the plasma mixed with the air flowing in from the air passage enters the synchronous multistage accelerator, and charge particles and the air accelerated by the synchronous multistage accelerator enter the contracting nozzle and are sprayed out by the same after acceleration. By the electric hydrodynamic force propeller, bottlenecks of high temperature and high pressure are overcome, aero-space flight is achieved, high specific impulse and propelling efficiency are achieved, and propellant mass is reduced.

A hybrid power device for a marine vehicle is provided that has two hybrid prime movers, an electric motor and a combustion engine, that distribute power, for example torque, to a single or dual propulsor, such as surface drives with propellers. The prime movers can apply power singly or in unison, but maintain substantially optimum propulsive efficiency in all cases. The power outputs of the prime movers are in communication with a power transmitting device such as a gear box that may combine the power outputs to drive a single propulsor, or may have a power-splitting embodiment driving dual propulsors. In addition, multiple hybrid power devices may be deployed in other embodiments.

The invention discloses a vertical take-off and landing aircraft with distributed power unit configuration. The vertical take-off and landing aircraft with the distributed power unit configuration comprises an aircraft body, aircraft wings, an empennage and propellers. The aircraft body is of a semi-monocoque structure, and comprises a nose, a middle fuselage and an aircraft tail. The middle fuselage of the aircraft body is a cargo bay. The aircraft wings are arranged on the two sides of the aircraft body in a left-right symmetry mode. The aircraft wings are of double-beam semi-monocoque structures and connected with the aircraft body through reinforced frames. Auxiliary lifting wings are arranged at the rear edges of the aircraft wings correspondingly. End-plate type winglets are arranged at the wingtips of the aircraft wings correspondingly. According to the vertical take-off and landing aircraft with the distributed power unit configuration, the distributed propelling unit configuration is adopted, so that the aircraft can have a low rotor disk load and the high propelling efficiency during the vertical take-off and landing processes; a combined control mode combining the motor rotating speed / the propeller pitch with a propeller slip flow rudder is adopted, so that the control efficacy is high; tailless flying wing configuration is adopted for a fixed wing face, the size of the aircraft is decreased, the structure is more compact and easy to detach and maintain, and the wind resistance is good in the vertical take-off and landing stages compared with conventional configuration and a canard configuration.

The present invention is one kind of fish-shaped nacelle propeller and belongs to the field of ship propelling technology. The fish-shaped nacelle propeller of the present invention includes nacelle body, support, motor bearings, shaft coupling, screw propeller, screw propeller bearing, propelling motor stator, propelling motor rotor, tail fin and two side fins. The nacelle body is connected with the support; the screw propeller has one end fixed via the screw propeller bearing inside the nacelle body; the propelling motor stator is set via the motor bearings and the support inside the nacelle body; the propelling motor rotor shaft is connected to the shaft of the screw propeller via shaft coupling; and the tail fin and the side fins are connected to the nacelle body smoothly. The present invention has optimized streamline outer shape, effectively improved tail flow field, improved hydrodynamic performance, and raised propeller efficiency.

An electric full-circle rotation inboard and outboard (double-motor) contra-rotating propeller propulsion unit is applicable to various small and medium-sized ships and boats, an energy conservation value is increased by 10% to 12%, and navigational speed and propulsion efficiency are improved by about 10%. The electric full-circle rotation inboard and outboard (double-motor) contra-rotating propeller propulsion unit comprises encoders, servo motors, speed reducers and large and small cylindrical gears, a rotary support and a sleeve are connected with a lower box to realize full-circle rotation, a ship can turn around flexibly, the reversing speed of the ship is increased by 1.6 times, and the ship runs safely. Optimal three-dimensional movement efficiency of contra-rotating propellers is realized by the aid of a hydraulic lifting mode or an electric lifting mode. A propulsion unit support is connected with a hull, propulsion force, vibration and impact force are absorbed, and the unit is protected. The front and the back of the lower box are streamline-shaped, the upper section of the lower box is wing-shaped, accordingly resistance is reduced, and the lower box is novel and compact in structure, small in dimension and light in weight. In addition, alternating-current frequency converters or direct-current drivers, a PLC (programmable logic controller) single cable connected with a driving cab liquid crystal display, double-motor double-propeller controllers, full-circle steering wheels and direction indicators are adopted, and double-motor full-circle synchronous electronic omnidistance operation is realized. The electric full-circle rotation inboard and outboard (double-motor) contra-rotating propeller propulsion unit is powered by batteries and emergency generator sets or in a hybrid mode, and zero or low-carbon emission is realized.

A multistage axial-flow pumping or marine propulsion device having fixed or variable pitch stators between rotors. Stator vanes are designed to lower internal fluid speed without sacrificing total pressure as working fluid travels toward the discharge nozzle. A variable pitch stator controls the amount of energy, i.e., torque, imparted to the working fluid at successive rotor sections. A variable inlet guide vane provides throttling of mass flow rate independently of rotor speed. An exit guide vane provides flow straightening and pressure maintenance at the discharge nozzle. A variable area throat at the discharge nozzle controls the exit velocity of the water jet according to boat speed and / or desired propulsive efficiency. Advantageously, the device enables a shipmaster to set performance characteristics of a vessel at any desired speed, loading, horsepower setting, or operating characteristic of the power plant.

A composite propeller cavitation performance calculation method. The present invention relates to a composite material propeller cavitation performance calculation method. In order to solve the problem that due to generation of cavitation, the existing method will affect hydrodynamic performance of propellers, reduce propulsion efficiency, severely affect concealment of vessels, corrode surface materials of the propellers and cause surface material defects, the present invention provides a composite material propeller cavitation performance calculation method. The method comprises: establishing a geometric model; carrying out grid division; carrying out structure and fluid arrangement; carrying out structure and fluid calculation; exporting a deformed geometric model; re-dividing a grid; and carrying out cavitation performance calculation. The method provided by the present invention is applied to the field of propellers.