A REACTION JET HELICOPTER

Abstract

A reaction-jet helicopter having an air compressor and a power source operable to power the compressor. The air compressor is in fluid communication with a cavity in a rotor blade of the reaction-jet helicopter. The rotor blade has one or more openings for the expulsion of compressed air from the cavity thereby resulting in rotation of the rotor blade. The reaction jet helicopter further has an arrangement for manipulating airflow between the compressor and the one or more openings. This results in reduced losses of energy as the airflow travels from the compressor to the one or more openings.

Claims

1. A reaction-jet helicopter comprising an air compressor and a power source operable to power the compressor, the air compressor being in fluid communication with a cavity in a rotor blade of the reaction-jet helicopter, the rotor blade comprising one or more openings for the expulsion of compressed air from the cavity thereby resulting in rotation of the rotor blade, the reaction-jet helicopter comprising a duct in fluid communication with the air compressor and in further fluid communication with the cavity of the rotor blade, the reaction-jet helicopter further comprising a hub in fluid communication with the duct and with the cavity of the rotor blade, the hub being disposed relative to the duct and the rotor-blade cavity such that airflow travels from the duct to the hub and then into the blade cavity, the reaction jet helicopter further comprising a means for manipulating airflow between the compressor and the one or more openings, wherein the means for manipulating airflow comprises a duct component for manipulating the direction and/or speed of airflow within the duct and/or a hub swirl component shaped to direct the airflow from the compressor towards the rotor blade cavity.

2. A reaction-jet helicopter as claimed in claim 1 wherein the means for manipulating airflow is operable to manipulate the direction and/or speed of the airflow as it travels from the compressor to the one or more openings or nozzles.

3. A reaction-jet helicopter as claimed in claim 1 or claim 2 wherein the means for manipulating airflow is operable to convert a substantially linear airflow into a substantially rotating airflow whereby the airflow rotates about a central longitudinal axis, the central longitudinal axis being the axis of the duct.

4. A reaction-jet helicopter as claimed in any preceding claim wherein the duct component imparts a rotation to the airflow within the duct.

5. A reaction-jet helicopter as claimed in any preceding claim wherein the duct component is located within the duct.

6. A reaction-jet helicopter as claimed in claim 5 wherein the duct component is fixed within the duct.

7. A reaction-jet helicopter as claimed in claim 5 or claim 6 wherein the duct component has an angled surface relative to the sides of the duct and/or the initial input airflow direction.

8. A reaction-jet helicopter as claimed in claim 7 wherein the duct component is operable to impart a swirling motion to the airflow within the duct.

9. A reaction-jet helicopter as claimed in claim 7 or claim 8 wherein the duct component comprises a helical blade.

10. A reaction-jet helicopter as claimed in any preceding claim wherein the hub swirl component is a sloped hub swirl component.

11. A reaction-jet helicopter as claimed in claim 10 wherein the hub swirl component is arranged in the hub such that the slope can receive and direct airflow along the slope of the hub swirl component towards the rotor blade cavity as the airflow moves towards the rotor blade cavity.

12. A reaction-jet helicopter as claimed in claim 10 or claim 11 wherein the slope of the hub swirl component is arrangeable to extend from at or about an upper portion of the inlet of the rotor blade cavity towards the outlet of the duct.

13. A reaction-jet helicopter as claimed in any one of claims 10 to 12 wherein the slope is a curve.

14. A reaction-jet helicopter as claimed in any preceding claim wherein the hub swirl component has curved vane structures normal to the initial airflow direction.

15. A reaction-jet helicopter as claimed in any preceding claim wherein the hub swirl component is fixed relative to the hub and rotor blade.

16. A reaction-jet helicopter as claimed in any one of claims 1 to 14 wherein the hub swirl component is rotatably fixed relative to the hub and rotor blade.

17. A reaction-jet helicopter as claimed in any one of claims 1 to 14 wherein the hub swirl component is releasably fixable relative to the hub and rotor blades such that it can be either fixed relative to the hub or released to move relative to the hub.

18. A reaction-jet helicopter as claimed in claim 17 wherein the reaction-jet helicopter comprises control means for fixing and releasing the hub swirl component to the hub.

19. A reaction-jet helicopter as claimed in claim 18 wherein the control means has adjustable pressure parameters for determining when to release and when to fix the hub swirl component to the hub.

20. A reaction-jet helicopter as claimed in claim 18 or claim 19 wherein the control means can be actuated by pressure force which disengages the hub swirl component from the hub when a preset pressure in the hub is reached.

