Eads Deutschland Gmbh

Airbus Defence and Space Gmbh

Jost Seifert

Aircraft with an emission-free drive and method for emission-free driving of an aircraft. The aircraft includes a drive device structured and arranged to generate thrust, a lift device structured and arranged to generate lift, and a heat engine structured and arranged to convert thermal energy into kinetic energy to drive the drive device. The heat engine includes at least one flat-plate Stirling engine drivable by solar thermal radiation.

Stirling engine for an emission-free aircraft

A wind power rotor has a first and second rotor device. The first rotor device rotates about a first axis of rotation and has at least two rotor blades moving on a peripheral track about the first axis of rotation. The rotor blades are such that they describe a virtual first shell surface of a virtual first rotating body upon rotation about the first axis of rotation. The second rotor device rotates about a second axis of rotation and has a second rotating body with a closed second shell surface. The second rotating body is arranged at least partially inside of the virtual first rotating body. The first rotor device can be driven by wind in a first direction of rotation and the second rotor device has a drive device, and can be driven in a second direction of rotation which is opposite that of the first direction of rotation.

Wind-powered rotor and energy generation method using said rotor

Thrust vector control for a vehicle having a fluid drive, vehicle having thrust vector control and method of controlling thrust vector. Thrust vector control includes a thrust current region for a thrust current of a propulsion stream having a flow direction; a steering mechanism for the thrust current including at least one steering device arranged at least in a peripheral region of the thrust current region, and the at least one steering device includes a rotational body with a lateral surface and a rotational axis arranged transverse to the flow direction, and the rotational body being rotatable so that a first part of the lateral surface exposed to the thrust current rotates in a first rotational direction, whereby a Magnus effect is produced to deflect the thrust current. The first rotational direction is in a direction of the thrust current.

Thrust vector control

A control force transmission arrangement for an aircraft is provided. A transmission device has a first and a second force transmission point, and a coupling unit disposed between them. The coupling unit has a first and a second side element and a connecting element. The first and the second side elements are each connected to the first force transmission point and to the connecting element. At least the first side element has an element for altering the length of the side element. The second force transmission point is provided on the connecting element and is adjustable at least between a first and a second position.

Transmission of a control force

Aircraft with an emission-free drive and method for emission-free driving of an aircraft. The aircraft includes a drive device, having a flapping wing device, structured and arranged to generate thrust, a lift device structured and arranged to generate lift, and a heat engine, having at least one flat-plate Stirling engine drivable by solar thermal radiation, structured and arranged to convert thermal energy into kinetic energy to drive the drive device. The flapping wing device includes at least one flapping wing, which is pivotable transverse to a flight direction.

Stirling engine with flapping wing for an emission-free aircraft

An aircraft having a variable geometry for adapting the flight characteristics to different flight situations includes a fuselage with a pair of wings projecting on both sides of the fuselage in the transverse direction (y), each of which wings has an inner wing section arranged stationarily with respect to the fuselage and an outer wing section adjacent thereto and pivotable about a pivot axis. The pivot axis is oriented in a direction deviating from the longitudinal direction (x) of the aircraft by a maximum of 40&#xb0;.

Aircraft having a variable geometry

A wind power hybrid rotor of a wind power plant for converting wind energy into drive energy is provided. For a utilization of the wind energy in a manner as efficient as possible, a wind power hybrid rotor is provided with a cross-flow rotor, a guide device and a Magnus rotor. The cross-flow rotor is supported so as to be rotatable about a rotational axis and has a plurality of axially extending rotor blades. The guide device has a housing segment partially enclosing the cross-flow rotor in the circumferential direction in such a manner that the cross-flow rotor can be driven by inflowing wind. The Magnus rotor axis is arranged within the cross-flow rotor, and the Magnus rotor axis extends in the direction of the rotational axis. The Magnus rotor has a closed lateral surface and is rotatably driven about the Magnus rotor axis by a drive device.

Wind power turbine combining a cross-flow rotor and a magnus rotor

A hybrid rotor for an aircraft includes a Magnus rotor rotatable around a Magnus rotor axis and a transverse flow rotor that is kept rotating around an axis of rotation and has a number of axially extending rotor blades that are actuatable to rotate around the axis of rotation and are configured stationary relative to the tangential angle position. The Magnus rotor is located within the transverse flow rotor and has an axis extending in the direction of the axis of rotation. The guide mechanism has a housing segment partially surrounding the transverse flow rotor in the circumferential direction. The housing segment has an adjustment mechanism and is deflectable relative to the Magnus rotor axis. The housing segment is aligned such that the transverse flow rotor generates a propulsion force and causes a transverse flow onto the Magnus rotor to generate lifting force by way of a Magnus effect.

Magnus and transverse flow hybrid rotor

A track guidance system for guiding a vehicle with reference to pre-specified desired values of at least one application phase, includes a script development function () for developing an application script that defines pre-specified desired values of application phases according to which the vehicle is to be guided, at least one track regulator () for guiding the vehicle with reference to the pre-specified desired values, an input function () for the user to develop a regulator matrix that allocates track regulators to the application phases, an application control () for controlling the time sequence of the application phases on the basis of the corresponding pre-specified desired values, a regulator control () for activating the respective track regulator relevant in the respective application phase, whereby the respectively active track regulator () transfers its status for control or monitoring to the regulator control ().

Vehicle guidance system for automatic vehicle guidance

A flight control display shows a representation of terrain, the horizon, an aircraft with a fuselage and aircraft wings, and a gamma ladder. The observer has a viewing direction at least in a predefined attitude range, which viewing direction is directed along the momentary flight path. The aircraft is therefore rotated depending on its momentary angle of incidence and angle of yaw with respect to the observer's viewing direction. The representation of the terrain is obtained from the relative position of a geodetic system of coordinates X, Y, Zand an aerodynamic system of axes of the airplane, in which case a reference line of the gamma ladder coincides with the horizon.

Growing community of inventors

Manching, Germany

Jost Seifert