GB2167831A - The controlled propulsive wing - Google Patents
The controlled propulsive wing Download PDFInfo
- Publication number
- GB2167831A GB2167831A GB08517294A GB8517294A GB2167831A GB 2167831 A GB2167831 A GB 2167831A GB 08517294 A GB08517294 A GB 08517294A GB 8517294 A GB8517294 A GB 8517294A GB 2167831 A GB2167831 A GB 2167831A
- Authority
- GB
- United Kingdom
- Prior art keywords
- wing
- aircraft
- propulsive
- aerospace vehicle
- slits
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000001141 propulsive effect Effects 0.000 title claims abstract description 27
- 239000007789 gas Substances 0.000 claims abstract description 17
- 235000015842 Hesperis Nutrition 0.000 claims abstract description 3
- 235000012633 Iberis amara Nutrition 0.000 claims abstract description 3
- 238000000926 separation method Methods 0.000 claims description 5
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 230000007704 transition Effects 0.000 claims description 2
- 230000000694 effects Effects 0.000 claims 1
- 241000272517 Anseriformes Species 0.000 abstract description 3
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 5
- 239000012530 fluid Substances 0.000 description 4
- 238000007664 blowing Methods 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 238000013459 approach Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
- B64C9/38—Jet flaps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
- B64C21/02—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like
- B64C21/04—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like for blowing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/04—Boundary layer controls by actively generating fluid flow
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/06—Boundary layer controls by explicitly adjusting fluid flow, e.g. by using valves, variable aperture or slot areas, variable pump action or variable fluid pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/16—Boundary layer controls by blowing other fluids over the surface than air, e.g. He, H, O2 or exhaust gases
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/10—Drag reduction
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/30—Wing lift efficiency
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
The controlled propulsive wing is a cambered or thin almost flat wing with slits or slots or holes at its surface connected from the inside of the wing to the exhaust end of the thrust type propulsive plant like turbofan and rockets, of the aircraft or aerospace vehicle by means of ducts. The exhaust air or other gases of the propulsion plant are discharged through the slots or slits or holes placed at an appropriate distance from the trailing edge and thus control the boundary layer while at the same time increase the circulation, propel the aircraft or aerospace vehicle and even take the place of the wing's wake. In addition this configuration may be used by controlling the rate of the discharged exhaust air or other gases of the propulsive plant and thus thrust and circulation to provide a totally active flight control, to make ailerons and rudder unnecessary. A similar system may be applied to a canard or foreplane, for pitch control. <IMAGE>
Description
SPECIFICATION
The controlled propulsive wing
This invention relates to aircraft, aerospace vehicles and other vehicles wings.
At present man-made wings are used as means of sustaining flight, that is producing lift, in aircraft and aerospace vehicles like missiles and the space Shuttle and as a means of obtaining control in aircraft, aerospace vehicles and other vehicles like racing motor cars.
Wing technology has been evolved through many development stages in order to provide more efficient wing shapes, shapes that mainly achieve morelift and less drag. Among the different methods considered boundary layer control is a promising one. According to this method additional energy is supplied to the fluid particles which are being retarded in the boundary layer. This result can be accomplished by discharging fluid from the interior of the wing through appropriatekly placed slits at the wing surface. Another option constitutes the removal of decelarated fluid particles from the boundary layer through a perforated wing surface. Both approaches serve to reduce or eliminate separation and to maintain laminar flow over the wing in order to increase lift and even reduce drag.
However both the blowing and the suction methods of boundary layer control require a power plant of their own in order to operate and this penalty in terms of added weight, increased complexity and energy spent to an extent offsets the gains of increased lift and reduce drag. In this context a very interesting case has been proposed in the past for the suction method where the aircraft's propulsion plant was used and not a separate plant. In this way the boundary layer was removed by and used as the intake air of, the aircraft's turbojet propulsive plant and hence the benefits of increased lift and reduced drag are achieved at relatively small cost.
Other propositions with considerably increased effectiveness that have been put forward in more recent times using the blowing method and the principle of supercirculation are those of the jet flap and the augmentor wing.
