Ultra-High-Pressure Fluid Injection Dynamic Orbit-Transfer System and Method Used in Aircraft

Disclosed is an ultra-high-pressure fluid injection dynamic orbit-transfer system and method to be used in aircraft. A collection of spray heads with nozzle holes are arranged symmetrically in effuser units placed on the flight surfaces or main body of an aircraft. These effusers allow more rapid and efficient changes of direction and motion.

THE SPECIFIC IMPLEMENTATION METHODS

The following will make detailed descriptions on the invention by using attached Figures. This kind of manufacturing technology is very clear for the professionals in this field.

The invention applies to civilian and military aviation and aerospace fields.

The Effects Applied in the Modern Aircrafts:

When the combined nozzle holes are used in the tail or ventral fin of the military or civilian aircraft with tail as injection parts, the cellular geometric shaped air injection effect.

SeeFIG. 4: The combined nozzle holes are installed in the two opposite sides of the aircraft tail and in the symmetric sides of the upper and lower layers of the tail, where each square hole represents a spray head of one combined nozzle hole; after programming, a great of ever-changing air injection can be formed.

Example ofFIG. 1: when the combined nozzle holes are open, it generates a “-” shaped injection layout; when the combined nozzle holes are open, it generates a slanting rectangular shape; when the to combined nozzle holes are simultaneously open, it forms an L-shaped injection layout.

When the combined nozzle holes are used as injection parts in the wing flap, ailerons or canard of the military aircraft without tail, the cellular is geometric shaped air injection effect.

InFIG. 5: In the original part location of aircraft wing's flaps, ailerons or canard the upper, middle and lower coherent and symmetrical combined nozzle holes are installed where each square hole represents one spray head of a combined nozzle hole, after programming, a single row shaped injection or multi-row shaped air injection can be formed.

Example ofFIG. 2: the gray color section is the single row injection layout; the part with black lines are double-row injection layout; if necessary, it can generate the three-row, tour-row and above layouts of combined nozzle holes.

The flaps, ailerons, tail (including horizontal tail and vertical tail), canard and ventral fin, etc. installed in the existing aircrafts are all used for take-off, landing, balance, orbit transfer, etc; or used for short-distance take-off, landing, rolling for the battle planes. The fundamental principle of these orbit-transfer devices is: when these devices are open, the horizontal airflow will encounter the resistance, so that it has to change the direction, resulting in the orbit-transfer effect of to the aircraft.

The invented system can help aircrafts to remove all complicated orbit-transfer assistive devices other than the aircraft fuselage and wings, so as to greatly simplify the aircraft's internal and external structure; in addition, by removing the weight of these device, the aircraft can add is more fuel or supplies, so that the economic benefits of flying can be greatly improved, and can play a positive role in certain aspects for the design of future aviation aircrafts. There are different effusers and the combined nozzle holes installed in different locations of an aircraft, at the time of orbit transfer, the operator can open the effusers and the combined nozzle holes in different locations of aircrafts, so that it can provide the aircraft with vertical take-off, vertical landing, hovering, balancing, swerving orbit-transfer and rolling effects.

SeeFIG. 4andFIG. 5: show the originally locations installing the flaps and ailerons in the leading edge or trailing edge of the wings currently have been modified to install the combined nozzle holes, according to the controller's command, the spray heads can inject airflow to more than one directions to obstruct the pass of the horizontal airflow and make the horizontal airflow to change its direction.

See the location the effect of the installed combined nozzle holes can replace the functions of the full-motion canard of the battle aircraft.

The application of the invention in the disc aircrafts including following units:

1. Engine: According to the different application requirements of the aircraft to choose different “rocket engine”, “aircraft engine”, or other is types of engine. One or more engine can be chosen for a combined use to provide power for the aircrafts.
2. The cooling system of aircrafts: used to avoid the dysfunction of some engine parts or other devices due to the high temperature generated by the engine. Cooling can protect the engine parts and other parts of the equipment to work normally.
3. The ultra-high-temperature resistant, high-pressure energy storage device (hereinafter referred to as: the storage device): as there is high temperature, high pressure energy generated by the engine, to preserve such high temperature, high pressure energy, there must be a storage device that can resist the ultra-high-temperature and high pressure. The energy in the storage device is used for: firstly, the provision of the energy source when the aircraft is flying in the atmospheric layer with low speeds; secondly, the provision of the energy source for the orbit-transfer of the “ultra-high-pressure fluid injection dynamic orbit-transfer system”.