21. A reaction-jet helicopter as claimed in any one of claims 18 to 20 wherein the control means comprises a pressure transducer to control a locking pin to lock the hub swirl component relative to the hub.

22. A reaction-jet helicopter as claimed in any one of claims 18 to 21 wherein the control means comprises a mechanical means for disengaging the hub swirl component when a preset rotor speed is reached.

23. A reaction-jet helicopter as claimed in claim 22 wherein the mechanical means for disengaging the hub swirl component comprises a clutch.

24. A reaction-jet helicopter as claimed in any preceding claim wherein the hub swirl component is an impeller, being shaped such that it is rotated by airflow from the duct.

25. A reaction-jet helicopter as claimed in any preceding claim wherein the reaction-jet helicopter comprises a dynamo, the hub swirl component being operably engageable with the dynamo.

26. A reaction-jet helicopter as claimed in claim 25 wherein the reaction-jet helicopter comprises a battery in electrical communication with the dynamo, the battery being operable to store electricity generated by the dynamo.

27. A reaction-jet helicopter as claimed in claim 26 wherein the dynamo and/or the battery is in electrical communication with the compressor and can provide electricity thereto to power air compression.

28. A reaction-jet helicopter as claimed in any preceding claim wherein the opening is located on a distal end of the rotor blade.

29. A reaction-jet helicopter as claimed in any preceding claim wherein the opening is located on a trailing edge of the rotor blade.

30. A reaction-jet helicopter as claimed in any preceding claim wherein the rotor blade includes an input aperture to receive a flow of air, the input aperture being in fluid communication with the hub.

31. A reaction-jet helicopter as claimed in any preceding claim wherein the compressor is a turbine-driven air compressor.

32. A reaction-jet helicopter as claimed in any preceding claim wherein the duct is a pipe or tube.

33. A reaction-jet helicopter as claimed in any preceding claim wherein the hub has one or more dispensing aperture(s), the dispensing aperture(s) of the hub being in fluid communication with the rotor blade.

34. A reaction-jet helicopter as claimed in any preceding claim wherein the hub is rigidly attached to the rotor blade.

35. A reaction-jet helicopter as claimed in any preceding claim wherein the hub is rotatably mounted relative to the duct.

36. A reaction-jet helicopter as claimed in any preceding claim wherein the opening is arranged for tangential expulsions of compressed air from the cavity or cavities of the rotor blade or blades.

37. A reaction-jet helicopter as claimed in any preceding claim wherein the power source is an engine.

38. A duct component for manipulating the direction and/or speed of airflow within the duct of a reaction-jet helicopter wherein the duct component is arrangeable within a duct such that the duct component has an angled surface relative to the sides of the duct and/or the initial input airflow direction into the duct.

39. A hub swirl component for a reaction-jet helicopter, the reaction-jet helicopter comprising a compressor, a hub and a rotor blade, the rotor blade comprising a cavity and an opening and/or nozzle, the hub swirl component being operable to direct airflow from the compressor towards the rotor blade cavity.

Description

[0098] The invention will now be described with reference to the accompanying drawings which shows by way of example only a main embodiment of an apparatus in accordance with the invention.

[0099] FIG. 1 is a schematic side view of a reaction-jet helicopter according to the invention.

[0100] FIG. 2 is a schematic top view of a reaction-jet helicopter according to the invention.

[0101] FIG. 3 is a cross-sectional side view of a hub swirl component according to the invention.

[0102] FIG. 4 is a cross-sectional side view of a duct and a duct component according to the invention located within the duct.

[0103] FIG. 5 is an top-side view of a hub swirl component according to the invention.

[0104] FIG. 6 is a side view of a hub swirl component according to the invention.