The jet flap uses the exhaust of the jet engines discharged from the inside of the wing through a hole at the trailing edge. The stream emerges in the form of a thin full span sheet at a downwards oriented angle to the mainstream. It acts just like a large Fowler flap and as it baulks the lower mainstream forces it over the wing and so the usual amount of aerodynamic lift due to circulation is increased because of the supercirculation generated. In addition lift is provided by the vertical reaction of the emerging jet stream and thrust is delivered by the horizontal reaction of the jet which is turned parallel to the flow by the mainstream some distance away.
The jet flap principle can be used in combination with an actual flap and the augmentor wing is a derivative in that direction.
The jet flap has been proposed as a very increased lift and at the same time prkopulsive concept. In this mode the air of the emerging jet is provided through ducts, by the turbojet or turbofan engines of the aircraft. The problems associated with the jet flap in the propulsive mode are mainly the increased weight due to the ducting, the thrust losses due to the ducting, the thrustlosses due to the turning of the emerging jet parallel to the mainstream and the possibility of a sudden stall due to the large separation bubble produced by the jet flap action in the upper surface of the wing.
Accordng to the present invention the whole or part of the exhaust air or other gases of the aircraft's or aerospace vehicle's propulsion plant or plants, propulsion plant or plants of the thrust producing type like turbojects, turbofans, ramjets and rockets and not of the power producing type like piston engines, are discharged from the interior of the aircraft's or aerospace vehicle's cambered or thin almost flat wings through appropriateiy placed slits or slots or holes, at the wing's upper surface.The exhaust air or other gases are discharged tangentiaily or at a small angle to the wing's surface at that position and the slits or slots or holes are placed at an appropriate distance from the trailing edge so that the discharged exhaust air or other gases reenergise the fluid particles which are being retarded in the boundary layer, hence separation is eliminated the transition is delayed or even wholly laminar flow established and in addition the same exhaust air or other gases increase the circulation of the wing-supercircula- tion-and serve to propel the aircraft or aerospace vehicle, as shown in a schematic way in Fig. 1.To establish this configuration the exhaust end of the aircraft's or aerospace vehicle's propulsion plant or plants is connected by means of a duct or ducts to the slits or slots or holes, mentioned above and situated appropriately at the wing's upper surface, as shown in a schematic way in Fig. 2.
The duct or ducts connecting the propulsion plant exhaust end or plants ends to the slits or slots or holes placed at the wing's upper surface, are made in such a way as to minimise the momentum and friction losses of the exhaust air or other gaes that move through them.
According to the present invention an integral part of the above presented configuration is a control mechanism of the mass flow rate of the exhaust air or other gases. This is accomplished either by controlling the propulsion plant or by other means like diverting the flow through other ducts.
According to the present invention the emerging jet does not act as a flap. As it emerges in the form of a thin full span sheet not at the trailing edge and inclined downards but at a distance upstream of the trailing edge at the wing's upper surface, tangentially or at a small constant angle to the wing's surface, it speeds-up the flow over the wing's uper surface by accelerating it rather by curving it.
According to the present invention the aircraft's or aerospace vehicle's flight condition more appropriate for application is the crusing condition and to a lesser extent the landing and take off conditions.
According to the present invention not only a wholly thrust type propulsion plant applies to the situation, but also a partially thrust type propulsion plant like turboprop and propfan.
Here by partial thrust is meant the thrust left from the initial amount used to turn the propeller or the fan.
A controlled propulsive wing as claimed here in Claim I wherein the exhaust air or other gases of the propulsive plant or plants by being used to control the boundary layer they increase the lift and reduce the drag, by promoting supercirculation they increase the lift, by moving next to the wing's surface and then to the area behind the wing propelling the aircraft or aerospace vehicle, they may take the plance of the wing's wake and reduce the drag.
A controlled propulsive wing as claimed here in Claim I wherein the control of flight of the aircraft or aerospace vehicle is not achieved by separate control surfaces like ailerons and flaps. The flight control of the aircraft or aerospace vehicle is accomplished by the controlled propulsive wing by means of controlling the rate of mas flow of the discharged exhaust air or other gases as claimed here in Claim I. This is done either by controlling the propulsive plant or plants and thus the discharged exhaust air or other gases, hence the thrust and circulation and consequently the lift or by controlling by some means, like flow diversion through other ducts, directly the mass flow rate of the discharged exhaust air or other gases and thus control the thrust and circulation and consequently the lift.
