CN1074373C - Aircraft with jet flap propulsion - Google Patents
Aircraft with jet flap propulsion Download PDFInfo
- Publication number
- CN1074373C CN1074373C CN95197967A CN95197967A CN1074373C CN 1074373 C CN1074373 C CN 1074373C CN 95197967 A CN95197967 A CN 95197967A CN 95197967 A CN95197967 A CN 95197967A CN 1074373 C CN1074373 C CN 1074373C
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- wing
- aircraft
- control device
- air
- surface control
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Abstract
In a plane (1) of the present invention, engines drive a blower, and the lift force of wings (18) and ailerons (22) is increased through flap jet propulsion generated by compressed air; the thickness of the outlines of wing surfaces is just maximal in the front of a surface control device (12); the outlines of the wing surfaces have a large trailing edge included angle and a large leading edge radius; a hinge (17) of the surface control device is positioned on a midline (19) next to the wings; in addition, air can blow the surface control device through air holes (10) in the wings.
Description
Background of invention
The present invention relates to a kind of aircraft that has the jet flap propulsion system, promptly relate to aircraft with normal hosts wing; Or the further developing of this aircraft, promptly a kind of except host wing, also have a preceding wing, the aircraft of so-called canard.
The aircraft that has the jet flap propulsion system, for many years, for example from U.S. Patent No. 2,912, No. 189 or U.S. Patent No. are widely known by the people for 2,961, No. 192.Again, for many years, for example from U.S. Patent No. 3,362, No. 659 also known a kind of aircrafts that have the jet flap propelling of a preceding wing.Even also know the aircraft that has preceding wing and host wing all to adopt the jet flap propulsion system, and for example, referring to U.S. Patent No. 3,056, No. 566.
Past, in order to reduce stalling speed and needed runway, produced several have special and the elongation wing flap and the aircraft of slot structure.These aircrafts are called STOL (short square landing) aircraft.In most of the cases, the operating cost of this aircraft is about higher by 30% than common aircraft.This is because the additional service expenditure and the higher cause of consumption of fuel of per unit flying distance.The wing area that is increased (the wing load is lower) causes resistance to increase and cruising speed reduces.
The aircraft designer of many early stage utilization blown flap theories concentrates on increase lifting force of wings coefficient with their effort, with the control effort aspect that reduces landing speed or obtain to increase.Blown flap can provide extra thrust, but when the aircraft fall-retarding, this can have problems.In the most of previous patent of using blown flap, have only a fraction of engine power to be utilized to avoid the problem of extra-push model.If whole power of driving engine are used on the blown flap,, must be able to use nozzle plate deflection greater than 90 ° then in order to obtain the resistance that lands.In order to utilize wall attachment effect, make air deflection, extraneous pressure must with the centnifugal force balance of nozzle plate.This only with the slot aspect ratio, control wing flap action radius possible than the great talent.In addition, nozzle exit pressure must be lower.
Brief summary of the invention
Aircraft of the present invention has adopted the jet flap principle to reduce the wing area of aircraft, thereby reduces the total drag of aircraft, and the result reduces consumption of fuel.
According to an aspect of the present invention, a kind of aircraft is provided, it has at least one driving engine and at least one blowing engine, also have the air inlet that is used for blowing engine and have the wing of at least one surface control device with at least one, it also has from blowing engine leads to wing, be used for combining, produce the air lead device of jet flap propulsive force with surface control device; It is characterized by: a) profile of wing, the wing profile towards the rear end than general is thick; B) this surface control device utilizes a hinge, just in time is articulated and connected in the back, maximum ga(u)ge place of wing, and its trailing edge angle is bigger than the trailing edge angle of general wing profile, and has bigger leading-edge radius; C) hinge of this surface control device is positioned at the midline near wing; (d) pore that is used to blow surface control device in the wing also is equipped with the air that will be blown into to guide to device on the top surface of surface control device.
