US20080223978A1 - Variable fluid intake with ramp and inflatable bag - Google Patents
Variable fluid intake with ramp and inflatable bag Download PDFInfo
- Publication number
- US20080223978A1 US20080223978A1 US11/259,976 US25997605A US2008223978A1 US 20080223978 A1 US20080223978 A1 US 20080223978A1 US 25997605 A US25997605 A US 25997605A US 2008223978 A1 US2008223978 A1 US 2008223978A1
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- United States
- Prior art keywords
- ramp
- housing
- airbag
- cavity
- intake system
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- 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.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
- F02C7/042—Air intakes for gas-turbine plants or jet-propulsion plants having variable geometry
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2240/00—Components
- F05D2240/55—Seals
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/0536—Highspeed fluid intake means [e.g., jet engine intake]
Definitions
- the invention relates to methods and apparatus for a fluid inlet.
- Some turbine engines require subsonic high-pressure airflow to operate.
- the airflow is typically slowed down before entering the engine of the aircraft.
- One method of reducing the airflow speed uses a mixed compression inlet which compresses supersonic airflow entering the front of the inlet and then re-expands the flow to a subsonic condition at the aft end of the inlet, creating supersonic low pressure flow at the forward of the inlet and subsonic high pressure flow at the aft of the inlet and at the front of the engine face.
- Methods and apparatus for a fluid inlet comprise a housing and a ramp at least partially within the housing.
- the housing and the ramp define a passage through which air may flow to the engine and a cavity on the opposite side of the ramp from the passage.
- the ramp is moveable within the housing to change the size of the passage and the cavity.
- the system further comprises a seal substantially disposed across the cavity.
- FIGS. 1 and 2 are side cross-sectional views of an inlet according to an exemplary embodiment of the present invention.
- FIGS. 3 and 4 are rear cross-sectional views of the inlet.
- the present invention may be described in terms of functional components and various assembly and/or operating steps. Such functional components may be realized by any number of systems and devices configured to perform the specified functions and achieve the various results. For example, the present invention may employ various intakes, housings, ramps, seals, elements, machines, systems, materials, and devices which may carry out a variety of functions. In addition, the present invention may be practiced in conjunction with any number of fluid flow applications, systems, and devices, and the system described is merely one exemplary application for the invention. Further, the present invention may employ any number of conventional techniques for manufacturing, assembling, connecting, operating, and the like.
- an inlet 100 such as a mixed compression supersonic air inlet for an aircraft engine, comprises a housing 110 , a ramp 120 , and a seal 150 .
- the housing 110 and the ramp 120 define a passage 130 above the ramp 120 and a cavity 140 beneath the ramp 120 .
- the passage 130 defines an airflow path from a forward end 118 of the housing 110 to an engine 114 at an aft end 122 of the passage 130 .
- the seal 150 is disposed within the cavity 140 to inhibit airflow through the cavity 140 .
- the housing 110 defines the airflow path 116 to provide air to the engine 114 .
- the housing 110 may include any suitable configuration, structures, systems, and materials to define at least a portion of the airflow path 116 .
- the housing 110 is configured to convert a low-pressure, high-speed airflow through an opening at the forward end 118 of the airflow path 116 to a high-pressure, low-speed airflow at the aft end 122 .
- the housing 110 defines an inlet having a substantially rectangular or square cross-section across the airflow path 116 .
- the housing 110 includes a floor 113 , a top wall 111 , and two sidewalls 112 , and may be of any suitable size and shape.
- the ramp 120 moves within the housing 110 to change the configuration of the airflow path 116 .
- the ramp 120 may comprise any appropriate system or configuration to change the airflow path, such as a movable surface in the airflow path.
- the ramp 120 moves substantially perpendicularly with respect to the airflow path 116 to vary the size and shape of the passage 130 .
- the movement of the ramp 120 may be controlled to maintain the terminal shock position, or the point at which the air flowing into the inlet 100 becomes subsonic, in the inlet 100 as the speed of the aircraft varies.
- the ramp 120 may be implemented using any suitable systems, structures, and materials.
- the ramp 120 may be configured with one or more curved surfaces for a round inlet 100 or with other structures to affect the airflow.
