LU88676A1 - Injection system controlled by pulsed fluid on characterized aerodynamic elements intended for maneuvering and / or stabilization and / or govering and / or propulsion of mobile machines - Google Patents

Description

Injection system controlled by pulsed fluid on characterized aerodynamic elements intended for the maneuver and / or the stabilization and / or the control surface and / or the propulsion of mobile machines.

The invention described applies to all types of mobile devices, for example planes, boats, land vehicles or spacecraft. For various reasons, lift, attitude control, grip, steering, obtaining thrust forces called lift, downforce, axial thrust, lateral thrust or others may be required. In the case of machines evolving in the atmosphere, the use of fixed or orientable aerodynamic devices is usual. These> devices consist of wings, ailerons, deflectors and others which are ventilated by the circulation of air induced by displacement. In the case of machines propelled in a vacuum, the use of fins or deflectors is not. Indeed, the emptiness in which the spacecraft operate does not allow the obtaining of aerodynamic support forces. However, during the propellant gas ejection phases by the propulsion or orientation engines, aerodynamic devices located in the ejection zone of said gases make it possible to increase the work provided by the ejected gases.

The invention described consists in the use of aerodynamic devices ventilated by fluid flow.

An aerodynamic device sprayed by the air circulating along the machine on which it is installed generates an aerodynamic force (lift, downforce, lateral thrust or other) less than that the same aerodynamic device sprayed by mechanically forced air ventilation no product. We can therefore increase the aerodynamic effect of a device by placing it in such a way that it is no longer ventilated solely by the air flowing along the machine due to the speed it reaches, but that it is ventilated by a supply device creating a higher air speed.

When it is desired to mechanically ventilate an aerodynamic profile, it is often difficult to obtain good performance when this device is a wing or aileron; in fact, the fluid that is blown tends to deviate from the surface of the fin and a significant part of its flow does not serve ef ficiently to create the aerodynamic force sought.

It is therefore useful to design a suitable aerodynamic device. This can notably take the form of a flattened pipe (FIG. 1) comprising 4 two curved opposite surfaces which allow the forced air to circulate at different speeds along the two said surfaces. The difference in speed thus generated causes the appearance of different pressures on the two said surfaces and, consequently, the creation of the resultant aerodynamic force sought. This tunnel wing device supplied with mechanically pulsed fluid is part of the invention.

The embodiments which follow are only intended to underline the characteristics and advantages of the invention without being able to be interpreted in any limiting way.

Offshore boat stabilizer: The invention described applies to boats. For example the so-called offshore type boats. These are designed to reach very high speeds on the water - of the order of a hundred knots and more.

One of the major problems with this type of boat is the risk of overturning on a high speed wave.

The offshore type boat is largely relieved of its bow due to the very remote position of the center of gravity, due to the weight of one or its · engines and the great thrust of the propulsion turbine (or propellers) making thus the risk of reversal on a significant wave.

To help stabilize the boat, it is generally equipped with static aerodynamic devices (ailerons) producing a downforce on the bow 1 of the boat.

These aerodynamic devices have only a low efficiency, the speed of the boat not allowing a great yield of the profile. In addition, they generate a constant downforce generating a no less constant drag.

However, it is certainly useful to load the bow of the ship with a moderate and constant downforce so as to control its trim, but it is also useful to be able to have a very large downforce that can be instantly mobilized to restore the trim of the ship during an impromptu turnaround deviation.

The thrust of the aerodynamic devices being quadratically linked to the speed of the air which feeds them, it is useful not to be satisfied with the speed of the boat to create the speed of the air supplying the said devices.

The invention consists in using a forced air generator responsible for supplying aerodynamic devices. The generator draws air at a speed much higher than that of the boat and thus makes it possible to reduce the size of the aerodynamic devices, this generator can for example, consist of an air compressor - piston compressor, screw , other positive displacement compressor or turbocharger - driven by the main engine of the boat or by an auxiliary engine. A compressed air connection on an existing device on the boat can also be used.

The envisaged device comprises one or two superimposed tunnel wings (i2). These tunnel wings are supplied with air by the movement of the boat. Compressed air injectors, Il and 12 (the compressor can be driven by the engine of the machine) make it possible to greatly increase the circulation 4 of air through the tunnel wing and to create a force of downforce significant instantly mobilized by opening the compressed air supply valves.