The number of the storage devices selected depends on the design to requirement of the aircraft. It can select one or several storage devices for combined use. The advantage to use multiple storage devices is to be able to obtain the steady air pressure in every individual storage device to avoid the mutual pressure interference when making air injection among different routes of spray heads, which play a is pressure-stabilization role.

4. The ultra-high-temperature & high pressure resistant air pipeline: is designed and laid based on different usage requirements of aircrafts. Connect the pressure storage device with the effusers or the combined nozzle holes. The pipeline mainly plays a role in transporting dynamic gas for all routes of effusers and spray heads.
5. The ultra-high-temperature & high pressure resistant flexible effusers: according to the characteristics of exterior design of an aircraft, in the necessary locations of the aircraft, one or more air injection effuser can be installed to provide an aircraft with energy for its vertical launch, horizontal flight, hovering and orbit transferring, etc.
6. The ultra-high-temperature & high pressure resistant flexible or fixed spray heads: According to the aircraft's design requirements, it can re-arrange the cellular geometric shaped spray heads to different combinations of spray heads with different density, different diameters of nozzle holes, fixed or rotating spray heads and any geometric shapes (hereinafter referred to as the combined nozzles holes) and install them to in the required inner part of the shell of the aircraft and be used along with the effusers, which can help the aircraft to make vertical launch & landing, hovering, balancing, breaking, super-maneuvering orbit transfer. This system can replace a variety of devices with “visible orbit-transfer” in the modern aircrafts.
7. The central automatic control system: it is the central automatic control system of aircrafts and connects with all devices in the aircraft through cable wires. It will automatically control, command, and deliver all instructions of the actions on the aircrafts according to the set program.
8. Other important auxiliary equipment: The ultra-high-temperature & high-pressure-resistant air pressure regulator; the ultra-high-temperature & high-pressure-resistant valves and so on.

The Application Results of the Storage Device:

We take the stored ultra-high temperature & high-compressed air energy as aircraft's energy carrier, along with the system of the invention to explain aircraft's vertical takeoff & landing, low-speed horizontal flying, hovering and orbit transfer and other issues.

We know that when an aircraft is making a low-speed flying in the sky, it does not need “the first cosmic velocity” or “the second cosmic velocity” energy, we only need to control the energy source released to from the work of the “rocket engine” and store this energy released by it in the storage device to be as the energy source of aircraft's vertical takeoff & landing, low-speed horizontal flying, hovering and orbit transfer, etc and, according to the action requirement of the aircraft, the central control system shall control the release volume to help aircraft to is complete these actions.

When the aircraft needs “the first cosmic velocity” or “the second cosmic velocity” to go through the atmospheric layer, we then release large amounts of energy or called thrust augmentation, allowing the thrust generated by the energy to be released from the effuser to propel the aircraft directly, namely shooting the arrow at the target and releasing according to the needs.

Laying Method of the Effusers and the Application Results of the Effuser when Making Injection:

Firstly: I, the inventor, when doing design, have divided the structure of an aircraft into upper, middle and lower layer, and the storage devices are placed at the middle of the upper part of the middle and lower layer in the aircraft. (SeeFIG. 6)

Secondly: In the center of the middle layer of the aircraft, four exhaust effuser outlets are arranged in four directions with 90-degree angles. The four outlets are marked as14A,14B,14C &14D The purpose to arrange to the four effusers with 90 degree angles centered in the central point of the aircraft is, when the two forces intersect at the center, it will jointly become a forward acting force, when the two adjacent effusers make injection, the aircraft would fly horizontally forward; when closing one effuser on one side and open the adjacent effuser on the other side to is blow off, the aircraft will make 90 degree angle of orbit transfer movement; When closing two open effusers and opening other opposite effusers to blow off, it will immobilize the aircraft or make the aircraft to reverse the direction of horizontal flying. Every effuser is controlled by the central control system, and every effuser has its independent systematic set-up for its opening and closing. Every effuser can use the method of installing the injection valve to adjust the injection force of each effuser mouth. The installation of the dam-board can change the direction of air injection.