- the ramp 120 comprises a rigid material for use in aerospace applications, such as a titanium alloy, and is movably disposed between the sidewalls 112 , such as using bearings between the ramp 120 and the sidewalls 112 .
- the ramp 120 movement may be controlled in any suitable manner, such as one or more actuators 172 .
- the ramp 120 may be of any suitable size and shape, such as comprising an adjustable surface to optimize the aerodynamic characteristics of the inlet 100 . Referring to FIGS.
- the ramp 120 may comprise multiple sections joined by ramp hinges 250 that allow the ramp 120 to move flexibly to alter the size and/or shape of the passage 130 .
- the hinges facilitate the movement of the ramp 120 sections, and may also be configured to bleed air from the passage 130 above the ramp 120 to a controlled pressure under the ramp 120 , such as in the forward low pressure area under the ramp 120 .
- the forward end of the ramp 120 is fixed to the floor 113 , and the aft end may be fixed or may move, such as along the sidewalls 112 with respect to the floor 113 .
- the seal 150 inhibits airflow through the cavity 140 , separates the high and low pressure regions, and/or seals the region under the ramp 120 from the airflow in the passage 130 .
- the seal 150 may comprise any suitable system, structure, and device in any suitable configuration to inhibit airflow through the cavity 140 .
- the seal 150 may comprise a flexible material disposed across an opening to the cavity 140 , such as the opening defined by the sidewalls 112 , the floor 113 , and the aft end of the ramp 120 .
- the seal 150 comprises an airbag 152 disposed between the housing 110 and the ramp 120 and extending into the cavity 140 .
- the airbag 152 may comprise an enclosure 238 having an opening 240 .
- the opening 240 is exposed to the high pressure area in front of the engine 114 .
- the enclosure 238 extends under the ramp 120 into the cavity 140 .
- the airbag opening 240 may be configured in any suitable manner to allow air to enter and exit the airbag 152 .
- the airbag opening 240 may also be configured to accommodate complex rotational and translational motion at the aft end of the inlet 100 .
- the opening 240 is configured to remain open in operation so that the airbag 152 can inflate.
- the aft end of the ramp 120 is attached to a part of the edge defining the opening 240 so that the upward movement of the ramp 120 , such as in response to an increase in airspeed of the aircraft, widens the opening 240 , facilitating airbag 152 inflation.
- the opening 240 may also be attached to the floor 113 and sidewalls 112 , for example using fasteners like adhesives and/or rail and screw systems.
- the edge defining the opening 240 is attached to the sidewalls 112 and floor 113 near the aft end of the ramp 120 .
- a portion of the edge between a part attached to the sidewall 112 and a part attached to the ramp 120 may not be attached to either the ramp 120 or the sidewall 112 , providing slack to accommodate movement of the ramp 120 .
- at least a portion of the edge of the opening 240 may comprise an elastic material or may be otherwise configured to allow the opening 240 to vary in size.
- the airbag enclosure 238 may comprise any suitable materials and configuration.
- the airbag may comprise a plastic material, such as a nylon fabric, capable of moving flexibly as the cavity 140 deforms in response to movement of structures of the inlet 100 , such as movement of the ramp 120 and deflection of the sidewalls 112 due to thermal expansion and pressure differentials.
- the airbag 152 may be configured to move, expand, and/or contract in any direction.
- the airbag enclosure 238 is attached to the floor 113 , and may be attached to the sidewalls 112 and ramp 120 at various attach points, for example to keep the airbag 152 open while deflated.
- the airbag 152 may be of any desired thickness to achieve any purpose, such as to accommodate temperature and pressure conditions.
- Air may flow into the airbag 152 through the opening until the airbag 152 or the cavity 140 , whichever is smaller, is filled.
- the airbag 152 impedes airflow through the cavity 140 to the forward end of the cavity 140 .
- the pressurized air in the air bag 152 tends to support the bottom side of the ramp 120 and equalize the forces on the top and bottom of the ramp 120 .
- the forward end of the airbag 152 may be fixed with respect to a high load region above the ramp 120 , which tends to reduce the actuation force necessary to move the ramp 120 .