The downforce can thus be suddenly increased when it is necessary to tackle the craft on the water (boat), that is to say, for example, when jumping a wave. One possible embodiment of the invention is as follows (FIG. 3):

The motor M drives the propeller H which allows the propulsion of the boat. The engine M of the boat drives the air compressor C which supplies compressed air to the tank R. The ballast tank can have a dual function: In the underwater configuration, it stores the water necessary to allow the boat to dive.

In all other boat operating configurations, it can store the compressed air which supplies the injectors I of the tunnel wing T.

An external air flow is added to the air flow injected by friction effect.

This total flow is oriented in the tunnel wing or wings so as to cause there the speed differences V and V 'generating the pressures P and P'.

The mechanical balance of such an installation is established as follows:

Boat speed 70m / s Boat driving power 1200kW

Inlet section of the tunnel wing 7.7dm2 Compressed air flow in the tunnel wing 1.7 kg / s 1

Compressed air pressure 90 kPa eff

Compressed air ejection speed 300 m / s

Friction suction efficiency 25% Outdoor air flow 7.5 kg / s Total flow in the tunnel wing 9.2 kg / s Volume flow in the tunnel wing 7.7 m3 / s t

Average air speed in the tunnel wing 100 m / s

Average air speed on the upper surface 200m / s

Average air speed on the underside 50m / s

Average pressure on the upper surface 24kPa

Average pressure on the lower surface 1.5kPa

Width of tunnel wing 0.8m

Average tunnel height: 97mm

Tunnel wing area: 0.4m2

Downforce generated 9.0 kN

Average fraction of operating time 15% Compressor flow rate 0.22 kg / s

Compressor volume flow (suction) 675 m3 / s Compressor drive power 45 kW

It shows that a support of 912 kgf for 15% of the time can be developed thanks to the consumption of a motive power of 45 kW, or 3.75% of the power of the boat.

In addition, thanks to a servo device, the aerodynamic devices powered by the forced air generator participerohtàla - propulsion of the boat in forward and its holding in turns.

The forced air generator may be of the positive displacement or turbo-compressor type; it may be driven by any suitable mechanical device, for example, a gas turbine, a piston engine, an electric motor or a coupling on the propulsion engine of the boat.

Aircraft control device

The control surfaces of an aircraft are generally flaps actuated mechanically, hydraulically or electrically.

Air injection devices along the upper or lower surfaces of the wings can make it possible to substantially modify the lift of these wings, and thus to steer the aircraft uphill, downhill or in a turn (Figure 4).

Tunnel wings of the aforementioned type and of small dimensions relative to the wing of the aircraft generate, in flight, lift forces. These tunnel wings can be positioned on the wings of the aircraft wings (Figure 5) or on the flaps (high lift or steering) of said wings (Figure 6). We also note that the massive injection of air into these tunnel wings during the runway approach phase can make it possible to increase the lift of the aircraft and also replace the use of high lift flaps.

The compressed air injection control (which may be available from the airplane's turbo-jet engine or turbo-propellant) makes it possible to modify this lift positively (by injecting the air -to- current) or negative (by injecting air against the current). Compressed air may be taken from a compressed air circuit designed for this purpose or may be taken from the wing defrost circuit with hot compressed air from the aircraft engine.

One can also consider governing the aircraft in the horizontal plane by a comparable device oriented vertically in the tail of the aircraft.

Another form of aerodynamic wing-tunnel device applicable to the control surface in the horizontal plane consists in making a symmetrical wing-tunnel in the vertical plane where the flow asymmetry necessary for turning est is created by the inclination of the compressed air injectors (Figure 7). This inclination of the injectors can be done by means of two series of injectors fixed at the maximum steering angle - in this case, the proportional control will be done by the proportional opening of the compressed air valve - or by a single series of adjustable injectors.

The compressed air distribution system in the wings also makes it possible to inject compressed air along the upper surface of the wing so as to reduce the tendency to stall when using large angles of wing incidence.

Different profiles of the tunnel wing may apply to sub-, trans-, or supersonic flight conditions.

Aerodynamic deflector intended for the propulsion or the orientation of spaceships.

