DE3835213A1 - Wing construction for energy transmission in the media of water and gas, and for a vehicle for movement on land or water and in the air - Google Patents

Abstract

An improved performance, stability, noise reduction, energy saving, safety and vibration reduction as well as utilisation of the wing or propeller etc. is achieved in that the design of each wing in production is based on a principle which consists of three design features being used which are three-dimensionally connected such that they communicate, and three-dimensional lift being produced in operation. A further improvement results from the fact that the high air pressure around the stagnation point is used in operation to influence the incident flow line profiles effectively and favourably and to make it possible to control aircraft without control surfaces.

Description

The invention relates generally to a support wing formation, as a whole or as a segment as a propeller, propane, turbine blade, wind generator door leaf, ship propulsion screw, tailor turbines sheet and as a wing for aircraft with and without hull as well as for hydrofoils and for everyone Systems based on the Otto von Lilienthal′schen ge curved surface with or without profile to an energy transmission in the media water and gas can be used.  

The aerofoil design is designed such that it has an approximately triangular shape in plan, which is directed towards the flow, parabolic front ( f ) and trailing edge ( g ) or can be constructed with a round or egg-shaped plan. The top ( o ) is asymmetrically convex and the bottom ( p ) is asymmetrically concave. When used as a propeller blade, etc. (A 2 - A 7 ), the wing formation is limited, fixed two or more times, or is rotatably attached to a driven axle for adjustment. As an aerofoil for aircraft, the aerofoil formation is in pairs, of course one of which is mirror-inverted, connected to one another or provided with a fuselage ( s ) included in the design principle, self-stabilizing or with a damping surface, with or without landing gear, with one or more drives ( h ) or with sliding wings also without drive, with or without side stabilization, equipped with air inlet openings ( b ) around the stagnation point and compressed air nozzles ( d ) at the profile ends and wing ends ( e ). The latter are used to control all axes, are possibly movable around the transverse axis, but can be safely switched on and off, especially when used as a controllable, possibly driven paraglider " B ". Depending on the application, the aerofoil formation can be made of GRP with a tube mat, such as Lonzawerke with carbon fiber reinforced synthetic resin such as epoxy in sandwich construction or in laminar layer construction, as a self-supporting or reinforced hollow body, also made of aluminum or from flexible, coated and uncoated material such as parachute silk according to Art of the paraglider by Domina Djalbert or in the casting process. The most important design principle for the creation of the wing training is that three design features with three-dimensionally communicating communication are used.

• 1. Continually more positive in supervision upcoming sweep
• 2. In the view continuously negative becoming V-shape
• 3. In the side view the section of the ge curved surface after Otto von Lilienthal with or without profile.

The creation is preferably based on a profile, as attached, modified Worthmann profile.  

The central point is formed from a vertical from the profile peak to the chord. This intersection is the central point and is called the Z point. Included in this design principle, the overall concept leads to wing formation, regardless of which floor plan is chosen, from the extended to the narrow wing, whether circular or egg-shaped, regardless of the V-shape and arrow shape at the root, which starts with the inflow leads to a three-dimensional current line course around the buoyancy body and thereby leads to a three-dimensional buoyancy. The application of this basic design principle for the wing formation as a circular or ovoid, controllable and possibly driven paraglider " B " leads in an excellent manner with the high lift value and low weight and a constructively possible, minimal wing loading in space travel when re-entering the earth's atmosphere to destroy energy and to prevent the generation of frictional heat and the risk of burning up due to the transition to normal gliding even in very thin layers of air. In the inventively designed wing formation, the top always forms larger than the bottom. When designed as a rigid wing, the upper side can also be provided with shark-shaped bodies in the zones which generate lift. The shape originating from biology brings the three-dimensional streamline again through the overall shape to three-dimensionalization, which creates an even greater pressure drop. The same applies to the formation of grooves in the rear third. This also increases the negative pressure in the laminar area.

