UNIVERSAL PROPELLER, OPERATING METHOD AND FAVOURED USE

Abstract

A novel universal propeller has a gearwheel arranged on each rotor blade that is directly operatively connected to a reference gearwheel of a timing gear. The timing gear is operatively connected to a hub gear. The hub gear senses and processes an angular velocity ω.sub.n of a rotation of the hub. The reference gearwheel and the gearwheels of the rotor blades of the timing gear are configured that the ratio of an angular velocity ω.sub.r of the reference gearwheel to the angular velocity ω.sub.n of the rotational movement of the hub is as follows: ω.sub.r/ω.sub.n=1±(½)*(S.sub.rot/S.sub.r), where S.sub.rot is a size of the gearwheels and S.sub.r is a size of the reference gearwheel. The present invention is particularly suitable for use in a wind power installation, hydropower installation or an engine of a ship or an aircraft.

Claims

1-15. (canceled)

16. A universal propeller, comprising: a hub rotatably mounted on a shaft, said shaft having a central axis; a plurality of rotor blades mounted to said hub, said rotor blades being: two rotor blades arranged opposite one another; or at least three rotor blades arranged in a star configuration with respect to one another; each of said rotor blades on said hub being arranged, at an end of a longitudinal axis thereof, at an angle α with respect to said central axis of said shaft such that the longitudinal axis of each rotor blade, when rotating through 360°, describes a peripheral surface of a right circular cone; said hub having a timing gear enabling said rotor blades to be rotated about their longitudinal axis, said timing gear having a reference gearwheel; each of said rotor blades carrying a gearwheel that is directly operatively connected to said reference gearwheel of said timing gear; said timing gear being operatively connected to a hub gear that is configured to sense and process an angular velocity ω.sub.n of a rotational movement of said hub; and said reference gearwheel and said gearwheels of said rotor blades being configured such that a ratio of an angular velocity ω.sub.r of said reference gearwheel to the angular velocity ω.sub.n of the rotational movement of said hub is:
ω.sub.r/ω.sub.n=1±(½)*(S.sub.rot/S.sub.r); where S.sub.rot is a size of said gearwheels of said rotor blades and S.sub.r is a size of said reference gearwheel.

17. The universal propeller according to claim 16, wherein: said reference gearwheel is arranged centrally in said timing gear and surrounded by said gearwheels of said the rotor blades; and said reference gearwheel and said gearwheels of said rotor blades are configured to define a ratio of the angular velocity ω.sub.r of said reference gearwheel to the angular velocity ω.sub.n of the rotational movement of said hub is:
ω.sub.r/ω.sub.n=1+(½)*(S.sub.rot/S.sub.r); where S.sub.rot is a size of said gearwheels of said rotor blades and S.sub.r is a size of said reference gearwheel.

18. The universal propeller according to claim 16, wherein: said reference gearwheel is arranged outside a center of said timing gear and surrounds said gearwheels of said rotor blades; and said reference gearwheel and said gearwheels of said rotor blades are configured to define a ratio of the angular velocity ω.sub.r of said reference gearwheel to the angular velocity ω.sub.n of the rotational movement of said hub is:
ω.sub.r/ω.sub.n=1−(½)*(S.sub.rot/S.sub.r), where S.sub.rot is a size of said gearwheels of said rotor blades and S.sub.r is a size of said reference gearwheel.

19. The universal propeller according to claim 18, wherein said reference gearwheel is selected from the group consisting of a planetary wheel, a ring gear, and a crown wheel.

20. The universal propeller according to claim 16, wherein the longitudinal axis of each rotor blade is arranged at an angle α selected from the group consisting of: between 30° and 60°; between 35° and 55°; between 40° and 50°; and 45°; with respect to said central axis of said shaft.

21. The universal propeller according to claim 16, wherein, when said hub rotates about said shaft, each rotor blade is in alignment at a first transit point with a perpendicular plane of a three-dimensional coordinate system relating to the universal propeller.