The present application of the invention relates to the propulsion (altitude control) and orientation (attitude control) engine of spacecraft.

The altitude and attitude control of the satellites is carried out by the use of jet engines operating on the principle of ejection of combustion gases. Different pyrotechnic mixtures can be used for this purpose, for example, the hydrazine-hydrazine redox couple.

"

The combustion gases generated are expelled from the satellite; the reaction force thus generated by conservation of the momentum is calculated by the formula:

where F is the reaction force, expressed in N, m the mass of gas ejected in kg / s, v the ejection speed in m / s.

This force makes it possible to orient, accelerate or brake the satellite fitted with such thrusters. The gas being ejected in a vacuum, its ejection speed will be that of sound.

The use of this propulsion technique consumes redox mixture.

Many satellites can only be used if they can be oriented or directed correctly. This is particularly the case of geostationary satellites which must remain at the precise geostationary altitude so that the time of their revolution, in the 'equatorial plane, is equal to the period of terrestrial rotation.

However, the geostationary satellites are very weakly but continuously braked by the traces of gas present at this altitude. It is therefore advisable to be able to regularly adjust their altitude. It is therefore necessary to devote a non-negligible part of their weight · 'to loading the reserve of redox mixture. Any weight gain on this reserve will increase the life of the satellite or reduce its launch cost.

i To this end, it is advantageous to provide the combustion gas ejection orifices with axisymmetric aerodynamic nozzles t intended to increase the thrust supplied by the gases of the axial component of expansion pressure of the latter on the wall of the nozzle. The use of such a supersonic nozzle makes it possible to direct the gases in the axis thereof. Such a nozzle is shown in FIG. 8.

The present invention relates to one or more aerodynamic deflectors usable on propulsion and attitude control engines of spacecraft.

Although the satellites move in a vacuum, the object of the invention consists in the implementation of a curved aerodynamic deflector located at the end of the expansion nozzle for said gases (represented in FIG. 9).

The description which is given of the invention makes it possible to appreciate its characteristics and advantages.

The effect of the deflector D is to deflect the gases ejected by the nozzle at supersonic speed and to generate an additional aerodynamic thrust force according to the Bernouilli equation by the effect of the flow of gases at its surface.

In fact during the ejection of the gases, the aerodynamic effect is exerted on the face of the deflector situated on the ejection side and causes a dynamic pressure of the gases on this face, thus increasing the mechanical work of the ejected gases significantly.

The other side of the deflector being located in a vacuum, the pressure generated allows significant mechanical work.

The deflector obviously deflects the ejected gases, the force thus generated acts in an axis different from that of the ejector, and the orientation of the ejectors must take this into account.

The additional Bernouilli thrust is given by the relation:

where P (X, y) represents the density of the gas, expressed in kg / m3 at any point (x, y) of the surface S.

The total thrust becoming:

The thrust gain can be evaluated as follows:

If we consider the ejection of 1 g / s of combustion gas at an absolute pressure of 105 Pa and at a density of 0.33 kg / m3 at the outlet of the injector, at the speed corresponding to Mach = 1 and a expansion in the supersonic nozzle bringing the speed at the exit of this one to Mach = 8 and a density of 0.04 kg / m3 the thrust force per reaction will be:

F = 10 ~ 3 kg / s. 3.6 102 rn / s. 8 = 2.88 N

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If this gas ejection takes place in line with a 45 ° curved deflector with a radius of curvature of 0.02 m (length of the deflector = 0.032 m) and offering a surface of 0.8 10-4 m2 sprayed with the jet of * thrust gas it follows that the additional thrust will be:

F '= 0.04 kg / m3. 0.5.3602 m / s. 82.0.8 10 ~ 4 m2 = 13.2 N

The vector sum of the pressures generated along the arc of the deflector, which is a function of the opening of the expansion cone and of the variation in density p due to said expansion, is not equal to F + F '. If we consider

Claims (31)