Thirdly: In the underneath of the air pressure storage device, there is a row of circular shape effusers with downward injection and the quantity of the effusers can be determined according to the needs. This group of effusers mainly serves as providing aircraft's driving force in vertical takeoff & landing and hovering.

The Design of the Combined Nozzle Holes Arrangement and the Application Results:

The combined nozzle holes are installed in surface layer of the aircraft's upper and lower layers. When the aircraft need orbit transfer movement when doing horizontal flying, the spray heads will make air injection under the instruction of the controller, the moving direction of the blow-off gas is perpendicular to the moving direction of the airflow on is the surface of the aircraft, when the blow-off high-pressure gas acts as a wall to hinder the pass of the horizontal airflow, the horizontal airflow will force to change its moving direction, thus forming an acting force moving to another direction and the aircraft is relying on this acting force to realize its orbit transfer. When the aircraft has completed its orbit transfer, the control system will close the nozzle holes so that the aircraft can resume its horizontal flying movement.

The spray angle of the fixed spray heads can be set according to the needs and the angle-changeable spray heads can change the injection angles.

The Results of the Combined Applications of the Aircraft Effusers and the Combined Nozzle Holes:

We install the cellular geometry shaped combined nozzle holes in the surface layer of the upper and lower layers of the aircraft. When the combined nozzles holes are jointly used with aircraft's effuser device, the aircraft will have a variety of changes in flight, which is the to maneuver orbit transfer of flying disc aircraft type that we are looking forward to seeing.

As the aircraft is a round dish-shaped object, the effusers and the combined nozzle holes are arranged with a circular type of radiation outward from the center, thus there is no clear head or tail direction for a is aircraft and the four directions can be called as the head or tail. Only if we specifically name a certain part as the head, this direction is the head of the aircraft.

In addition, because of the characteristics of the aircraft, combined with the following figure illustrations, let us show, after the aircraft has installed the “ultra-high-pressure fluid injection dynamic orbit-transfer system”, how the approach that is based on the combined nozzle holes and supported by the effusers can make the aircraft do up and down, left and right, etc any direction orbit transfer tlight.

The Cooling Effects on the Surface of Aircrafts

As the aircraft can make either low-speed flight, or super-high-speed flight, when the aircraft in high speed flying achieves certain speed, the operator can use foresaid left and right orbit transfer method and set the flight mode of the aircraft to be: the mode in which it will take the center of the aircraft as the centripetal force to make the forward rotation flight. This flight mode can avoid the generation of shock wave phenomena (or to call the sonic boom), because the force bearing points on the surface of the flyer are dissolved by the centrifugal force of high-speed rotation, this can greatly lower the high temperature generated by the direct force bearing and the friction with the airflow on the aircraft's surface, and can significantly protect the surface of the aircraft.

The Aircrafts Navigate on the Water:

Since aircraft's all orbit transfer actions are completed through the opening or closing of the exhaust valve, and the exhaust valve only allows the outward movement of gas emissions, therefore when the exhaust valve in the lower layer of the aircraft is fully closed, it can float on the water. When opening the effuser at the tail to blow off, the aircraft became a water sports device sailing on the water. The combined nozzle holes on the upper and lower layers of the aircraft along with the gas injection can help aircraft to do balancing, orbit changing and other actions.

The Aircrafts Navigate Under Water

When the aircraft has closed all the vents, it is an airproof object and can float on the water. If we design a water storage compartment within the aircraft (similar to the submarine's principle), or release a water bag (similar to the principle placing an air bag in the outer edge of a to hovercraft) to which add some water, the aircraft will sink; when it sinks to the desired depth, the opening of effuser to blow off will make the aircraft become a underwater motion device. The balance and orbit transfer principle under water is the same as that when flying in the sky, the difference is that, when flying in the air, the resistance to the aircraft is from the air, while moving under water, the resistance to the moving object is from water. As the aircraft has installed the “ultra-high-pressure fluid injection dynamic orbit-transfer system”, the orbit-transfer under water is just as easy as it does in the air.