22. The universal propeller according to claim 21, wherein, at the first transit point, the longitudinal axis of each said rotor blade may have a vertical deviation of up to +/−15° within the perpendicular plane.

23. The universal propeller according to claim 16, wherein, when said hub rotates about said shaft, each rotor blade is in alignment at a third transit point with a horizontal plane of a three-dimensional coordinate system relating to the universal propeller.

24. The universal propeller according to claim 22, wherein, at the third transit point, the longitudinal axis of each said rotor blade may have a horizontal deviation of up to +/−15° outside the horizontal plane.

25. The universal propeller according to claim 16, wherein each rotor blade, at least in part, has two substantially flat upper sides.

26. The universal propeller according to claim 25, which further comprises solar cells arranged on the flat upper sides of each rotor blade.

27. The universal propeller according to claim 16, wherein each said rotor blade is formed with rounded or conical lateral edges.

28. The universal propeller according to claim 16, wherein mutually adjacent and/or mutually opposite said rotor blades are connected to each other by way of cables that are attached to said rotor blades between a central and an end position.

29. The universal propeller according to claim 28, wherein said cables are attached in a region of or adjacent to respective rotor blade tips.

30. The universal propeller according to claim 16, wherein said central axis of said shaft is arranged at an angle of between 0° and 360°, with respect to a horizontal of a mounting coordinate system relating to the universal propeller.

31. The universal propeller according to claim 30, wherein said central axis of said shaft encloses an angle of 45° with the horizontal of the mounting coordinate system.

32. A method of operating a propeller, the method comprising: providing a universal propeller according to claim 16; effecting, by way of a timing gear, a rotation of the rotor blades about their longitudinal axes in synchronism with a rotation of the rotor blades through 360° along a peripheral surface of a circular cone.

33. The method according to claim 32, wherein a rotational speed of the rotor blades about their longitudinal axis is half a rotational speed of the rotor blades through 360° along the peripheral surface of the circular cone.

34. In combination with a wind power installation, a hydropower installation, an engine of a ship, or an engine of an aircraft, the universal propeller according to claim 16.

Description

[0032] Additional details and further advantages of the invention are described in the following on the basis of preferred exemplary embodiments, to which, however, the present invention is not limited, and in conjunction with the accompanying drawing.

[0033] In the schematic drawing:

[0034] FIG. 1 shows a universal propeller in a perspective view;

[0035] FIG. 2 shows the universal propeller from FIG. 1 in a side view;

[0036] FIG. 3 shows a circular cone, resulting from rotation of each rotor blade, with four transit points T1, T2, T3 and T4, selected as examples;

[0037] FIG. 4 shows a universal propeller in a side view, with rounded rotor blade tips;

[0038] FIG. 5 shows an overview of conceivable rotor blade profiles;

[0039] FIGS. 6 to 18 show various mounting situations and specific applications of a universal propeller according to the invention;

[0040] FIG. 19 shows an example of a timing gear from the prior art;

[0041] FIG. 20 shows, in a sectional representation, a refinement of a propeller according to the invention with a timing gear in an “inner configuration”; and

[0042] FIG. 21 shows, in a sectional representation, a refinement of a propeller according to the invention with a timing gear in an “outer configuration”.

[0043] In the following description of preferred embodiments of the present invention, components that are the same or comparable are denoted by the same references.

[0044] FIG. 1 shows a universal propeller 1 in a perspective view. The universal propeller 1 represented comprises a hub 10 that is rotatably mounted on a shaft 20. On the hub 10, there are either two rotor blades 30 arranged opposite one other or at least three rotor blades 30 arranged in a star configuration with respect to one another. A particularly preferred exemplary embodiment is represented, having four rotor blades 30 arranged in a star configuration, wherein, according to the invention, on the hub 10 each rotor blade 30 is arranged, at the end of its longitudinal axis 31, at an angle α with respect to the central axis 21 of the shaft 20 in such a way that the longitudinal axis 31 of each rotor blade 30 when rotating through 360° describes the peripheral surface 71 of a right circular cone 70.