- the airbag 152 may be shaped and/or positioned such that the location of the high pressure air under the ramp 120 is optimized to reduce the overall structural requirements of the structures in the inlet 100 , such as the ramp 120 and the sidewalls 112 .
- the shape and/or position of the airbag 152 may be configured to substantially conform to the shape of the sidewalls to allow the stiffness of the sidewalls 112 to be reduced while still inhibiting high pressure air from the aft of the inlet 100 from escaping to the front of the inlet 100 .
- the inlet 100 may also include a control system for controlling the operation of the ramp 120 and the airbag 152 .
- the control system may include any appropriate elements and perform any suitable functions, such as actuators, mechanical connections, seals, movers, and the like.
- the control system includes at least one actuator 172 configured to control the movement of the ramp 120 .
- the actuator 172 may comprise any suitable system for controlling the movement of the ramp 120 , such as a hydraulic mover between the floor and the ramp 120 .
- the airbag 152 may be configured to accommodate the actuator 172 .
- gasketed cutouts may be formed in the airbag, such as at attach points to the ramp 120 and/or floor 113 , and to allow for the passage of any ducting, electronic equipment, actuators, or mechanism attachments.
- the gasketed cutouts may comprise openings in the airbag 152 to accommodate passage of various items. The opening may be sealed to avoid releasing the pressure in the airbag 152 , for example using a gasket that seals the edge around the objects passing through the airbag 152 .
- the ends of the conduit may also serve as attach points to attach the airbag 152 to other structures, such as the ramp 120 and the floor 113 .
- the airbag 152 may include a conduit 174 extending from the floor 113 to the ramp 120 through which the actuator 172 passes.
- the conduit 174 is formed through the airbag 152 such that the airbag 152 surrounds the conduit 174 .
- the conduit 174 may also tend to secure the airbag 152 in position for operation and/or serve as an attach point between the airbag 152 and other structures, such as the ramp 120 and the housing 110 .
- the conduit 174 may be of any suitable size and shape.
- the control system may also include an airbag guide system 160 to control the movement of the airbag 152 .
- the guide system 160 may comprise any suitable systems for adjusting the airbag 152 , such as one or more cables 162 attached to the airbag 152 , such as the interior surface of the airbag 152 .
- the cables 162 may be withdrawn to draw the airbag 152 into a collapsed position as the airbag 152 deflates.
- the guide system 160 may be configured for any other purpose, such to allow the airbag 152 to expand and collapse with the movement of the ramp 120 and inhibit binding of the airbag 152 between the ramp 120 , housing 110 and other structures as it inflates and deflates.
- the guide system 160 comprises a mechanism attached directly to the ramp 120 , for example, through the conduit 180 , to manipulate the positioning of the airbag 152 .
- the guide system 160 may be disposed in any suitable location, such as inside the airbag 152 or forward of the airbag 152 .
- control system may also include any other appropriate elements to control the operation of the airbag 152 .
- the control system may include one or more airbag bumpers 170 between the ramp 120 and the sidewalls 112 .
- the airbag bumper 170 may separate the airbag 152 from the sidewall 112 as the ramp 120 moves toward the floor 113 .
- the airbag bumper 170 pushes the airbag 152 down when the ramp 120 travels down, and supports the airbag 152 at the interface of the ramp 120 and housing sidewalls 112 to keep the airbag 152 from becoming entangled between the sidewalls 112 and the ramp 120 .
- the ramp 120 starts in a down position and the airbag 152 is in a collapsed position.
- the ramp 120 may be elevated to a raised position to form a high-pressure, low-speed airflow at the engine face.
- the high pressure air at the engine face flows into the airbag 152 , and the control system allows the airbag 152 to inflate under the ramp 120 and against the sidewalls 112 .
- the airbag 152 inhibits air from leaking through the ramp 120 and into the passage 130 , even if the floor 113 , sidewalls 112 , and ramp 120 deform.
- the high pressure in the airbag 152 also tends to counter the force on the top side of the ramp 120 to support the ramp 120 and reduce the deflection of the ramp 120 .
- the ramp 120 drops to the down position.