[0105] In FIG. 1 there is shown a reaction-jet helicopter according to an embodiment of the invention indicated generally by reference numeral 1. The reaction-jet helicopter 1 has a fuselage 3, engine 6, tail boom 4 and rudder 5. The propulsion assembly of the reaction-jet helicopter 1 has a compressor 7, duct 8, hub 9, rotor blades 2 and openings 10. In the embodiment shown, the engine 6 and compressor 7 are located towards the rear of the fuselage 3. However, in an alternative embodiment, it would be possible to situate the engine 6 and compressor 7 vertically below the duct 8, such that the compressed air travels in a linear airflow path from the compressor 7 to the hub 9. In FIG. 1, an engine 6 and compressor 7 are illustrated in dotted lines below the duct 8 to show the location of the engine 6 and compressor 7 in the alternative embodiment. The reaction-jet helicopter further has nozzles 30 disposed at the openings 10. Compressor 7 is used to convert atmospheric-pressure air, input via a compressor inlet pipe (not shown), into compressed gas. When compressed gas from compressor 7 is exhausted into a lower-pressure atmosphere, the pressure differential produces a flow of gas. In the preferred embodiment compressor 7 is a turbine-driven air compressor and is powered by a primary power source in the form of engine 6. In use, the engine 6 drives the compressor 7 to produce compressed air which is then exhausted into duct 8. The duct 8 is a pipe having a circular cross section, although other cross-sections are within the scope of the invention such as tapered, eccentric or elliptical cross sections, or any suitable cross-section, and which is in fluid communication with both the output of compressor 7 and a receiving aperture in hub 9. A flow of gas travels through the duct 8 and into hub 9 via the receiving aperture. The hub 9 comprises one or more dispensing apertures through which gas may flow into the cavities of the rotor blades 2. Compressed gas travels into the cavities within rotor blades 2 via input apertures, and is ejected through openings 10 located on each rotor blade 2. The dispensing apertures in the hub 9 and the input apertures of the cavities 31 within the rotor blades are aligned or at least partially or completely aligned with one another. Each opening 10 comprises an aperture surrounded by a sheath and is located at a distal end of a rotor blade 2. As will be appreciated by the person of skill in the art, air flow is created in the duct 8, hub 9 and cavities 31 within rotor blades 2 due to the difference in pressure between the gas within the propulsion system, and atmospheric pressure outside of the aircraft.

[0106] FIG. 2 is a top view of the aircraft 1 showing the direction of gas flow through the cavities 31 inside the rotor blades 2, and out through openings 10 located at the tips thereof. The release of compressed gas from the tip of each rotor blade 2 provides a force which pushes the blades in a direction opposite to that of the direction of the expelled gas stream. Since the rotor blades 2 are rotatably mounted with respect to the fuselage 3, each rotor blade traces a circular path about an axis. The dashed lines in FIG. 2 show the rotational direction of the rotors 2 during operation of the aircraft 1. Each rotor blade 2 has an airfoil cross section which, when pitched and rotated about the hub produces lift, and when the rotor disc is maneuvered will produce side, forward and aft propulsive force. In use, i.e. during flight while the rotor blades 2 rotate, the openings 10 are located on a trailing edge of the rotor blades 2. During operation, the exhaust from engine 6 is directed over rudder 5 to provide directional control of aircraft 1.

[0107] The reaction-jet helicopter 1 has an assembly 25 for manipulating airflow between the compressor 7 and the openings 10. In particular, the assembly 25 involves a duct component 15 fixed within the duct 8. The assembly 25 further involves a sloped hub swirl component 16 located within the hub 9. The duct component 15 has an angled surface relative to the sides of the duct 8 and the initial input airflow direction. The duct component 15, as shown in FIG. 4, is a helical blade that is located in the airflow pathway between the compressor 7 and the hub 9. The helical blade of the duct component 15 has a plurality of turns. The surface of the duct component 15 is arranged to meet the airflow as it enters the duct 8 and to impart a rotation to the airflow within the duct 8, which has a substantially linear flow as it is exhausted from the compressor 7 into the duct 8. As the airflow strikes the duct component 15 it is forced along the surface of the helix into a swirl pattern. The airflow is then rotating when it meets the hub 9. The airflow is therefore more easily diverted into the blade cavities 31, minimizing energy loss.

[0108] The hub swirl component 16, as shown in FIGS. 3, 5 and 6, has an impeller 17 which is releasably fixed within the hub 9. In other embodiments, it is possible to have the hub swirl component 16 fixed within the hub 9 such that it moves relative to the hub 9, or rotatably fixed relative to the hub 9, such that it rotates independently of the hub 9. The impeller 17 is dome shaped and, in this embodiment, the steepness of the slope of the dome increases from the base 26 of the dome the to tip 27, providing a curving slope. The hub swirl component 16 comprises a plurality of blades 28. The blades 28 define the dome shape of the hub swirl component 16. In this embodiment, the blades 28 are identical in shape, but in other embodiments the shapes may vary. In this embodiment, the hub swirl component 16 comprises eight blades 28. Each blade 28 extends from the periphery of the base 26 of the hub swirl component 16, to the tip 27. In the centre of the dome of the hub swirl component 26 is a dome-shaped supporting structure 29 that supports the blades 28. The blades 28 extend initially radially outwardly from the tip 29 and then sweep backwards and downwards around the dome shaped supporting structure 29 to the periphery of the base 26. In the embodiment shown the blades 28 are equi-spaced angularly around the dome shaped supporting structure 29 although this is not essential.