In the specific case of an aircraft or aero sapce vehicle doing a right turn for example, instead of using the ailerons and rudder, we can decrease the rate of mass flow of the discharged exhaust air or other gases of the right wing propulsion plant or plants and hence decrease the circulation and consequently the lift of the right wing and at the same time decrease the thrust on the right side and thus make the right turn. The same end can be reached in another way by increasing the circulation and thrust on the left side and left wing. For left turns vice-versa.
For the higher or lower lift case instead of using the flaps we can increase or decrease respectively the rate of the mass flow of the discharged exhaust air or other gases of both wings' propulsive plant or plants and hence increase or decrease respectively the circulation and consequently the lift of both wings.
And finally for pitch control the same principle of the previous paragraph here in Claim I can be applied to a canard or foreplane.
In this mode of operation the controlled propulsive wing in addition to other gains already claimed here in Claim I, serves as a totally active unmovable control surface and provides the benefits of simplicity in construction as the moving control surfaces of wings, tail and canard or foreplanes are eliminated and a totally active control of flight is obtained where penalties due to control surface movements, like drag in an aileron movement, are very much reduced.
A controlled propulsive wing as claimed here in Claim I where in the version that is thin almost flat, with the exception of the leading and trailing edge, it is used for the cruising condition of the aircraft or aerospace vehicle at a zero angle of attack and where the whole of the aerodynamic lift is provided by the exhaust air or other gases of the propulsive plant or plants of the aircraft or aerospace vehicle in the form of the emerging jet, that is there is "supercirculation" but with a zero natural circulation of the wing this being thin almost flat and at zero angle of attack.
In the same thin almost flat version the controlled propulsive wing, as claimed here in
Claim I, during the take off and landing condition of the aircraft or aerospace vehicle is used at an angle of attack to the oncoming mainstream and thus although thin and almost flat it generates circulation and hence lift due to its angle of attack and the additional lift as in the zero angle of attack cruising condition due to the blowing supercirculation principle.
This thin almost flat version of the controlled propulsive wing compared to the cambered one as claimed here in Claim I, produces less drag in the cruising condition by being thin almost flat.
Both versions, the cambered and the thin almost flat, of the controlled propulsive wing as claimed here in Claim I as they do not act as jet flaps and thus accelerating and not curving the flow over the wing's upper surface, hence eliminating the usual large jet flap separation bubble, they provide much better stall control and by having the exhaust air or other gases of the aircraft or aerospace vehicle discharged at a distance upstream of the trailing edge and tangentially or at a small constant angle to the wing's surface, they do not experience any thrust losses due to the turning of the emerging jet parallel to the oncoming mainstream.
That is to say that as the jet emerges almost tangentially to the wing's surface it is almost parallel, in the cruising condition of the aircraft or aerospace vehicle, to the main stream. By serving as a totally active unmovable control surface both versions of the controlled propulsive wing offset to some extent the weight penalty of the ducting.
Claims (4)
1. A controlled propulsive cambered wing of an aircraft or aerosapce vehicle comprising wings with slits or slots or holes at their upper surface, situated at an upstream distance from the trailing edge the full or most of the span, connected from the inside of wing by means of a duct or ducts to the exhaust end or ends of the aircraft's or aerospace vehicle's propulsive plant or plants of the thrust producing type like turbojets, turbofans, ramjets and rockets, the distance of the slits or slots or holes from the trailing edge being such that the exhaust air or other gases discharged through them tangentially or at a small angle to the wing's surface, re-energise the boundary layer and thus prevent separation and delay or eliminate transition and at the same time increase the circulation of the wing -supercirculation- and serve to propel the aircraft or aerospace vehicle.
2. A controlled propulsive wing as claimed in Claim 1 wherein the propulsive plant or plants are partially of the thrust type like turboprop and propfan and the effects claimed in
Claim 1 are reduced.