[0045] FIG. 2 shows the universal propeller 1 from FIG. 1, in a side view. It can be see how, owing to the fact that the longitudinal axis 31 of each rotor blade 30 when rotating through 360° describes the peripheral surface 71 of a right circular cone 70, a compactly designed propeller 1 is provided, with each rotor blade being 30 able to alternately make use of both lift components A and drag components W (indicated by arrows in bold) when rotating along the peripheral surface of a right circular cone.

[0046] In a refinement of the invention, the longitudinal axis 31 of each rotor blade 30 may be arranged at an angle α of between 30° and 60°, or between 35° and 55°, or between 40° and 50° with respect to the central axis 21 of the shaft 20. According to the invention, an arrangement at 45°—as represented—that advantageously makes maximum use of both lift components A and drag components W has proved to be preferable.

[0047] In this regard it has proved useful if, when the hub 10 rotates about the shaft 20, at a first transit point T1 each rotor blade 30 is in alignment with a perpendicular plane (x, z) of a three-dimensional coordinate system (x, y, z) relating to the universal propeller 1. The alignment of the rotor blades 30 with a perpendicular plane, which is preferably perpendicular to an air flow or water flow, advantageously makes use of drag components W at their (theoretical) maximum.

[0048] In this case, at the first transit point T1, the longitudinal axis 31 of each rotor blade 30 may have a vertical deviation of up to +/−15° within the perpendicular plane (x, z) (not represented).

[0049] In addition, it has proved useful if, when the hub 10 rotates about the shaft 20, at a third transit point T3 each rotor blade 30 is in alignment with a horizontal plane (x, y) of a three-dimensional coordinate system (x, y, z) relating to the universal propeller 1. The alignment of the rotor blades 30 with a horizontal plane, which is preferably parallel to an air flow or water flow, advantageously makes use of lift components A at their (theoretical) maximum.

[0050] In this case, at the third transit point T3, the longitudinal axis 31 of each rotor blade 30 may have a horizontal deviation of up to +/−15° outside the horizontal plane (x, y) (not represented).

[0051] In order to avoid a reduction in performance due to vibrations of the rotor blades 30, it has proved useful if mutually adjacent and/or mutually opposite rotor blades 30 are connected to each other by means of cables 40. The cables 40 in this case may be attached to the rotor blades 30 between a central and an end position, preferably in the region of or adjacent to their rotor blade tips 34. Such cables 40 advantageously impart additional stability, support and strength to the rotor blades 30.

[0052] FIG. 3 shows a circular cone 70, resulting from the rotation of each rotor blade 30, with four transit points T1, T2, T3 and T4, selected as examples. As is generally known, a cone is a geometric body formed when all points of a limited and continuous piece of surface lying in a plane are connected in a straight line to a vertex 72 outside the plane. If the piece of surface is a circular disk 73—as is the case here—the body is called a circular cone 70. If the vertex 72 is perpendicular to the circular disk 73—as is the case here—the body is called a right circular cone 70. In the case of the universal propeller 1 according to the invention, the vertex is formed by the hub 10.

[0053] This refinement of a universal propeller 1 has the advantage that, when the rotor blades 30 pass through the selected transit points T1 to T4, they have (not only but at least theoretically) the following drag W and lift A values:

TABLE-US-00001 T1 T2 T3 T4 Drag components (W) Max. Mean Min. Mean Lift components (A) Min. Mean Max. Mean

[0054] FIG. 4 shows a side view of a universal propeller 1 with rounded rotor blade tips 34. It has proved useful if each rotor blade 30, at least portionally, has two substantially flat upper sides 32. Substantially flat upper sides 32 advantageously allow solar cells to be arranged on them for additional generation of electric power from solar energy (not represented). Also provided is a timing gear 50 (not represented here in a functionally accurate manner or in true scale) enabling the rotor blades 30 to be rotated about their longitudinal axis 31. More detailed explanations of the timing gear 50 according to the invention, based on two refinement examples, can be found in the description of FIGS. 19 to 21.