According to a further aspect in the invention, provide a kind of aircraft, it has at least one driving engine and at least one blowing engine, also has air inlet and at least one wing and a preceding wing of being used for blowing engine; In wing and the preceding wing each all has at least one surface control device, but the effect of lifting rudder on its mmi machine wing plays aileron and wing flap on host wing; This aircraft also has from blowing engine and leads to wing, is used for combining with surface control device, produces the air lead device of jet flap propulsive force; It is characterized by: a) profile of this wing and preceding wing, the wing profile towards the rear end than general is thick; B) this surface control device utilizes hinge, just in time is articulated and connected in the back, maximum ga(u)ge place of wing and preceding wing, and its trailing edge angle is bigger than the trailing edge angle of general wing section, and has bigger leading-edge radius; C) hinge of this surface control device is positioned at the midline near wing and preceding wing; And d) pore that blows surface control device also is equipped with the air that will be blown into to guide to device on the top surface of this surface control device being used in the wing.
Land speed that aircraft utilization of the present invention is common, but the wing area that has reduced make cruise more economical.
For the cruise performance of aircraft, lift/resistance * Mach number must be maximum.Most of resistance is produced by wing.If aspect ratio (span/chord length) increases, and adopt boundary 1ayer control, then the wing resistance can reduce.Because the improvement of material, aspect ratio increase gradually, but shortcoming is also arranged.Wing end resistance (induced drag):
In the formula, K-depends on the constant of rate of taper and aspect ratio; C
L-lift coefficient; The A-aspect ratio; C is worked as in π=3.1416
DIEqual 3
*C
DOThe time, C in the formula
DO=profile drag obtains minimum power.Cruise for the best
From can finding out, anyly require the higher and lighter improvement of strength of material all to require bigger C here
LValue.The aircraft of present flight, its employed C that cruises
LValue is all than C
LOptimal value little.The typical C that is used to cruise on the present aircraft
LValue is 0.2～0.5.It is about 0.8～1.4 that optimal value is generally, and therefore, has sizable difference here.If can use optimum C
LValue then can be used the lower less wing of total drag.In the past, the lift in order to increase the landing resistance and to take off has adopted blown flap.The effort in past mainly concentrates on and obtains maximum C
LValue is in the face of the less attention of employed power.In the present invention, with blown flap, boundary 1ayer control and propelling all combine, and make resistance lower, and cruise performance is better, can also make the expansion speed range become possibility.Representative type wing cross section thickeied towards its tail end direction, and used a trailing edge angle can reach the control surface of the shorter chord length of two times of the trailing edge angles of general aerofoil profile or three times.This control surface has a big leading-edge radius.Like this, between wing (or canard) beam, can form a sizable conduit, to reduce the loss of pressure in conduit.Pressurized air is blown into by the slot on wing flap, aileron and the elevating rudder upper surface.Like this, boundary 1ayer obtains energy, and can obtain Laminar Flow on the wing contour surface.Short control surface chord length can guarantee that the surface friction drag on the control surface is less, and only utilizes a simple articulated structure, just makes big control surface stroke become possibility.Control surface is adopted this big leading-edge radius, can make air-flow reverse by wall attachment effect, thereby can obtain deboost.Can also utilize pressurized air to aircraft pressurization with ventilate.
Brief description of drawings
The present invention will understand from detailed description given below and accompanying drawing more fully, illustrate and accompanying drawing just for example, rather than limitation of the present invention.Wherein:
Fig. 1 represents a kind of aircraft according to wing and jet flap propulsion system before of the present invention having;
Fig. 2 represents the main cross section of the fuselage of aircraft shown in Figure 1;
Fig. 3 A represents the cross section of the elevating rudder part of wing or preceding wing along X-X direction among Fig. 1, and it also dots out a representative type aerofoil, for relatively using;
Fig. 3 B represents the cross section of the wing flap part of wing or preceding wing along X-X direction among Fig. 1;
Fig. 3 C represents the cross section along X-X direction among Fig. 1 of the aileron part of wing or preceding wing;
Fig. 4 schematically represents the air lead device, and it has the device of the air-flow in the control conduit;
The theory form in the cross section shown in Fig. 5 A presentation graphs 5C is in order to illustrate possible air-flow situation;
The another kind of theory form in the cross section shown in Fig. 5 B presentation graphs 5C is in order to illustrate possible air-flow situation; With
Fig. 5 C represents in more detail according to the cross section of surface control device of the present invention and air-flow gap structure.