- the control system controls the collapse of the airbag, for example by withdrawing the cables.
- the airbag bumpers 170 move the sides of the airbag 152 away from the sidewalls 112 to avoid interfering with the descending ramp 120 .
- the pressure at the engine face decreases, allowing the airbag 152 to collapse and the ramp 120 to descend.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Geometry (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Air Bags (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Jet Pumps And Other Pumps (AREA)
Abstract
Description
- The invention relates to methods and apparatus for a fluid inlet.
- Some turbine engines require subsonic high-pressure airflow to operate. When an air-breathing aircraft travels at supersonic speeds, the airflow is typically slowed down before entering the engine of the aircraft. One method of reducing the airflow speed uses a mixed compression inlet which compresses supersonic airflow entering the front of the inlet and then re-expands the flow to a subsonic condition at the aft end of the inlet, creating supersonic low pressure flow at the forward of the inlet and subsonic high pressure flow at the aft of the inlet and at the front of the engine face.
- Methods and apparatus for a fluid inlet according to various aspects of the present invention comprise a housing and a ramp at least partially within the housing. The housing and the ramp define a passage through which air may flow to the engine and a cavity on the opposite side of the ramp from the passage. The ramp is moveable within the housing to change the size of the passage and the cavity. The system further comprises a seal substantially disposed across the cavity.
- A more complete understanding of the present invention may be derived by referring to the detailed description and claims when considered in connection with the following illustrative figures. In the following figures, like reference numbers refer to similar elements and steps throughout the figures.
-
FIGS. 1 and 2 are side cross-sectional views of an inlet according to an exemplary embodiment of the present invention. -
FIGS. 3 and 4 are rear cross-sectional views of the inlet. - Elements and steps in the figures are illustrated for simplicity and clarity and have not necessarily been rendered according to any particular sequence. For example, steps that may be performed concurrently or in different order are illustrated in the figures to help to improve understanding of embodiments of the present invention.
- The present invention may be described in terms of functional components and various assembly and/or operating steps. Such functional components may be realized by any number of systems and devices configured to perform the specified functions and achieve the various results. For example, the present invention may employ various intakes, housings, ramps, seals, elements, machines, systems, materials, and devices which may carry out a variety of functions. In addition, the present invention may be practiced in conjunction with any number of fluid flow applications, systems, and devices, and the system described is merely one exemplary application for the invention. Further, the present invention may employ any number of conventional techniques for manufacturing, assembling, connecting, operating, and the like.
- Referring now to
FIGS. 1 and 2 , aninlet 100 according to various aspects of the present invention, such as a mixed compression supersonic air inlet for an aircraft engine, comprises ahousing 110, aramp 120, and aseal 150. Thehousing 110 and theramp 120 define apassage 130 above theramp 120 and acavity 140 beneath theramp 120. Thepassage 130 defines an airflow path from aforward end 118 of thehousing 110 to anengine 114 at anaft end 122 of thepassage 130. Theseal 150 is disposed within thecavity 140 to inhibit airflow through thecavity 140. - The
housing 110 defines theairflow path 116 to provide air to theengine 114. Thehousing 110 may include any suitable configuration, structures, systems, and materials to define at least a portion of theairflow path 116. In the present embodiment, thehousing 110 is configured to convert a low-pressure, high-speed airflow through an opening at theforward end 118 of theairflow path 116 to a high-pressure, low-speed airflow at theaft end 122. In an exemplary embodiment, referring toFIGS. 3 and 4 , thehousing 110 defines an inlet having a substantially rectangular or square cross-section across theairflow path 116. Thehousing 110 includes afloor 113, atop wall 111, and twosidewalls 112, and may be of any suitable size and shape. - The