All hydrofoil designs known to date in technology dungen work according to the Lilienthal principle curved surface with the known profiles in all Variations in more or less swept and large or less V-shape and at least with a straight one Boundary edge with a two-dimensional buoyancy. Has a convex top and a concave bottom the wing training from Dr. Alexander M. Lippisch in layout no. 12 34 535, but without cont Nu-negative V-shape. Also missing sweeping is becoming more and more positive and thus  the lift of this wing is two-dimensional. The slender wing of the "Concorde" is also known, its calculation by Dr. D. Küchemann in FRS Head Erodynamics Department Ministry of Technology Royal Air Craft Establishment Farnborough Hands in a special printing was published. He also doesn't have the designs leading to three-dimensional buoyancy features. The published patent application DE 35 35 399 A1 includes a prop about an airplane propeller, in a straight forward extension edge is registered. This is also about the generation in operation around a two-dimensional Flow line course and a two-dimensional Boost. Wing designs with pure three dimensions regional buoyancy are mine in today's technology Known not known. However, this is innovative shown construction principle of a wing education that creates the three-dimensional buoyancy, contained everywhere in biology. E.g .: In the Shape of the bird's beak, bird's head, bird fuselage, the bird wing and the dolphin in the body shape, the head shape, the shape of the fins like that like the shark in the shape of the body, the fin shape, the shape of scales and the formation of grooves in the whale  in the shape of the head, the shape of the body and the fins the shape and shape of the turtle Leg shape etc.

The object underlying the invention is in creating a wing formation that with energy transmission in the media water and gas higher performance and lower resistance at all Speeds and by generating a larger one To create a greater lift value len. According to the invention this is achieved in that the Wing training is constructed such that the three important design features with each other communicating three-dimensionally connected to the application come, as already shown on p. 3.

By combining these three important construct characteristics, there is always wing formation, which creates three-dimensional buoyancy. An education of the first third of the wing, which generates the buoyancy side with shark scales counteracts the known Flettner principle.

The shark scales are multiple, each offset appropriate. Training the last third of the  The top of the wing with grooves has the same effect.

The high air pressure that arises around the traffic jam at the profile nose is used to discharge compressed air at the end of the profiles from compressed air nozzles in the direction of the corresponding, desired streamline. This prevents the flow over the wing from breaking prematurely and supports the downward displacement of the air mass. In the case of propeller blades and rigid wing designs, a compressed air nozzle automatically forms at the blade end by halving the most tangential profiles in the hollow body. When calculating the inlet openings, these should be a total of about 50-100% larger than the total openings of the compressed air nozzles ( d + e ) at the rear edge ( g ) and wing ends.

The wing training according to the invention created on the underside especially by using a proposed profile a segment of a parabolic Rocket propulsion nozzle, so that during operation Pressure creates a propulsion, and large masses of the medium presses water or gas down what Buoyancy means.  

The high air pressure around the stagnation point in a fuselage ( s ) produced according to the invention enters through the inflow opening located there and is reinforced by an engine on each side and flows out over the leading edge of the wing ( f ), over the longest wing surface against the direction of flight, thereby producing , a large three-dimensional buoyancy next to the drive, even when the machine is standing. Through one-sided addition of energy or removal, movement without a rudder occurs automatically around the vertical axis for rollers on the ground and in flight condition also around the longitudinal axis. Experiments with experimental models have shown that the lift coefficients behave like 5: 1.

When training an aircraft as a shoulder plane the fuselage part in the middle is ideal as a float per and the protruding wing ends natural support swimmers in the best aquadyna mic. As the propulsion begins, this seaplane lifts its front part and the two curved surfaces that come with their rump near the surface of the water, form an excellent storage chamber and act as Damper wing. A simple manufacturing process for  Creation of the extremely complicated invention Wing training follows in an additional patent application shortly.