DETAILED DESCRIPTION OF THE PREFERRED
A large amount of air is blown over from the control surface fwd slit and the canard 22 of wing 18, to form the propulsive force to aircraft 1.Fig. 1 represents basic layout.When adding power, the center back of lifting moves, and therefore will utilize canard 22 to keep longitudinal stability.When adding power, in order to compensate moving backward of lifting center, the air-flow that acts on the canard is more more than the air-flow that acts on the wing, because the lifting of canard is more.Fig. 2 represents a cross section by fuselage.Each side at fuselage has an air inlet 2, and a conduit passes to one or more blowing engines 5 by holding bulkhead 3 simultaneously.This blowing engine can be any type of blowing engine, for example centrifugal, axial-flow type or bypass fan-type, or the aerator of the compressor of turbine engine, and they are driven by driving engine 6.Driving engine can be the driving engine of the piston engine of any engine installation, any electric or following form.Pressurized air by the holding bulkhead in the fuselage 4, is led to the conduit 7 of the spanwise in the wing and the spanwise conduit 8 in the canard via conduit 9.Air-flow by conduit 7,8 or 9 can be regulated with control desk shown in Figure 4 14.Fig. 3 A-3C represents the cross section by wing or canard.Air-flow is via slot 11, by the hole 10 in rear wing (or canard) the beam disc, and by wall attachment effect, flows along the upper surface of control surface 12.When this control surface was in fully downwards (oppositely) position, air-flow also was mobile like this.The profile of wing 18 or canard 22 for relatively, has dotted a representative type aerofoil 23 as shown in Figure 3A among the figure.Surface control device 12 (for example, elevating rudder, wing flap or aileron).In the back, maximum ga(u)ge place of wing 18 or canard 22, hinged with hinge 17.The position of the hinge 17 of surface control device is near the center line 19 of wing 18 or canard 22.Air-flow slot or pore 10 that being used in wing 18 or the canard 22 blown surface control device 12 are equipped with blade (or extendible portion) 15 and lower blade (or sealing surfaces) 16, and the end face 20 that the air that is used for being blown into guides to device 12 gets on.This device 12 can be elevating rudder, wing flap or aileron.A tiny slot 13 of control surface front end can make this surface energy free motion.For cruising, the position of this slot is optimum (referring to Fig. 5 A, 5B and 5C), therefore, according to the eductor principle, should not have air-flow or has only a spot of air-flow (shown in Fig. 5 C).Arrow 27 expression primary airs, arrow 28 expressions cause according to eductor principle (Fig. 5 A) with by the excessive pressure in the conduit (Fig. 5 B), by the air-flow of slot 13.Less air-flow (Fig. 5 C) can guarantee the laminar flow on the wing (canard) bottom surface, thereby can reduce resistance.Loss of pressure on the wing lower surface partly can be compensated by the air-flow that increases on the control surface, and thrust increases simultaneously, has more air to deflect down on upper surface, and lift is increased.Air will upwards flow by slot 13, to increase the validity of control surface, also can cause total loss in efficiency simultaneously.Fig. 3 represents the stroke 26 of control surface.Wing flap (Fig. 3 B) is upward movement a little, so that form reflected gas stream when the high-speed flight on wing.When fully downward position, the air-flow that passes through from slot 11 moves along the upper surface of wing flap, can obtain deboost.Can utilize the drg of this deboost as flying speed, or on the ground coasting distance when reducing to land.The stroke of the control surface on the canard (Fig. 3 A) is above 180 °.Can be with this stroke as elevating rudder control.Downward 90 ° of positions can make the lift maximum, but further move downward lift are not had much affect, but can obtain deboost.This deboost combines with the counter motion of wing flap, and flying speed is reduced.Fig. 3 C represents the stroke of aileron, the stroke when wherein 24 expression wing flaps make progress, the stroke during 25 expression dirtys.For under the extreme action of these control surfaces, keep the fore-and-aft stability of aircraft, can utilize the similar control desk in control desk 14 that is placed in the conduit shown in Figure 49 and the conduit 7 that is placed on wing, make the air balance between wing and the canard.An independent control lever (or a control wheel) is connected with this control desk.In the time should controlling lever and travelled forward, can be on canard airflow limitation.The control lever leads to canard and all opens fully with the air lead that leads to wing when the center.When controlling lever when tail moves, air-flow will be limited on the wing.Another kind of scheme