The Invisible Role of Aircrafts

As there are no any protrusions on the surface of the aircraft, and all the orbit transfers will use the combined nozzle holes; in addition, due to its circular shape and the outer circle design with 30 degree angle, all of which can make an aircraft have a good invisible effect.

SeeFIG. 7: The Design and Application of the Effuser Arranged in Four Directions in the Middle Layer of Aircrafts The effect to make cross arrangement of effusers centered on the center of the aircraft is, when two acting forces intersected at the center, they will become a combined forward acting force the advantage of four-direction arranged effusers is: when opening the adjacent15C and to15D effusers, the aircraft's flight direction is along the horizontal direction); when opening the adjacent15A and15D effusers, the aircraft will be immobilized, or make reverse horizontal flight; when open15B and15C effusers, the aircraft will fly horizontally toward left 90-degree direction with when opening15A and15D effusers, the aircraft will fly horizontally toward right 90-degree direction.

SeeFIG. 8: Design and Application of the Effusers in the Lower Layer of the Aircraft

It is selected to arrange the downward straight-emission effusers for vertical take-off and landing in the center of the inner ring of the lower layer of the aircraft to provide aircrafts with downward air injection in the event of their vertical takeoff, landing and hovering. Coordinating with the combined nozzle holes that can help balance the aircraft by their injection force can use them. In addition, it also can select to arrange the effusers for vertical take-off and landing in the outer ring of the lower layer of the aircraft. The advantage of the effusers in the outer ring of the lower layer is can provide better stability for the take-off and landing of aircrafts than that when they are located in the center, the disadvantage is to need a bigger space.

Hovering in the air: it can be realized by using the combined-nozzle-hole-based injection hovering mode. As, at this time, the aircraft to does not need a big upward thrust, the only thing is to guarantee the balance between the its downward gravity and the upward force of aircraft, of course, it also depends on whether the injection force of the combined nozzle holes is able to support the gravity of the aircraft.

SeeFIG. 9: The Design of the Combined Spray Heads Arrangement of Aircrafts

Aircraft is a circular object, the inventor designed the combined nozzle holes to be the circular shape with the same quantity of the combined nozzle holes arranged in the upper and lower surface layers and with the symmetric installation locations. This same quantity and symmetric arrangement can guarantee the synchronization of orbit-transfer by injection (seeFIG. 9), when opening the combined nozzle holes as in following form (seeFIG. 10), it requires to have an application result that allows the aircraft to launch at 30 degree angle (seeFIG. 10-A) or landing (seeFIG. 10-B), and the break effect when aircraft is in flight (seeFIG. 10-C).

SeeFIG. 10-Aaircraft launch: Open the effusers for vertical takeoff and landing to allow the aircraft to be launched to a certain height, then open15C and15D effusers to make the aircraft advance toward the horizontal direction; when crawling up, close the vertical launch effusers to and open the combined nozzle holes in the lower layer at the same time, as the lifting force of the horizontal airflow is obstructed by the vertical injection gas from the spray heads, the direction of the airflow is forced to change, and the aircraft will move with its head upward, resulting in a slanted upward orbit-transfer flight.

SeeFIG. 10-Baircraft landing: When the aircraft needs landing while it is in the horizontal flying, close15C and15D effusers, and the aircraft will maintain its flying under the inertia of flight speed. Open the combined nozzle holes in the upper layer, because the horizontal airflow in the upper surface of the aircraft is resisted by the vertical airflow from the spray heads, the direction of the airflow has to be changed and the aircraft will move with its head downward, resulting in a slanted downward orbit-transfer flight.