The invention is based on the Darge in the drawings presented embodiments explained. It is in the Figures labeled with

• a) the connected to a line Z points of the inventive stacked cross-sections of the wings, which are always at right angles on this curved line (a) .
• b) Air inlet openings around the stagnation point on the profile nose, which allow the high air pressure arising there to flow in.
• c) pressure chamber in the buoyancy body for collecting and guiding the compressed air.
• d) compressed air nozzles at the end of the profiles, especially slot nozzles at the end edge in the direction of the corresponding flow lines to prevent premature stall on the top and to the most advantageous conduction of the flow which is effectively influenced
• e) Compressed air nozzle at the end of the blade for propellers etc. to effectively influence the corresponding flow lines and for wings etc. possibly rotatable about the transverse axis, but larger compressed air nozzles that can be safely switched on and off for eventual control around all axes and for effective and favorable influencing of peg braids .
• f) leading edge of the wing.
• g) rear edge of the wing.
• h) powered by an engine.
• i) Wings designed to form winglets with control nozzles, which are constructed in function of e) .
• j) sections of the wings (profiles), which are shown in simplified form in the drawings, are in reality adapted to the course of the corresponding flow lines.
• k) Auxiliary compressed air generator for controlling rolling movements on the ground and in the takeoff and landing phase.
• l) damping surface according to the inventive construction principle of the wing formation.
• m) central point, Z point.
• n) Fuselage based on the basic construction principle.
• o) wing upper side.
• p) wing underside.

Fig. 1 representation of a preferred profile with chord / 1 , perpendicular / 3 below the profile highest point / 4 and profile skeleton line / 2nd The intersection of the vertical under the highest point with the chord represents the central point and is called the Z point.

Fig. 2 wing training in use as a propeller, supervision.

Fig. 2a section CD .

Fig. 2b section EF .

Fig. 3 propeller in view of arrow I in FIG. 2.

Fig. 4 propeller side view arrow II Fig. 3 with profiles j ).

Fig. 5 enlarged section CD with a), p), e), c), b) in Fig. 2a.

Fig. 6 side view of a propeller blade with Prof. j) perpendicular / 2 and chords / 3 rounded tip of the most tangential profiles / 1 with a), f), g), j) and m) as well as top o ) and bottom p ) and in drew Z points m ).

Fig. 7 Schematic representation of a wing with use as a propeller with 2 blades spinner / 1 , hub cover / 2 , inlet openings b ), outlet openings d ), leading edge f ), trailing edge g ).

Fig. 8-14 Different hydrofoil designs with different ratios of depth to extension and differing beginning of the sweep angle at the root, in plan view.

Fig. 15 View of a wing formation with depth-aspect ratio about 1: 1 1/2.

Fig. 16 top view of a wing forming according to Fig. 15.

Fig. 17 side view of a wing formation according to Fig. 15 u. 16.

Fig. 18 supervision of an aircraft wing applied as training with integrated fuselage n) and a damping surface l) and a lateral stabilization 18/2 and 18/1 air outlet nozzles.

Fig. 19 section AB in Fig. 18.

Fig. 20 section CD in Fig. 18.

Fig. 21 side view of an aerofoil used as an aircraft with integrated fuselage n ) and a damping surface l) and a side stabilization / 2 .

Fig. 22 View of a wing design as Fig. 21 with a stronger positive V-shape beginning at the root, approx. 4-6 °.

Fig. 23 Same view as Fig. 21 u. 22 with a lower positive V shape starting at the root approx. 1-2 °.

Fig. 24 shows a schematic view of the top surfaces on the / 1 mounted shark dandruff / 2.

Fig. 25 View of shark scale with grooves / 1 .

Fig. 26 Side view of shark scale with grooves / 1 .

Fig. 27 model of the flow around a slender wing designed according to the invention.

Fig. 28 Buoyancy distribution along the span
Cruise
Draft point.

Fig. 29 Buoyancy distribution over wing longitudinal direction.

FIG. 30 segment of a wing design, for example FIG. 8 as a turbine blade, top view of the cut-off outer part / 1 . Other segments can also be used depending on the application.

Fig. 31 Schematic representation of the segment 28 as a turbine blade from oblique / front.

Fig. 31 u. 33 images of a flightable, powered, remote-controlled model of a single-seat amphibious aircraft with narrow wings in GRP sandwich construction, but still built with a rudder by the inventor 1968-69 according to an approximate design principle according to the invention. Lower illumination of the same model floating.

Fig. 34 supervision of an inventively trained wing in egg shape after controllable and possibly driven paraglider with the smallest design area loading.

Fig. 35 front view of the article according to Fig. 34.