is, this control desk is connected with vertical balancing device of elevating rudder, make when this balancing device when previous crops moves at last, air-flow is limited on the canard, and when this balancing device when the tail work moves at last, air-flow is limited on the wing.This control stalk control surface that can make canard that travels forward fully moves to the position that makes progress fully, and slot 11 is closed.After landing, can utilize this point, combine fully downwards with canard, obtaining maximum reverse thrust, and can guarantee that the front-wheel of aircraft contacts with ground to alighting run.Aileron and wing flap put down together, and its stroke that moves downward is approximately half of wing flap stroke.Downward fully when wing flap, and aileron to be carried out when controlling fully, the maximum decending stroke of aileron upper surface is about 90 °.When aileron made progress fully, the aperture of slot 11 reduced a little, and the air-flow on the aileron that acts on upward movement is reduced, thereby reduced the thrust that acts on that side of aircraft.This will reduce the influence of disadvantageous driftage, so aileron only needs very little action or do not need differential action.
Make the driving engine that is in pressure zone away from blowing engine, then blowing engine can play the blwr of starter, increases the power of driving engine.The heat of the coolant air that driving engine is emitted can prevent that also catheter interior is icing, and increases the thrust that advances.The pressure air of sending from blowing engine also can be used to make aircraft cabin pressurization and ventilation, and makes air communication cross piston-engined freeing pipe propelling, makes the cabin heating.
On more small-sized aircraft, on the lower surface of the elevating rudder of an inboard end near the cabin, can mounted mirror 21 (Fig. 1).These mirrors can help chaufeur to make aircraft reverse on the ground of hardstand, and when control stalk being pushed to fully when preceding, can see the afterbody of aircraft in both sides.
Like this, the invention has been described, clearly, can carry out various changes to the present invention.This change can not think to depart from the spirit and scope of the present invention, and the people that are skilled in technique know that all these changes all are included in the scope of following claims.
Claims (9)
1. an aircraft (1), it has at least one driving engine (6) and at least one blowing engine (5), also have air inlet (2) that is used for blowing engine and the wing (18) that at least one has at least one surface control device (12), it also has from blowing engine leads to wing, be used for combining with surface control device (12), produce the air lead device (9,10) of jet flap propulsive force; It is characterized by:
A) profile of wing (18), the wing profile towards the rear end than general is thick;
B) this surface control device (12) utilizes a hinge (17), just in time is articulated and connected in the back, maximum ga(u)ge place of wing (18), and its trailing edge angle is bigger than the trailing edge angle of general wing profile, and has bigger leading-edge radius;
C) hinge of this surface control device (17) is positioned near the center line (19) of wing (18) and locates; With
(d) pore (10) that is used to blow surface control device (12) in the wing (18) also is equipped with the air that will be blown into to guide to device (15,16) on the top surface (20) of surface control device (12).
2. aircraft, it has at least one driving engine (6) and at least one blowing engine (5), also has the air inlet (2) and at least one wing (18) and the preceding wing (22) that are used for blowing engine; In wing and the preceding wing each all has at least one surface control device (12), but the effect of lifting rudder on its mmi machine wing plays aileron and wing flap on host wing; This aircraft also has from blowing engine and leads to wing, is used for combining with surface control device, produces the air lead device (9,10) of jet flap propulsive force; It is characterized by:
A) profile of this wing (18) and preceding wing (22), the wing profile towards the rear end than general is thick;
B) this surface control device (12) utilizes hinge (17), just in time is articulated and connected in the back, maximum ga(u)ge place of wing (18) and preceding wing (22), and its trailing edge angle is bigger than the trailing edge angle of general wing section, and has bigger leading-edge radius;
C) hinge of this surface control device (17) is positioned near the center line (19) of wing (18) and preceding wing (22) and locates; With
D) pore that is used to blow surface control device (12) (10) in the wing (18) also is equipped with the air that will be blown into to guide to device (15,16) on the top surface (20) of this surface control device (12).