ramp 120 moves within thehousing 110 to change the configuration of theairflow path 116. Theramp 120 may comprise any appropriate system or configuration to change the airflow path, such as a movable surface in the airflow path. In the present embodiment, theramp 120 moves substantially perpendicularly with respect to theairflow path 116 to vary the size and shape of thepassage 130. The movement of theramp 120 may be controlled to maintain the terminal shock position, or the point at which the air flowing into theinlet 100 becomes subsonic, in theinlet 100 as the speed of the aircraft varies. - The
ramp 120 may be implemented using any suitable systems, structures, and materials. For example, theramp 120 may be configured with one or more curved surfaces for around inlet 100 or with other structures to affect the airflow. In the present embodiment, for example, theramp 120 comprises a rigid material for use in aerospace applications, such as a titanium alloy, and is movably disposed between thesidewalls 112, such as using bearings between theramp 120 and thesidewalls 112. Theramp 120 movement may be controlled in any suitable manner, such as one ormore actuators 172. Theramp 120 may be of any suitable size and shape, such as comprising an adjustable surface to optimize the aerodynamic characteristics of theinlet 100. Referring toFIGS. 1 and 2 , theramp 120 may comprise multiple sections joined byramp hinges 250 that allow theramp 120 to move flexibly to alter the size and/or shape of thepassage 130. The hinges facilitate the movement of theramp 120 sections, and may also be configured to bleed air from thepassage 130 above theramp 120 to a controlled pressure under theramp 120, such as in the forward low pressure area under theramp 120. The forward end of theramp 120 is fixed to thefloor 113, and the aft end may be fixed or may move, such as along thesidewalls 112 with respect to thefloor 113. - The
seal 150 inhibits airflow through thecavity 140, separates the high and low pressure regions, and/or seals the region under theramp 120 from the airflow in thepassage 130. Theseal 150 may comprise any suitable system, structure, and device in any suitable configuration to inhibit airflow through thecavity 140. For example, theseal 150 may comprise a flexible material disposed across an opening to thecavity 140, such as the opening defined by thesidewalls 112, thefloor 113, and the aft end of theramp 120. - In the present embodiment, the
seal 150 comprises anairbag 152 disposed between thehousing 110 and theramp 120 and extending into thecavity 140. For example, theairbag 152 may comprise anenclosure 238 having anopening 240. The opening 240 is exposed to the high pressure area in front of theengine 114. Theenclosure 238 extends under theramp 120 into thecavity 140. - The
airbag opening 240 may be configured in any suitable manner to allow air to enter and exit theairbag 152. Theairbag opening 240 may also be configured to accommodate complex rotational and translational motion at the aft end of theinlet 100. In the present embodiment, theopening 240 is configured to remain open in operation so that theairbag 152 can inflate. For example, the aft end of theramp 120 is attached to a part of the edge defining theopening 240 so that the upward movement of theramp 120, such as in response to an increase in airspeed of the aircraft, widens theopening 240, facilitatingairbag 152 inflation. Other portions of the opening 240 may also be attached to thefloor 113 andsidewalls 112, for example using fasteners like adhesives and/or rail and screw systems. In the present embodiment, the edge defining the opening 240 is attached to thesidewalls 112 andfloor 113 near the aft end of theramp 120. A portion of the edge between a part attached to thesidewall 112 and a part attached to theramp 120 may not be attached to either theramp 120 or thesidewall 112, providing slack to accommodate movement of theramp 120. Alternatively, at least a portion of the edge of the opening 240 may comprise an elastic material or may be otherwise configured to allow theopening 240 to vary in size. - The
airbag enclosure 238 may comprise any suitable materials and configuration. For example, the airbag may comprise a plastic material, such as a nylon fabric, capable of moving flexibly as thecavity 140 deforms in response to movement of structures of theinlet 100, such as movement of theramp 120 and deflection of thesidewalls 112 due to thermal expansion and pressure differentials. Theairbag 152 may be configured to move, expand, and/or contract in any direction. In the present embodiment, theairbag enclosure 238 is attached to thefloor 113, and may be attached to thesidewalls 112 and ramp 120 at various attach points, for example to keep theairbag 152 open while deflated. Additionally, theairbag 152 may be of any desired thickness to achieve any purpose, such as to accommodate temperature and pressure conditions. - Air may flow into the