Fig. 36 side view of the object shown in FIG. 34 u. 35.

Fig. 37 shows a schematic representation of the article shown in FIG. 34-37.

Fig. 38 shows an enlarged detail of Circle / 2 in Fig. 37/1 fit, / 2 nozzle made of light material (plastic), / 3 rubber threads / 4 Plastic Ball, / 5 control thread on plastic ball attached by hole / 7 to the outside down to the control led into the gondola. When pulling this thread, the plastic ball is pulled out of its fit, held by the rubber rings and pushed back into its fit when it subsides, thus closing the nozzle e ).

Fig. 39 Top view of a segment from Fig. 34. Also made of coated parachute silk in the top, bottom and profiles j 1 ). The inlet openings b ) can be made of air-permeable as well as the other profiles j ). c) are outlet nozzles on the trailing edge of the surface, while c 1 ) can each be closed by the control thread. The opening is done automatically by the existing air pressure.

Fig. 40 View of a segment from Fig. 34 with edge discs / 1 , controllable compressed air nozzles at the end of the profile e ) in use, for example, as a remote-controlled powered (electric or solar) aircraft or aircraft model or load carrier or harmless, silent advertising medium. Profiles j 1 ), top o) and bottom p ) are made of coated material while the profiles j ) and the air inlet opening b ) are made of permeable material. The wing designed according to Domina Djalbert is connected to the carrying ropes / 2 with a gondola with drive etc. / 3 . The control threads / 4 each run to the right and left of the upper molded parts in FIGS. 10/2 and 11/2 past the lower molded part of the lower surface edge loosely to the gondola.

Fig. 41 side view of the object of Fig. 39 u. 40. Top o ), bottom p ) and profile j 1 ) are made of coated material, the other profiles j) and air inlet opening b ) are made of uncoated material. / 1 again represent the suspension cables to the gondola.

Fig. 42 section AB in Fig. 40. In this section is the central profile, which, like all the others in the inside of the wing, is made of permeable material for the exchange of pressure.

Fig. 43 Section CD through wing representation according to Fig. 40. The inlet opening b ) is again made of permeable material, while the top o ), bottom p ) is made of impermeable material. The circle is shown in an enlarged form in FIG. 10. Stabilization holder made of light material / 1 .

Fig. 44 detail from Fig. 42, side view with Dar position of the opening and closing nozzle c ) at the profile end with / control thread which is attached to the upper stabilizing part / 2 and runs loosely around the stabilizing part below. It is shown the top o ) made of parachute silk, which is guided around the stabilizing part and was sewn to it in / 1 a . The underside p ) also runs around the lower stabilizing piece and is sewn in / 1 b . Stabilizing pieces / 2 are designed so that they allow the compressed air nozzle to run obliquely downwards in the direction of the upper edge of the profile. Fastening point of the control thread on the upper stabilizing part is designated by / 4 . The control thread is labeled / 5 .

Fig. 45 detail from Fig. 42, view of arrow I in Fig. 43, again top side o ), underside p ) made of coated silk-screen case, which contain the stabilizing parts / 2 at the edge of a hem, spacers made of light strip material / 1 ensure that the shape is kept. The control thread / 3 , which simultaneously branches off 2 stabilizing parts of the upper surface end when tightening and thus closes the nozzle c ), leads back to the nacelle. When the train slackens, the air pressure opens the nozzle again automatically. There is a control pressure without rudder.

Claims (42)