3. aircraft as claimed in claim 1 or 2 is characterized by, this device (15,16) comprise wing (18) end face an extendible portion (15) and be positioned at surface control device (12) and wing (18) between a sealing surfaces (16).
4. aircraft as claimed in claim 1 or 2 is characterized by, and this air lead device (7,8,9) comprises the device (14) of air-flow in the control conduit.
5. aircraft as claimed in claim 1 or 2 is characterized by, and this surface control device (12) is arranged to can be by hinge (17) revolution greater than 180 degree.
6. aircraft as claimed in claim 4 is characterized by, this control setup (14) be connected by driver-operated at least one control instrument.
7. aircraft as claimed in claim 6 is characterized by, this control setup with air-flow from blowers distribute to preceding wing, to wing or be dispensed on both.
8. aircraft as claimed in claim 6 is characterized by, and this control setup or control instrument are connected with other control systems or the instrument of aircraft.
9. aircraft as claimed in claim 8 is characterized by, and this control setup or control instrument are connected with the vertical trimming system of elevating rudder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN95197967A CN1074373C (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN95197967A CN1074373C (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1198138A CN1198138A (en) | 1998-11-04 |
| CN1074373C true CN1074373C (en) | 2001-11-07 |
Family
ID=5083466
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN95197967A Expired - Fee Related CN1074373C (en) | 1995-09-29 | 1995-09-29 | Aircraft with jet flap propulsion |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN1074373C (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102745332A (en) * | 2012-07-26 | 2012-10-24 | 沈阳申蓝航空科技有限公司 | Pneumatic type power augmenting device |
| US10464668B2 (en) | 2015-09-02 | 2019-11-05 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US10875658B2 (en) | 2015-09-02 | 2020-12-29 | Jetoptera, Inc. | Ejector and airfoil configurations |
| US11001378B2 (en) | 2016-08-08 | 2021-05-11 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US11148801B2 (en) | 2017-06-27 | 2021-10-19 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100344470C (en) * | 2004-03-03 | 2007-10-24 | 陈博 | Two-purpose automobile convertible into aircraft |
| CN110053752A (en) * | 2019-05-13 | 2019-07-26 | 哈尔滨工程大学 | A kind of rudder face cavitation effect inhibition device |
| CN115195994B (en) * | 2022-07-14 | 2024-05-03 | 中国空气动力研究与发展中心低速空气动力研究所 | Jet enhanced composite control surface, aircraft and aircraft control method |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2961192A (en) * | 1953-04-08 | 1960-11-22 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
| US3056566A (en) * | 1959-02-17 | 1962-10-02 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
| US3362659A (en) * | 1965-07-06 | 1968-01-09 | Razak Charles Kenneth | Method and apparatus for landing jet aircraft |
-
1995
- 1995-09-29 CN CN95197967A patent/CN1074373C/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2961192A (en) * | 1953-04-08 | 1960-11-22 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
| US3056566A (en) * | 1959-02-17 | 1962-10-02 | Power Jets Res & Dev Ltd | Jet propelled aircraft |
| US3362659A (en) * | 1965-07-06 | 1968-01-09 | Razak Charles Kenneth | Method and apparatus for landing jet aircraft |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102745332A (en) * | 2012-07-26 | 2012-10-24 | 沈阳申蓝航空科技有限公司 | Pneumatic type power augmenting device |
| CN102745332B (en) * | 2012-07-26 | 2014-11-05 | 沈阳申蓝航空科技有限公司 | Pneumatic type power augmenting device |
| US10464668B2 (en) | 2015-09-02 | 2019-11-05 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US10875658B2 (en) | 2015-09-02 | 2020-12-29 | Jetoptera, Inc. | Ejector and airfoil configurations |
| US11001378B2 (en) | 2016-08-08 | 2021-05-11 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
| US11148801B2 (en) | 2017-06-27 | 2021-10-19 | Jetoptera, Inc. | Configuration for vertical take-off and landing system for aerial vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1198138A (en) | 1998-11-04 |
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