SeeFIG. 10-Cbraking effect: when the aircraft needs to be immobilized while it is doing horizontal flight, close15C and15D effusers, due to inertia, the aircraft will maintain its forward flying; then open the combined nozzle holes in the upper and lower layers, the horizontal airflow and the vertical injection airflow will form a confrontation vertically as like a air wall to obstruct the forward movement of the aircraft, resulting in a braking effect.

SeeFIG. 10-D&FIG. 10-E: aircraft left and right turn orbit-transfer flight diagram: The combined nozzle holes have same arrangement in the upper and lower surface layers of the aircraft with symmetric installation locations. This kind of symmetric arrangement and installation can guarantee the synchronization of aircraft's orbit-transfer by injection.

SeeFIG. 10-Dturn-left orbit change: When an aircraft needs a left-turn orbit change while doing horizontal flight movement, open the combined nozzle holes in the upper and lower layers for 45 degree turn-left orbit change, as the horizontal airflow is encountered with the resistance of the injected airflow barrier; the heading of the aircraft will turn to left direction, resulting in the transfer of the orbit. When the orbit-transfer angle is achieved, close the combined nozzle holes and the aircraft will fly along the changed direction.

SeeFIG. 10-Eturn-right orbit change: When an aircraft needs a right-turn orbit change while doing horizontal flight movement, open the combined nozzle holes in the upper and lower layers for 45 degree turn-right orbit change, as the horizontal airflow is encountered with the resistance of the injected airflow barrier; the heading of the aircraft will to turn to right direction, resulting in the transfer of the orbit. When the orbit-transfer angle is achieved, close the combined nozzle holes and the aircraft will fly along the changed direction.

SeeFIG. 11andFIG. 12for the application of the invention in is the helicopters: When applying the “fluid injection dynamic orbit-transfer system” to the helicopters, it must combine the amphibious movement devices (i.e. sea, land and air carrying vehicles) for consideration. In regarding a low-altitude, low-speed transport vehicle that can work either in air, or on land or on water, the main consideration for design is how to remove the propeller blades on a helicopter's head, and the “ultra-high-pressure fluid injection dynamic orbit-transfer system” can achieve this goal.

Firstly, use the effuser installed in the bottom of an aircraft to provide part of vertical lifting force for the helicopter, then install a polygonal rotating disk, either a quadrangle, or a hexagonal or a octagonal, in the top of the bearing of the helicopter's propeller, and the combined nozzle hole system can be installed on the surface of each disk. Both the middle of the bearing and the middle of connected rotating disc are hollow for transport of the air, in this way, the rotating disk on the top can be provided with air; while the axis is in high-speed rotation, the combined nozzle holes on the side of the top disc will inject airflow out, and the air to injected is shaped like the propeller blades. Therefore, such design has transferred the original “visible propeller blades” to the “invisible propeller blades” of the helicopter.

Although there are injections from the bottom effusers to help provide forces, the launching force may not be as big as that of “visible propeller blades” to bear the gravity, but we can increase the engine power to increase the air pressure and the invisible blades to increase its launching force. The real situation of this imagination can be verified through tests. Helicopter's self-rotation effect and orbit transfer issue can be addressed by installing the “orbit transfer system” at the proper locations of the fuselage. As the propeller blades have been changed from the “visible” to “invisible”, the safety factor has been greatly increased. When in navigation on the water, turn off the upward invisible propeller valve, instead turn to the backward injection mode, which acts as a thrust for forward navigation.

SeeFIG. 13for the application of the invention in rockets and to missiles: All existing missiles have equipped with the intelligent control system, but no matter how intelligent the missile is, the orbit transfer has to rely on the heavy wing to complete. Hiow to help missiles to change the status quo and make them lighter, simpler in structure, and more flexible in maneuver orbit transfer, the answer is to install the combined nozzle holes of the “ultra-high-pressure fluid injection dynamic orbit-transfer system” in the missiles. The specific method is as follows: install injection effusers in the pressure compartment of the missile for the use of the combined holes in orbit transfer; in the surface layer of the missile, install the combined spray heads in the proper locations of the missile body and the injection mode will be controlled by the central automatic controller, thus producing a variety of modes and methods for the orbit transfer.