[0055] A method for operating a universal propeller 1 as previously described is characterized by the fact that, by means of a timing gear 50 (not represented in a functionally accurate manner or in true scale in FIG. 4 and FIG. 8), a rotation of the rotor blades 30 about their longitudinal axis 31 is effected in synchronism with the rotation of the rotor blades 30 through 360° along the peripheral surface 71 of a circular cone 70.

[0056] In a refinement of the method, it has proved useful if the rotational speed of the rotor blades 30 about their longitudinal axis 31 is half that of the rotational speed of the rotor blades through 360° along the peripheral surface 71 of the circular cone 70. Thus, the rotational speed of the rotor blades 30 along the peripheral surface 71 of the circular cone 70 is synchronous with the rotational speed of the hub 10, or of the universal propeller 1 as a whole. In contrast, the rotor blades 30 rotate about their longitudinal axis 31 preferably contrary to the direction of rotation of the rotor blades 30 through 360° along the peripheral surface 71 of the circular cone 70 (the direction of rotation of the rotor blades 30 and the direction of rotation of the hub 10 are indicated by corresponding arrows in FIG. 2). This has the advantage that the rotor blades 30, when rotating through 360° along the peripheral surface 71 of the circular cone 70, are constantly aligned to make use of maximum lift components A or drag components W.

[0057] FIG. 5 shows an overview of preferred rotor blade profiles. Here, FIG. 5a shows a substantially rectangular rotor blade 30. The rotor blade represented in FIG. 5b differs from it in having rounded lateral edges 33. In contrast, FIG. 5c shows a substantially diamond-shaped rotor blade 30 with likewise rounded lateral edges 33. Finally, FIG. 5d shows a substantially oval-profiled rotor blade 30 with conically shaped lateral edges 33. Rounded or conically shaped lateral edges 33 have the advantage of reduced, or minimized, drag coefficients. In addition, ultra-flat rotor blades 30 may also be used. FIG. 5e to FIG. 5h show various embodiments, in which stiffeners 35 may be provided in the center and/or at the end of the rotor blade 30 for stability. The rotor blades 30 represented in FIG. 5a to FIG. 5h may be made of known composite fiber materials. Alternatively, in particular in the case of the rotor blades 30 represented in FIGS. 5e to 5h, textile materials that are tensioned by the stiffeners 35 are also suitable.

[0058] The present invention is suitable, in particular, for favored uses such as use in a wind power installation (FIGS. 6 to 9), hydropower installation (FIGS. 10 to 14) or an engine of a ship (FIG. 15) or an aircraft (FIGS. 16 to 18). Suitable mounting arrangements in this case are those in which the central axis 21 of the shaft 20 is arranged at an angle of between 0° and 360°, preferably of 45°, with respect to a horizontal.

[0059] FIG. 6 shows a preferred mounting arrangement of two universal propellers 1 as part of a tandem wind power installation. A mast 81 can be seen, which rises from the ground 80 along a vertical Z of a mounting coordinate system (X, Y, Z) relating to the universal propeller 1. Said mast 81 carries two generators 60 for generating electric power, which are each driven by the hub 10 of a universal propeller 1 according to the invention. In this case the central axis 21 of the shaft 20 (not represented) is arranged away from the mast 81 at the preferred angle β=45° with respect to the horizontal X. One or more timing gears 50 (not represented in a functionally accurate manner or in true scale in FIG. 4 and FIG. 8) may be provided, for example in the hub 10 itself (cf. FIG. 4) or between the hub 10 and the generator 60, for the purpose of synchronizing the rotation of the rotor blades 30 about their longitudinal axis 31, the rotation of the rotor blades 30 through 360° along the peripheral surface 71 of a circular cone 70 and/or the drive of the generator 60.

[0060] FIG. 7 shows a preferred mounting arrangement of four universal propellers 1 as part of a quattro wind power installation. It is evident that the universal propellers 1 are grouped in a star configuration in such a way that forces acting upon the mast 81 as a result of lift A and drag components W are balanced-out as far as possible. Further details are as described in FIG. 6.

