Abstract:
In accordance with the present invention, an embodiment of a rotational ducted fan motor comprises a monolithic rotational ducted fan rotor, an electric propulsion system, a static aft-shroud comprising electrochemical-energy-storage, and an engagement system. The rotational ducted fan rotor is the portion of a ducted fan motor comprising a propeller, a duct, and a center hub, and having the effect of increasing the pressure difference from upstream to downstream of the propeller. The electric propulsion system comprises permanent magnets affixed to the rotational ducted fan rotor, repelling magnetic coils affixed to the static aft-shroud and electrical power provided by the electrochemical-energy-storage comprised within the aft-shroud.

Description:
RELATED APPLICATIONS 
       [0001]    The present application is a continuation application of U.S. patent application Ser. No. 14/095,737, filed Dec. 3, 2013, for ROTATIONAL DUCTED FAN, OR RDF FAN MOTOR, by Devin Glenn Samuelson, included by reference herein and for which benefit of the priority date is hereby claimed. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to an aircraft propulsion system, and more particularly to a novel rotational inlet shroud, and additionally to an energy storage and maintenance system. 
       BACKGROUND OF THE INVENTION 
       [0003]    For each barrel of crude oil refined, approximately only 4 gallons of jet fuel are realized. Specific to aircraft fuel, there is a limited global supply of the natural resource of carbon based fuels such as oil. In consideration of other hybrid systems or alternative biofuel systems, the problem of supply and dependence on these types of natural resources creates new economic challenges such as increased consumable costs due to competing markets, consumable shortages, or even climate disruptions. Given the current path as the global economy increases the supply and demand of oil creates significant risks for economic stability internationally. This strain stems from an imbalanced use of natural resources and too high of dependence on non-renewable energy sources. The carbon footprint of aircraft is negatively impacting the environment from both an atmospheric output of propulsion exhaust, and the extraction and refinery processes of petroleum or biofuels. A typical 150 passenger aircraft consumes an average of about 100 lbs of carbon based fuel per minute, or otherwise stated, nearly 15 gallons per minute. This realization has set in motion the quest for improved efficiency and technology for the development of electrical propulsion systems which use electrical energy that may be derived and stored from a number of other alternative or renewable methods. In addition to the type of energy resource to use, consideration must be given to the supporting infrastructure that will be necessary to support the operation of such new machines in a commercial transportation industry. Other problems that exist with combustion type systems include design restrictions to accommodate a safe combustible containment structure that facilitates the need for only using static fluid containment systems, thus limiting efficiency to be achieved primarily through focused attention to fluid density, achieved through compressors, entropy, and static nozzle designs historically. 
         [0004]    Other aircraft propulsion systems currently include carbon-fueled combustion methods of propulsion such as combustion jet engines, turbo-fan engines, turbo-prop engines, and liquid or solid rocket fuel systems. Additionally, electric ducted fan motors are used in the model radio controlled airplane industry. 
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         [0044]    No other solutions in existence today address the three problems that the rotational ducted fan propulsion motor addresses. The use of a static inlet shroud of traditional gas or electric ducted fan motors does not allow the maximum pressure differentials to be achieved between the inlet and the aft exhaust of the system. Additionally, it is common for traditional gas or electric ducted fan motors and propeller propulsion systems to experience efficiency losses at the outer blade tips which results in axial propulsive thrust losses. The operational costs for current carbon fueled combustive propulsion systems are extravagant, for example, with 150 passenger aircraft consuming nearly 15 gallons per minute of a non-renewable fuel source will have economic consequences to future generations, combustive propulsion systems generate noise that creates weight inefficiencies since noise reduction becomes an integral part of the design, and reverse thrust systems are required. 
         [0045]    Electric ducted fan systems have shortcomings too. Traditional electric ducted fan motors rely on a separate battery source which results in energy losses through wire resistance caused from separating batteries or stored energy some distance away from its point of use. Traditional electric fan motors have a static shroud and a dynamic hub which the aero foil blades are attached, which contributes to airflow energy losses at the blade tips, similarly to those losses experienced by combustive propulsion systems. 
       SUMMARY OF THE INVENTION 
       [0046]    In accordance with the present invention, an embodiment of a rotational ducted fan motor comprises a monolithic rotational ducted fan rotor, an electric propulsion system, a static aft-shroud comprising electrochemical-energy-storage, and an engagement system. The rotational ducted fan rotor is the portion of a ducted fan motor comprising a propeller, a duct, and a center hub, and having the effect of increasing the pressure difference from upstream to downstream of the propeller. The electric propulsion system comprises permanent magnets affixed to the rotational ducted fan rotor, repelling magnetic coils affixed to the static aft-shroud and electrical power provided by the electrochemical-energy-storage comprised within the aft-shroud. 