1.Air wing training, as a whole or as a segment as a propeller, propane, turbine blade, wind generator blade, ship propulsion screw blade, tailor turbine blade or as a wing for aircraft with and without fuselage as well as for hydrofoil boats and for all systems that are curved according to Otto von Lilienthal's surface be used for energy transfer in the media water and gas, characterized in that they have a floor plan, Figure A 8-14, which is formed only from parabolic or at least curved boundary lines, leading edge ( f ), trailing edge ( g ) . 2. wing formation according to claim 1, characterized in that the design feature in the supervision of a continuously positive arrow angle (curvature against flow), which thereby forms a parabolic curved line of the interconnected Z points a), regardless of which arrow the root is started. 3. hydrofoil design according to claim 1-2, characterized in that at the same time the design feature of a continuously negative V-angle is introduced in the construction, whereby a front edge ( f ) is formed, which is a parabolic in the view to the outside curved, towards the flight direction forms a curved almost diagonal, regardless of the V-angle started at the root. 4. wing formation according to claims 1-3, characterized in that they operate a three-dimensional streamline (not representable) and thereby a higher pressure drop between top and bottom and thus one greater lift coefficient due to three-dimensional lift drive produces.   5. wing formation according to claims 1-4 which is used when used as the fuselage of an aircraft ( A 18/1 ), characterized in that this is included in the basic design principle 1-4 and generates a three-dimensional lift. 6. Wing formation according to claims 1-5, characterized in that in use as a powered aircraft is provided with one or more, preferably with 2 drives ( A 18 h ), which are integrated in the fuselage part. In the case of a drive, the air jet generated is guided in a correspondingly divided manner to the sides (not shown), with 2 drives ( A 18 h ) one on each side. 7. Wing formation according to claims 1-6, characterized in that at respective stagnation points th air inlet openings (each b) are attached. 8. Wing formation according to claims 1-7, characterized in that the air inlet openings (each b) lead together into a pressure chamber (each c) in the cavity of the wing. 9. wing design according to claims 1-8, characterized in that the pressure chamber (each c) leads to compressed air nozzles (each e) at the rear edge (each g) to the profile ends. 10. Wing formation according to claims 1-9, characterized in that the blade tip and the wing end to larger compressed air nozzles (each e) are formed, which is done automatically by rounding the acute angle or at B) wing made of elastic material by forming a winglet . 11. Wing formation according to claims 1-10, characterized in that the accumulating at the stagnation points of the leading edges (in each case f) compressed air through the inlet openings (in each case b) into the pressure chamber (in each case c) and through this into the compressed air nozzle (in each case e) Direction of the preferred flow pattern flows out and thereby affects this effectively favorable. 12. Wing formation according to claim 1-11, characterized in that the compressed air flows out through the larger compressed air nozzle at the blade tip and at the wing ends (each e) in the direction of the flow line course and thereby affects the effect of the flow line courses effectively favorable. 13. Wing formation according to claims 1-12, characterized in that during operation the inlet air ( A 21 b ) entering compressed air is accelerated by the engines integrated in the fuselage ( A 21 h ) and through outlet openings ( A 21/1 ) before and Above the leading edge of the wing ( A 21 f ) approximately 2-4 ° obliquely outwards against the direction of travel, the flow is such that it generates a drive and a three-dimensional lift over the longest wing depth over the top and rear edge ( A 21 g ) ). 14. Wing formation according to claim 1-14, characterized characterized that when designed as a propeller the same due to the higher buoyancy Performance is delivered at lower speed and this leads to a reduction in noise.   15. Wing formation according to claim 1-14, characterized characterized in that when used as a propeller Air pressure in the pressure chamber tangential to Leaf tip due to the action of centrifugal force Operation is increased. 16. Wing formation according to claims 1-15, characterized characterized in that the bottom each one Segment of a parabolic missile nozzle and the this creates a pressure during operation Propulsion generated. 17. Wing formation according to claims 1-16, characterized characterized in that when used as a wing of an aircraft with the same performance less stretch is necessary, which is a Collision risk reduction means. 18. Wing formation according to claims 1-17, characterized in that when using " A " and " B " energy savings are achieved with the same performance by the higher lift values. 19. Wing formation according to claims 1-18, characterized in that when used as Airfoil for an aircraft due to the lower Extension when standing and moving on one Airport space is saved. 20. Wing formation according to claims 1-19, characterized in that the stability by the all-round curvature of the surface after the general my known high static value of the Bird eggs require little effort and material sentence requires what a weight saving means. 