[0061] FIG. 8 shows a preferred mounting arrangement of two universal propellers 1 as part of a tandem wind power installation, in which a common generator 60, which is not arranged on the mast 81 but on the ground 80, is driven via a timing gear 50 (not represented here in a functionally accurate manner or in true scale).

[0062] Of course, a single universal propeller 1 according to the invention may also be arranged on the end of a mast 81, in particular on the end of a mobile telephone mast (FIG. 9). In this case, the central axis 21 of the shaft 20 (not represented) is arranged at a preferred angle β=90° with respect to the horizontal X, at the end of the mast 81.

[0063] FIGS. 9a to 9c show further preferred mounting arrangements of individual universal propellers 1 on various buildings 82.

[0064] As can be seen in FIG. 9a, a universal propeller 1 according to the invention may be arranged laterally on the facade 821 of a building 82. In this case, the central axis 21 of the shaft 20 (not represented) is arranged away from the facade 821 of the building 82, at a preferred angle β=45° with respect to the horizontal X.

[0065] Alternatively or additionally, a universal propeller 1 according to the invention may also be part of a wind power installation arranged on a pitched roof 822 (FIG. 9b) or flat roof 823 (FIG. 9c) of a building 82. In this case, the central axis 21 of the shaft 20 (not represented) is arranged at a preferred angle β of between 45° and 90° with respect to the horizontal X, on the roof 822 or 823, respectively, of the building 82.

[0066] FIG. 10 shows a preferred mounting arrangement of a universal propeller 1 as part of a hydropower installation. It can be seen how a universal propeller 1 according to the invention may be arranged on a bearing 84 anchored in the bed 831 of a body of water 83. The arrangement may preferably be configured in such a way that, in the case of the represented transit point T1, the rotor blade 30 with the highest drag component W with respect to the water flow is completely immersed in the body of water 83, while the remaining rotor blades 30 rotate at least partially, or preferably entirely, outside the water level 832. The body of water 83 may be a river, a strait or other flowing body of water, for example the outlet of a dam or the penstock of a hydroelectric power plant.

[0067] FIG. 11 shows a preferred mounting arrangement of two universal propellers 1 as part of a tandem hydropower installation, with a separate bearing 84 for each universal propeller 1. Further details are as described in FIG. 10.

[0068] FIG. 12 shows a preferred mounting arrangement of two universal propellers 1 as part of a tandem hydropower installation, with a common bearing mast 85 anchored in the water bed 831. Further details are again as described in FIG. 10.

[0069] FIG. 13 shows how the tandem hydropower installation from FIG. 11 may preferably be arranged under a bridge 86, and the bearings 84 may be part of the bridge piers 861. Further details are again as described in FIG. 10.

[0070] FIG. 14 shows an alternative tandem hydropower installation with a bearing 84 arranged below the bridge element 862. Further details are as described in FIG. 10.

[0071] FIG. 15 shows the preferred use of two universal propellers 1 as engines of a ship 87. Unlike in applications for electric power generation, the shaft 20 of each universal propeller 1 is now driven by a motor 90 (not represented here) or comparable drive. It is understood that the drive causes the universal propellers 1 to rotate in such a way that all forces acting upon the ship 87 through the universal propellers 1 are balanced-out when the ship is travelling straight ahead.

[0072] FIG. 16 shows the preferred use of four universal propellers 1 as part of an energy kite 88. As in the exemplary embodiment according to FIG. 7, here also the universal propellers 1 are grouped in a star configuration in such a way that forces acting upon the energy kite 88 as a result of lift components A and drag components W are balanced-out as far as possible. It can be seen how the hub 10 of each universal propeller 1 drives a respective generator 60, these being grouped in a star configuration around a central bearing 84 in such a way that the forces of the universal propellers 1 are balanced-out. In other respects, reference may be made analogously to the explanations given above.