         [0047]    In another advantageous embodiment, an aft-shroud comprises one mounting section that houses electrical controls and has mounting hanger bars for a hook and latch connection and engagement system of the two replaceable electrochemical storage aft-shroud segments, wherein the electrochemical storage segments of the aft-shroud having the effect of heat exchangers and electrical supply systems for the propulsion system. 
         [0048]    It would be advantageous to provide a machine to convert electrical energy to thrust. 
         [0049]    It would also be advantageous to provide an object to create a fluid pressure difference, decreases pressure at the inlet and increases pressure aft of the system. 
         [0050]    It would further be advantageous to provide an object that converts electrical power into mechanical rotational work with magnetic fields. 
         [0051]    It would further be advantageous to provide a machine that utilizes heat energy created from electrochemical activation into enthalpy with laminar fluid flow at the aft-duct exit nozzle. 
         [0052]    It would be an object of the invention to provide a method for reducing the aircraft non-operational down-times with interchangeable rechargeable electrochemical storage duct segments. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0053]    A complete understanding of the present invention may be obtained by reference to the accompanying drawings, when considered in conjunction with the subsequent, detailed description, in which: 
           [0054]      FIG. 1  is a perspective view of a rotational ducted fan motor; 
           [0055]      FIG. 2  is a front view of a rotational ducted fan motor; 
           [0056]      FIG. 3  is a left view of a rotational ducted fan motor; 
           [0057]      FIG. 4  is a right sectional view of a rotational ducted fan motor; 
           [0058]      FIG. 5  is a perspective view of a method of assembly for the rotational ducted fan motor; 
           [0059]      FIG. 6  is a rear section view of an embodiment of a serviceable aft duct shroud; 
           [0060]      FIG. 7  is a perspective view of an example aircraft and its applicable rotational ducted fan motor installation arrangements; 
           [0061]      FIG. 8  is a plan view of a flow diagram for producing a commercial rotational ducted fan propulsion system; and 
           [0062]      FIG. 9  is a plan view of a rotational ducted fan system with interactions to other associated systems. 
       
    
    
       [0063]    For purposes of clarity and brevity, like elements and components will bear the same designations and numbering throughout the Figures. 
       DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0064]      FIG. 1  is a perspective view of a rotational ducted fan motor. Referring more particularly to the drawings, embodiments of the disclosure may be described in the context of an aircraft propulsion system. The embodiment shown in  FIG. 1  comprises a static non-rotating aft duct  110 , and a rotational ducted fan  202 . The rotational ducted fan is described as a dynamic rotor that rotates about an axis parallels to its thrust, and is comprised of an outer shroud or duct that is dynamic and rotates orbitally about a center axis that is parallel to its generally cylindrical shape, and concentric to a center hub and an arrangement of a plurality of propeller blades or airfoils axially perpendicular to the axis of rotation. The rotational ducted fan or orbital fan duct is comprised of a cylinder that has a plurality of propeller blades affixed axially at their substantially larger diameter or blade tip to the inner surface of an approximately cylindrically shaped duct. There may be a center hub that enables its outside diameter to be attached to the least significant diameter of a plurality of axially arranged propeller blades to adjoin essentially two rings, an outer and an inner ring by a plurality of blades between these two rings concentrically about a shared axis. At the least significant or smallest diameter, an airfoil entry lip  104  rotates tangentially to incoming fluid flow to create forward lift, while its affixed propeller blades are creating a forward vacuum and aft thrust pressure  106  as they rotate about axis  108 . 
         [0065]      FIG. 2  is a front view of a rotational ducted fan motor. Referring to the rotational ducted fan motor,  FIG. 2  illustrates the forward component of the system, the rotational ducted fan monolithic rotor. With reference to  FIG. 2 , the control surfaces are of an aerodynamic nature and designed to create forward lift at  104  and the plurality of  106  as these surfaces both rotate coaxially about the axis  208 , while circumferentially creating aft thrust pressure delta. 
         [0066]      FIG. 3  is a left view of a rotational ducted fan motor. Referring to the drawing embodiment of  FIG. 3 , the advantageous embodiment of the rotational ducted fan inlet lip  308  creates a fluidic accelerant for bypass with a drag component airfoil convexly situated generally outside the rotational duct  104 . The dynamic rotor  202  and static shroud  110  are independent of each other, whereby they are separated by a magnetic force field gap  302 . Pursuant to the repulsion of the magnetic fields,  FIG. 4  provides details of the novel energy conversion machine. 