21. Wing formation according to claims 1-20, characterized in that when used as rigid wing for aircraft the static Strength with a self-supporting shell construction Stabilizing structures are largely eliminated and thus the entire space for technology and cargo can be used. 22. Wing formation according to claims 1-21, characterized in that when used by Arrangement of the engines in the fuselage,  Engine mounts are eliminated and thereby Constructions and the necessary material is left and a weight saving occurs. 23. Wing formation according to claims 1-22, characterized in that a simple manuf in spite of the extremely complicated shape fast, safe and precise production possible (additional patent application shortly). 24. Wing formation according to claims 1-23, characterized in that about a third of the Provide top grooves with longitudinal grooves that is there at least in the laminar area striving flow lines for parallelism forces and thereby creates greater negative pressure. 25. Wing formation according to claims 1-24, characterized in that in the first third the peak of the profile is a shark-like scale Form is attached multiple and staggered, the respective ones already there by the form three-dimensional flow lines another three dimensionalized and after the opposite  Flettner principle creates a higher vacuum. 26. Wing formation according to claims 1-25, characterized in that the bottom is provided with grooves running in parallel, the diverging current there lines at least in the laminar area Forcing parallelism, creating a higher pressure is formed. 27. Wing formation according to claims 1-26, characterized characterized in that when used as amphibians plane or pure seaplane in the manner of Shoulder wing of the hydrofoil of a dam form, the considerable at takeoff and landing Buoyancy contributed. 28. Wing formation according to claims 1-27, characterized characterized by the inventive Construction nowhere a straight line and one flat surface and therefore for radar beams no reflection is possible, thus detection becomes impossible with radar.   29. Wing formation according to claims 1-28, characterized characterized as being a whole or a segment of which also without a profile made of plane-parallel material e.g. Sheet steel for blowers etc. in use can come through and with the appropriate tools Stamping and pressing processes in large quantities economically can be mixed and still yours three-dimensional flow patterns and correspond achievement achieved. 30. Wing formation according to claims 1-29, characterized characterized in that even when using a Segment e.g. Turbine blades by injection molding and other mass production processes for Moldings made of injection and casting resins, metals like Aluminum etc. in appropriate tools produced economically and with high stability can be. 31. Wing formation according to claims 1-30, characterized characterized that if constructively a is based on low wing loading, due to which high buoyancy value are suitable, even in very high layers of air flying at all speeds  enable. 32. Wing formation according to claim 1-31, characterized in that when interpreted as a seaplane testimony an aquadynamic first-class trimaran form automatically forms, the fuselage of the main float acting as a boom around the constructively hanging wing ends (as Fig. 29). 33. Wing formation according to claims 1-32, characterized characterized in that when designed as a multi-engine Large aircraft the drives as close as possible to the Center are arranged so that their compressed air over the leading edge over the longest wing depths and towards the preferred streamline to be led. 34. Wing formation according to claims 1-33, characterized characterized in that when designed as a multi-engine Large aircraft, the drives are each movable are attached so that by controlling the Movement a control of the aircraft to be led.   35. Wing formation according to claims 1-34, characterized characterized in that when training a single engine Aircraft engine the front over wings beginning is movably attached in the middle, so that the resulting outflow by controlling the Movements of appropriate control of aviation Stuff enables what maybe already through Beam adjustment can be achieved. 36. Wing formation according to claims 1-35, characterized characterized in that when training an aviation the entire construction is made of G.F.K. herge can be put. 37. Wing formation according to claims 1-36, characterized characterized in that when used as an aircraft by opening and closing the compressed air nozzles a control pressure is reached without Rudder and thereby a control performed becomes. 38. Wing formation according to claims 1-37, characterized characterized that much by dropping the oars Mechanics is saved and thereby effort  the manufacturing and weight is saved. 39. Wing formation according to claims 1-38, characterized characterized by the compressed air nozzles theoretically an increase in the wing depth is achieved without loss of friction and weight gain took. 40. Wing formation according to claims 1-39, characterized characterized in that when arranged with an air vehicle the entire control system no friction ver generated and projected resistance and therefore a greater utilization especially at the start that enables energy. 41. Wing formation according to claims 1-40, characterized characterized by changing the outflow direction of the compressed air nozzles the manufacture and weight is saved by the start and landing aids such as flaps etc. omitted. 42. Wing formation according to claims 1-40, characterized characterized in that when used as an aircraft  by de-energizing the drive Loss of lift occurs when landing there is no need for any help in this regard.