[0073] FIGS. 17 and 18 show the preferred use of two universal propellers 1 as the engine of an aircraft 89 (transport drone). In contrast to applications for electric power generation, the shaft 20 of each universal propeller 1 is now driven by a motor 90 or comparable drive. It is understood that the drive causes the universal propellers 1 to rotate in such a way that all forces acting upon the aircraft 89 through the universal propellers 1 are balanced-out when the aircraft is flying straight ahead. Advantageously in this case, no extra wings are required for the aircraft 89 represented in FIG. 17. Rather, the universal propellers 1 may be arranged directly on the outer housing of the aircraft, which has the advantage of making the aircraft extremely maneuverable. Optionally—as in the case of the aircraft 89 shown in FIG. 18—short stub wings may be provided for interfacing the universal propellers 1 to the outer housing of the aircraft 89, which advantageously increases the flight stability of the aircraft 89.

[0074] In the following FIGS. 19-21, the principle of operation of the universal propeller 1 according to the invention, in particular the interaction of the timing gear 50 and hub gear 12, is illustrated on the basis of various refinements and configuration examples.

[0075] For this purpose, FIG. 19 shows an example of a timing gear 50 from the prior art.

[0076] The example represented here shows a timing gear 50 for controlling five rotor blades 30. For this purpose, in addition to the reference gearwheel 51 and the five gearwheels 52 of the rotor blades 30, five further directional wheels 53, positioned between the reference gearwheel 51 and the gearwheels 52, must be provided, which in particular serve to transmit power and adjust the direction of rotation of the gearwheels 52 of the rotor blades 30. There is also a necessary size relationship of S.sub.rot/S.sub.r=2/1 to be maintained between the reference gearwheel 51 and the gearwheels 52 of the rotor blades 30, where S.sub.rot=size of the gearwheels 52 of the rotor blades 30 and S.sub.r=size of the reference gearwheel 51, so as to ensure that the rotor blades 30 rotate about their longitudinal axis 31 in synchronism with the rotation of the rotor blades 30 through 360° along the peripheral surface 71 of a circular cone 70. In the case of the prior art, the aforementioned design requirements disadvantageously result in a comparatively large structure of a hub 10 comprising such a timing gear 50. Moreover, arranging a plurality of large gearwheels 51, 52, 53 in a comparatively small hub 10 is often economically unfeasible and technically demanding and, in some configurations, even technically impossible.

[0077] In contrast, FIG. 20 shows a sectional representation of a refinement of a propeller 1 according to the invention with a timing gear 50 in a so-called “inner configuration”.

[0078] As can be seen, the hub 10 comprises a timing gear 50 that enables the rotor blades 30 to be rotated about their longitudinal axis 31. Arranged on each rotor blade 30 there is a gearwheel 52 that is directly operatively connected to a reference gearwheel 51 of the timing gear 50. In contrast to the prior art, a directional wheel 53 is advantageously not necessary here. The timing gear 50 is operatively connected to a hub gear 12, the hub gear 12 being configured to sense and process an angular velocity ω.sub.n of a rotational movement of the hub 10. The operative connection between the timing gear 50 and the hub gear 12 may be realized in various ways, in the present example the reference gearwheel 51 of the timing gear 50 being operatively connected to the hub gear 12, in particular to one of the gearwheels of the hub gear 12, via a connecting element 511. The hub gear 12 may preferably be designed as a planetary gear or as a simple toothed gear.

[0079] In the “inner configuration” of the timing gear 50 represented here, the reference gearwheel 51 is arranged centrally in the timing gear 50 and surrounded by the gearwheels 52 of the rotor blades 30.

[0080] According to the invention, the reference gearwheel 51 and the gearwheels 52 of the rotor blades 30 are designed in such a way that the ratio of an angular velocity ω.sub.r of the reference gearwheel 51 to the angular velocity ω.sub.n of the rotational movement of the hub 10 is as follows:

ω.sub.r/ω.sub.n=1±(½)*(S.sub.rot/S.sub.r),

where S.sub.rot=size of the gearwheels 52 of the rotor blades 30, and S.sub.r=size of the reference gearwheel 51.