         [0067]      FIG. 4  is a right sectional view of a rotational ducted fan motor. Referring to  FIG. 4 , comprising an aft static duct  110 , an orbiting rotational ducted fan rotor  202 , and various arrangements of neodymium permanent magnets  406  and  414 , and various arrangements of magnetic coils  410  and  412  that work as a system to create kinetic energy from magnetic fields. Further,  FIG. 4  shows the electrochemical current storage cell cavity  418  as comprised in the static aft duct. 
         [0068]      FIG. 5  is a perspective view of a method of assembly for the rotational ducted fan motor. More particularly,  FIG. 5  shows the assembly of how a rotational ducted fan rotor  202  is housed by its static aft shroud or duct housing. In another embodiment  502 , the static aft shroud or duct is segmented into at least two parts, whereby one of the segments mounts to an aircraft  514  and  508 , and comprises a hinge, such as is shown in example element  512 , that allows servicing or removal of at least one other static aft shroud or duct housing segment  504 . 
         [0069]      FIG. 6  is a rear section view of an embodiment of a serviceable aft shroud or aft duct. Referring to  FIG. 6 . the two rear aft shroud duct segments area shown in as an embodiment section  606  with an integrated crook hook  612  that assembles onto a hinge hanger  512 . This method of design embodiment allows for servicing by lifting the panels to an open or removable position, and enables the release of the magnetically suspended rotational ducted fan rotor  202  for removal or replacement as shown in  FIG. 5 . 
         [0070]      FIG. 7  is a perspective view of an example aircraft and its applicable rotational ducted fan motor installation arrangements. In an embodiment shown, an aircraft refers to any aerial form of cargo transportation whereby there is a fuselage or hull  710 . In the embodiment example shown in  FIG. 7 , a fixed wing aircraft  702  receives propulsion rotational ducted fan (RDF) motors  102  mounted to fixed wings  708 , or to fuselage  710 . In another embodiment, a vertical take-off aircraft will also benefit from the advantageous electrical thrust energy to propel the vehicle. 
         [0071]      FIG. 8  is a plan view of a flow diagram for producing a commercial rotational ducted fan propulsion system. Referring to  FIG. 8 , the seven steps of the process necessary to producing the rotational ducted fan propulsion system and implementing it into service, beginning with the design phase  804  whereby Electrijet Flight Systems holds the design authority and design rights for use of the rotational ducted fan rotor in conjunction with an aft duct assembly  102  or any rotational monolithic shrouded propeller with inserted permanent magnets and electrical coils for use in creating resistant magnetic fields to create tangential rotational energy. All materials are procured or manufactured within the production authority of Electrijet Flight Systems  806  and  808  respectively. Systems integration of the rotational ducted fan propulsion system  810  comprises input from airframe manufacturers or retrofit companies, and whereby Electrijet Flight Systems customizes design and application to create required thrust, weight, size, mounting, requirements for said users. Federal Aviation Authority application for Title 14 CFR requirements may be conformed to and certified to support commercial use of the said rotational ducted fan motor for aircraft propulsion  812 . While there is a constant need for rapid travel for longer ranges, some flight paths require intermittent stopping points for servicing. The in-service capabilities of an embodiment of a rotational ducted fan motor lends itself to the removal and replacement of the rotational ducted fan motor  110  and its static aft duct  310  segments  606  to enable cool-down periods for permanent magnets and magnetic coils as well as replacement of static duct segments which are fully electrically charged with stored current in the electrochemical storage cavity  418 . This advantageous embodiment provides for easy maintenance access for servicing and periodic reviews, maintenance manuals, operating manuals, service bulletins, airworthiness advisories, and RF disturbance protections  816 . 
         [0072]      FIG. 9  is a plan view of a rotational ducted fan system with interactions to other associated systems. Referring to  FIG. 9 , the three primary systems comprising the rotational ducted fan propulsion system are shown  902 . Comprising the embodiment of  902 , a rotational ducted fan rotor  304  comprised of a composite inlet lip, thrust propeller  106 , and permanent magnets  406  and  414 . An aft shroud housing duct  110  comprised of composite may also wrap an alumina core housing of an electrochemcial current storage and transfer device enables use of a regenerative magnetic speed clutch shaft supported on a laminar airfoil blade that is affixed in an advantageous embodiment that enables a rigid connection to exactly one segment of the aft shroud  508 . The magnetic coils  412  and  410  receive their systems energy from the electro-chemical storage and dispersement of  418 , and are replaceable in the embodiment  606 . The controls for the release of the energy to the coils is governed by an electrical distribution system  906 . 
         [0073]    Since other modifications and changes varied to fit particular operating requirements and environments will be apparent to those skilled in the art, the invention is not considered limited to the example chosen for purposes of disclosure, and covers all changes and modifications which do not constitute departures from the true spirit and scope of this invention. 
         [0074]    Having thus described the invention, what is desired to be protected by Letters Patent is presented in the subsequently appended claims.