1. Aerodynamic devices supplied with mechanically pulsed fluids on a mobile machine., 2. The aerodynamic devices supplied with compressed air on a mobile machine. 3. The tunnel wing formed by two curved planes between which the fluid circulates. 4. The previous aerodynamic devices, supplied with pulsed fluid using the tunnel wing principle. 5. The previous aerodynamic devices using the principle of the tunnel wing formed by two curved planes between which the pulsed fluid circulates. 6. The previous aerodynamic devices using the principle of the tunnel wing formed by two curved planes supplied by injection of compressed air. 7. Aerodynamic devices powered by a forced air generator on a boat. 8. Adjustable aerodynamic devices powered by a forced air generator on a boat. 9. The aerodynamic steerable devices powered by a forced air generator on a boat and controlled by a computerized attitude control system. 10. Adjustable aerodynamic devices powered by a forced air generator driven by compressed air on a boat. 11. Small aerodynamic devices mounted on a boat, with equal or improved performance, enabled by the supply of these by a forced air generator. 12. The aerodynamic mobile devices powered by a forced air generator to assist / the rotation of the boat. 13. The use of the ballast tank of a submersible boat as a compressed air buffer tank for supplying the applications covered by claims 6 to 12. 14. The previous aerodynamic devices 0 (claims 6 to 12) characterized in that they consist of one or more wing-tunnels formed by two curved planes. 15. Aerodynamic devices supplied with compressed air to perform the functions of lateral and depth control of sub-, trans- or hypersonic aircraft. 16. Aerodynamic devices supplied with compressed air to perform the function of flaps or additional flaps for supporting sub-, trans or hyper-sonic aircraft. 17. The previous devices (claims 15 to 16) characterized in that they consist of one or more tunnel wings formed by two curved planes; tunnel wings which may be integral with the wing or the movable ailerons (control fins or hyper-lift fins). 18. The injection of compressed air tangentially to the upper surface of the aircraft wing to delay the phenomenon of stalling and, consequently, increase its lift at reduced speed. 19. The use of compressed air taken from the compression stages of the turboprop engine, the turbojet engine and / or from the wing de-icing circuit for supplying the applications covered by Ô claims 15 to 18. 20. Deflectors and / or asymmetric nozzles and / or tunnel wings for deflecting gases at the outlet of ejection engines intended for propulsion and / or attitude control of spacecraft. 21. Curved deflectors and / or asymmetric nozzles and / or tunnel wings for deflecting gases at the outlet of ejection engines intended for propulsion and / or attitude control of spacecraft. 22. Deflectors and / or asymmetric nozzles and / or tunnel wings for deflecting gases at the outlet of ejection motors intended for propulsion or attitude control of spacecraft intended to increase, at equal gas flow , the thrust provided to the spacecraft. 23. Curved deflectors and / or asymmetric nozzles and / or tunnel wings for deflecting gases at the outlet of ejection motors intended for propulsion and / or attitude control of spacecraft intended to increase, at flow equal gas, the thrust supplied to the spacecraft. 24. The asymmetrical deflectors or nozzles for deflecting the gases at the outlet of ejection engines intended for propulsion and / or attitude control of spacecraft. 25. Curved deflectors or asymmetrical directional nozzles polish deflect the gases at the outlet of ejection engines intended for propulsion or attitude control of spacecraft. 26. The asymmetrical deflectors or nozzles for deflecting gases at the outlet of ejection motors and intended for propulsion or attitude control of spacecraft intended to increase / at equal gas flow, the thrust supplied to the spacecraft. 27. Curved deflectors or asymmetrical adjustable nozzles for deflecting gases at the outlet of ejection engines intended for propulsion or attitude control of spacecraft and intended to increase, at equal gas flow, the thrust supplied to the spacecraft. 28. The set of preceding claims 20 to 27, taking into account the fact that the deflectors or the asymmetrical fixed or orientable nozzles can be replaced by planar surfaces or flues. 29. The set of preceding claims 20 to 28, taking into account the fact that the asymmetrical fixed or orientable nozzles, the planar surfaces or flues can participate in protecting certain parts of the satellite equipped with propulsion gas impacts. 30. All of the preceding claims taking into account the fact that the supply of pulsed fluid is carried out continuously and can be adjusted by adjusting the flow of pulsed fluid. 31. All of the preceding claims taking into account the fact that the supply of pulsed fluid is carried out by pulsation making it possible to instantly adjust the aerodynamic force to the needs of piloting, steering, maneuvering or propulsion.