[0081] In the case of the “inner configuration” of the timing gear 50 represented here, the reference gearwheel 51 and the gearwheels 52 of the rotor blades 30 are preferably designed in such a way that the ratio of an angular velocity ω.sub.r of the reference gearwheel 51 to the angular velocity ω.sub.n of the rotational movement of the hub 10 is as follows:

ω.sub.r/ω.sub.n=1+(½)*(S.sub.rot/S.sub.r),

where S.sub.rot=size of the gearwheels 52 of the rotor blades 30, and S.sub.r=size of the reference gearwheel 51.

[0082] The following table shows examples of various gearwheel size combinations, the angular velocity ω.sub.r of the reference gearwheel 51 calculated using the previously stated variant of the formula according to the invention, and the maximum possible number of rotor blades 30 that can be arranged on the hub 10 with the respective combination. The angular velocity ω.sub.n of the rotational movement of the hub 10 is set in this case to the value 1 (the value of ω.sub.r therefore represents the relative velocity with respect to ω.sub.n).

TABLE-US-00002 Maximum possible number of rotor blades S.sub.rot S.sub.r ω.sub.r 30 2 1 2 3-4 3 2 1.75 3-4 1 1 1.5 4-5 2 3 1.3333 6-8 1 2 1.25  8-10 1 3 1.1666 10-16 1 4 1.125 16-20 2 5 1.2 18-22 1 5 1.1 20-25

[0083] According to the table, for example, a size ratio S.sub.rot/S.sub.r of 1:1 results in an angular velocity ω.sub.r of the reference gearwheel 51 of 1.5 relative to the angular velocity ω.sub.n of the rotational movement of the hub 10, which can be technically accommodated by the selection of a correspondingly designed hub gear 12. In the case of this above-mentioned design of the timing gear 50 in the “inner configuration”, and of the hub gear 12 and their interaction, which can be calculated by means of the formula according to the invention, for example a maximum of 4 to 5 rotor blades 30 could then be arranged on the hub 10.

[0084] The above table in this case represents only some of the theoretically possible combinations, such that, advantageously, the design of the timing gear 50 may be freely selected according to the application.

[0085] Finally, FIG. 21 shows a sectional view of a refinement of a propeller 1 according to the invention with a timing gear 50 in an “outer configuration”.

[0086] The difference compared to the “inner configuration” represented in FIG. 20 is that here the reference gearwheel 51, preferably realized as a planetary wheel, a ring gear or a crown wheel, is arranged outside the center of the timing gear 50 and in turn surrounds the gearwheels 52 of the rotor blades 30. With regard to the structure, what is described for FIG. 20 also applies accordingly to this refinement. The reference gearwheel 51 and the gearwheels 52 of the rotor blades 30 are in this case preferably designed in such a way that the ratio of an angular velocity ω.sub.r of the reference gearwheel 51 to the angular velocity ω.sub.n of the rotational movement of the hub 10 is as follows:

ω.sub.r/ω.sub.n=1−(½)*(S.sub.rot/S.sub.r),

where S.sub.rot=size of the gearwheels 52 of the rotor blades 30, and S.sub.r=size of the reference gearwheel 51.

[0087] The following table shows examples of various gearwheel size combinations, the angular velocity ω.sub.r of the reference gearwheel 51 calculated using the previously stated variant of the formula according to the invention, and the maximum possible number of rotor blades 30 that can be arranged on the hub 10 with the respective combination. The angular velocity ω.sub.n of the rotational movement of the hub 10 is set in this case to the value 1 (the value of ω.sub.r therefore represents the relative velocity with respect to ω.sub.n).

TABLE-US-00003 Maximum possible number of rotor blades S.sub.rot S.sub.r ω.sub.r 30 I 12 0.9853 12-16 I 10 0.95 10-12 I 8 0.9375  8-10 I 6 0.9166 6-8 I 5 0.9 5-7 I 4 0.875 4-6 I 3 0.8333 3-4 2 5 0.8 2-3 1 2 0.75 1-2 2 1 0.00 0

[0088] According to the table, for example, a size ratio S.sub.rot/S.sub.r of 1:4 results in an angular velocity ω.sub.r of the reference gearwheel 51 of 0.875 relative to the angular velocity ω.sub.n of the rotational movement of the hub 10, which can be technically accommodated by the selection of a correspondingly designed hub gear 12. In the case of this above-mentioned design of the timing gear 50 in the “outer configuration”, and of the hub gear 12 and their interaction, which can be calculated by means of the formula according to the invention, for example a maximum of 4 to 6 rotor blades 30 could then be arranged on the hub 10.