3. A controlled propulsive wing as claimed in Claim 1 or Claim 2 wherein the slits or slots or holes through which the exhaust air or other gases are discharged are made in such sizes so that the speed of the emerging jet propelling the aircraft or aerospace vehicle has a value comparable to the value of the crusing speed of the aircraft or aerospace vehicle and hence provide a high propulsive efficiency.
4. A controlled propulsive wing substantially as described herein with exemplary references to Figs 1 and 2 of the accompanying drawings.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB848427251A GB8427251D0 (en) | 1984-10-29 | 1984-10-29 | Propulsive wing |
GB848432239A GB8432239D0 (en) | 1984-10-29 | 1984-12-20 | Active propulsive wing |
Publications (3)
Publication Number | Publication Date |
---|---|
GB8517294D0 GB8517294D0 (en) | 1985-08-14 |
GB2167831A true GB2167831A (en) | 1986-06-04 |
GB2167831B GB2167831B (en) | 1988-09-07 |
Family
ID=26288387
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB08517294A Expired GB2167831B (en) | 1984-10-29 | 1985-07-09 | The controlled propulsive wing |
Country Status (1)
Country | Link |
---|---|
GB (1) | GB2167831B (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2318558A (en) * | 1996-10-23 | 1998-04-29 | Everitt Ray | Vehicle with lift producing arrangement |
US7726609B2 (en) * | 2007-03-16 | 2010-06-01 | The Boeing Company | High-performance low-noise aircraft exhaust systems and methods |
WO2016084000A1 (en) * | 2014-11-26 | 2016-06-02 | Simone Bianchi | Safety system for controlling the attitude of aircrafts |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB790298A (en) * | 1953-09-07 | 1958-02-05 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
GB790194A (en) * | 1953-08-12 | 1958-02-05 | Power Jets Res & Dev Ltd | Improvements in or relating to aircraft |
GB1037817A (en) * | 1962-11-09 | 1966-08-03 | Siebelwerke Atg G M B H | Improvements in or relating to jet-controlled winged aircraft |
GB1158312A (en) * | 1965-07-21 | 1969-07-16 | Hawker Siddeley Aviation Ltd | Improvements in or relating to Aircraft Controls. |
US3507463A (en) * | 1968-01-18 | 1970-04-21 | William Donald Kuntz | Thrust induced vortex lift arrangement for aircraft |
GB1435306A (en) * | 1972-09-15 | 1976-05-12 | Ball Brothers Res Corp | Air foil structure |
GB1465412A (en) * | 1975-02-14 | 1977-02-23 | Coxon J | Aircraft |
-
1985
- 1985-07-09 GB GB08517294A patent/GB2167831B/en not_active Expired
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB790194A (en) * | 1953-08-12 | 1958-02-05 | Power Jets Res & Dev Ltd | Improvements in or relating to aircraft |
GB790298A (en) * | 1953-09-07 | 1958-02-05 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
GB1037817A (en) * | 1962-11-09 | 1966-08-03 | Siebelwerke Atg G M B H | Improvements in or relating to jet-controlled winged aircraft |
GB1158312A (en) * | 1965-07-21 | 1969-07-16 | Hawker Siddeley Aviation Ltd | Improvements in or relating to Aircraft Controls. |
US3507463A (en) * | 1968-01-18 | 1970-04-21 | William Donald Kuntz | Thrust induced vortex lift arrangement for aircraft |
GB1435306A (en) * | 1972-09-15 | 1976-05-12 | Ball Brothers Res Corp | Air foil structure |
GB1465412A (en) * | 1975-02-14 | 1977-02-23 | Coxon J | Aircraft |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2318558A (en) * | 1996-10-23 | 1998-04-29 | Everitt Ray | Vehicle with lift producing arrangement |
US7726609B2 (en) * | 2007-03-16 | 2010-06-01 | The Boeing Company | High-performance low-noise aircraft exhaust systems and methods |
WO2016084000A1 (en) * | 2014-11-26 | 2016-06-02 | Simone Bianchi | Safety system for controlling the attitude of aircrafts |
Also Published As
Publication number | Publication date |
---|---|
GB8517294D0 (en) | 1985-08-14 |
GB2167831B (en) | 1988-09-07 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20020709 |