[0109] The tip 27 of the dome is coaxial with the duct 8, protruding into the airflow pathway such that the airflow is urged along the slope of the dome and along the blades 28 towards the receiving apertures 32 of the cavities 31 of the rotor blades 2. The base 26 of the dome of the hub swirl component 16 is arranged to be aligned with the inlet aperture 32 of the blade cavities 31. This further mitigates airflow energy loss, reduces pressure build-up within the duct 8 and increases flow through. When the hub swirl component 16 is fixed relative to the hub 9 and therefore the rotor blades 2, the action of the airflow on the hub swirl component 16 encourages rotation of the blades 2, further improving efficiency.

[0110] The hub swirl component 16 is further linked to a dynamo 18 which generates electricity as the hub swirl component 16 rotates. When excess mass flow is generated the hub swirl component 17 may be released from the rotation of the rotor blades 2. The hub swirl component 17 can then rotate at speeds in excess of that of the rotation of the blades 2, generating electricity via engagement with the dynamo 18. The dynamo-produced electricity can then be used to at least partially power component parts of the reaction-jet helicopter 1. The reaction-jet helicopter 1 further has a control means 33 that is preset to determine when to engage/disengage the hub swirl component 17 relative to the blades 2. Various types of control means could be used to engage/disengage the hub swirl component 17 from the hub 9. For example, the control means could be actuated by pressure force which disengages the hub swirl component 17 from the hub 9 when a preset pressure in the hub is reached. Alternatively, the control means 33 may have a pressure transducer to control a locking pin to lock the hub swirl component 17 relative to the hub 9. Alternatively again, the control means may comprise a mechanical means for disengaging the hub swirl component 17 when a preset rotor speed is reached. In some embodiments, combinations of these control means may be present in the reaction-jet helicopter. The hub swirl component 17 thereby serves three functions: the curved slope reduces energy loss in the airflow from the duct 8 to the blades 2; the impellor shape is rotated by the airflow urging rotation of the blades 2, and; engagement with the dynamo 18 generates useable electricity that can further power the compressor 7 and the helical blade 20.

[0111] In use, the reaction-jet helicopter 1 is operated by a user powering up the engine 6. The engine 6 powers the compressor 7 which compresses atmospheric air and exhausts the air into the duct 8. The air rapidly expands and moves linearly along the duct 8 where it contacts the duct component 15. The duct component 15 imparts a rotation to the airflow before it enters the hub 9. In the hub 9, the airflow drives the hub swirl component 16 and is urged by the curved slopes of the hub swirl component 16 into the cavities 31 of the rotor blades 2. The airflow continues along the rotor blades 2 and exits at the openings 10 located at the tips of the blades 2. The reactive forces of the expulsion of the air from the openings 10 causes the blades 2 to rotate, providing lift and propulsion. Where excess mass flow is experienced in the duct 8, the hub swirl component 16 is disengaged from the rotor blades 2. The airflow causes the hub swirl component 16 to rotate faster than the speed of the rotor blades 2 thereby driving the dynamo 18 with increased force and generating increased amounts of electricity. The electricity is stored in a battery 34 and is useable to power the compressor 7, thereby reducing the energy consumption of the engine 6. When the flow rate has reduced the hub swirl component 16 engages with the blades 2 and rotates relative to the blades 2.

[0112] Various modifications will be apparent to this skilled in the art. For example, a helical blade is not necessarily required to impart a swirl effect on the airflow within the duct. Any geometrical form that provides imparts a rotation to the airflow is within the scope of the invention. Alternatively, non-physical means are possible such as auxiliary air jets located along the duct 8 in position to impart a swirl are possible. It would also be possible to movably and releasably fix the duct component 15 within the duct 8, and even power rotation of the duct component 15 to accelerate movement of air through the duct 8. The reaction-jet helicopter 1 could also have a motor for powering rotation of the duct component 15 within the duct 2 when the blade 15 is not fixed relative to the duct 2.

[0113] In the preceding discussion of the invention, unless stated to the contrary, the disclosure of alternative values for the upper or lower limit of the permitted range of a parameter, coupled with an indication that one of the values is more highly preferred than the other, is to be construed as an implied statement that each intermediate value of the parameter, lying between the more preferred and the less preferred of the alternatives, is itself preferred to the less preferred value and also to each value lying between the less preferred value and the intermediate value.

[0114] The features disclosed in the foregoing description or the following drawings, expressed in their specific forms or in terms of a means for performing a disclosed function, or a method or a process of attaining the disclosed result, as appropriate, may separately, or in any combination of such features be utilised for realising the invention in diverse forms thereof as defined in the appended claims.