[0089] The combination, listed in the last line of the above table, of a gearwheel 52 of a rotor blade 30 that is twice as large as the size S.sub.r of the reference gearwheel 51, would not be physically (technically) feasible at all in the case of a timing gear 50 of the prior art (cf. FIG. 19), and could at most be realized with a chain drive or with a toothed belt drive.

[0090] The above table in this case again represents only some of the theoretically possible combinations, such that, advantageously, in the case of the “outer configuration” also, the design of the timing gear 50 may be freely selected according to the application.

[0091] The present invention relates to a novel universal propeller 1 that is distinguished from generic propellers 1 by the fact that arranged on each rotor blade 30 there is a gearwheel 52 that is directly operatively connected to a reference gearwheel 51 of the timing gear 50, the timing gear 50 is operatively connected to a hub gear 12, wherein the hub gear 12 is configured to sense and process an angular velocity ω.sub.n of a rotational movement of the hub 10, and the reference gearwheel 51 and the gearwheels 52 of the rotor blades 30 of the timing gear 50 are designed in such a way that the ratio of an angular velocity ω.sub.r of the reference gearwheel 51 to the angular velocity ω.sub.n of the rotational movement of the hub 10 is as follows: ω.sub.r/ω.sub.n=1±(½)*(S.sub.rot/S.sub.r), where S.sub.rot=size of the gearwheels 52 of the rotor blades 30, and S.sub.r=size of the reference gearwheel 51.

[0092] The present invention is suitable, in particular, for use in a wind power installation, hydropower installation or an engine of a ship or an aircraft.

LIST OF REFERENCES

[0093] 1 universal propeller [0094] 10 hub [0095] 11 central axis of the hub 10 [0096] 12 hub gear [0097] 20 shaft [0098] 21 central axis of the shaft 20 [0099] 30 rotor blade [0100] 31 longitudinal axis of the rotor blade 30 [0101] 32 upper sides of the rotor blade 30 [0102] 33 side edges of the rotor blade 30 [0103] 34 rotor blade tip [0104] 35 stiffening [0105] 40 cable [0106] 50 timing gear [0107] 51 reference gearwheel [0108] 511 connecting element [0109] 52 gearwheel of a rotor blade (30) [0110] 53 direction wheel (only in the prior art) [0111] 60 generator [0112] 70 circular cone [0113] 71 peripheral surface of the circular cone 70 [0114] 72 vertex of the circular cone 70 [0115] 73 circular disk of the circular cone 70 [0116] 80 base [0117] 81 mast [0118] 82 building [0119] 821 facade [0120] 822 pitched roof [0121] 823 flat roof [0122] 83 body of water [0123] 831 bed of body of water [0124] 832 surface of water [0125] 84 bearing [0126] 85 bearing mast [0127] 86 bridge [0128] 861 bridge pier [0129] 862 bridge element [0130] 87 ship [0131] 88 energy kite [0132] 89 aircraft [0133] 90 motor [0134] A lift component [0135] W drag component [0136] T1, T2, T3, T4 transit points [0137] α angle between longitudinal axis 31 and central axis 21 in the three-dimensional coordinate system of the universal propeller 1 [0138] β angle between central axis 21 of the shaft 20 and a horizontal X in the mounting coordinate system of the universal propeller 1 [0139] xyz three-dimensional coordinate system of the universal propeller 1 [0140] x first direction of a horizontal plane [0141] y second direction of a horizontal or vertical plane [0142] z first direction of a vertical plane [0143] X, Y, Z mounting coordinates of the universal propeller 1 [0144] X horizontal [0145] Y horizontal (perpendicular to X) [0146] Z vertical