airbag 152 through the opening until theairbag 152 or thecavity 140, whichever is smaller, is filled. Theairbag 152 impedes airflow through thecavity 140 to the forward end of thecavity 140. In addition, the pressurized air in theair bag 152 tends to support the bottom side of theramp 120 and equalize the forces on the top and bottom of theramp 120. In one embodiment, the forward end of theairbag 152 may be fixed with respect to a high load region above theramp 120, which tends to reduce the actuation force necessary to move theramp 120. Additionally, theairbag 152 may be shaped and/or positioned such that the location of the high pressure air under theramp 120 is optimized to reduce the overall structural requirements of the structures in theinlet 100, such as theramp 120 and thesidewalls 112. For example, the shape and/or position of theairbag 152 may be configured to substantially conform to the shape of the sidewalls to allow the stiffness of thesidewalls 112 to be reduced while still inhibiting high pressure air from the aft of theinlet 100 from escaping to the front of theinlet 100. - The
inlet 100 may also include a control system for controlling the operation of theramp 120 and theairbag 152. The control system may include any appropriate elements and perform any suitable functions, such as actuators, mechanical connections, seals, movers, and the like. Referring toFIGS. 1 and 2 , in the present embodiment, the control system includes at least oneactuator 172 configured to control the movement of theramp 120. Theactuator 172 may comprise any suitable system for controlling the movement of theramp 120, such as a hydraulic mover between the floor and theramp 120. - The
airbag 152 may be configured to accommodate theactuator 172. For example, gasketed cutouts may be formed in the airbag, such as at attach points to theramp 120 and/orfloor 113, and to allow for the passage of any ducting, electronic equipment, actuators, or mechanism attachments. The gasketed cutouts may comprise openings in theairbag 152 to accommodate passage of various items. The opening may be sealed to avoid releasing the pressure in theairbag 152, for example using a gasket that seals the edge around the objects passing through theairbag 152. The ends of the conduit may also serve as attach points to attach theairbag 152 to other structures, such as theramp 120 and thefloor 113. - In one embodiment, the
airbag 152 may include aconduit 174 extending from thefloor 113 to theramp 120 through which the actuator 172 passes. In the present embodiment, theconduit 174 is formed through theairbag 152 such that theairbag 152 surrounds theconduit 174. Theconduit 174 may also tend to secure theairbag 152 in position for operation and/or serve as an attach point between theairbag 152 and other structures, such as theramp 120 and thehousing 110. Theconduit 174 may be of any suitable size and shape. - Referring to
FIGS. 3 and 4 , the control system may also include anairbag guide system 160 to control the movement of theairbag 152. Theguide system 160 may comprise any suitable systems for adjusting theairbag 152, such as one ormore cables 162 attached to theairbag 152, such as the interior surface of theairbag 152. Thecables 162 may be withdrawn to draw theairbag 152 into a collapsed position as theairbag 152 deflates. Theguide system 160 may be configured for any other purpose, such to allow theairbag 152 to expand and collapse with the movement of theramp 120 and inhibit binding of theairbag 152 between theramp 120,housing 110 and other structures as it inflates and deflates. In another embodiment, theguide system 160 comprises a mechanism attached directly to theramp 120, for example, through the conduit 180, to manipulate the positioning of theairbag 152. Theguide system 160 may be disposed in any suitable location, such as inside theairbag 152 or forward of theairbag 152. - Additionally, the control system may also include any other appropriate elements to control the operation of the
airbag 152. For example, the control system may include one ormore airbag bumpers 170 between theramp 120 and thesidewalls 112. Theairbag bumper 170 may separate theairbag 152 from thesidewall 112 as theramp 120 moves toward thefloor 113. In the present embodiment, theairbag bumper 170 pushes theairbag 152 down when theramp 120 travels down, and supports theairbag 152 at the interface of theramp 120 andhousing sidewalls 112 to keep theairbag 152 from becoming entangled between thesidewalls 112 and theramp 120. - In operation, the
ramp 120 starts in a down position and theairbag 152 is in a collapsed position. As the aircraft speed increases, theramp 120 may be elevated to a raised position to form a high-pressure, low-speed airflow at the engine face. The high pressure air at the engine face flows into theairbag 152, and the control system allows theairbag 152 to inflate under theramp 120 and against thesidewalls 112. Theairbag 152 inhibits air from leaking through theramp 120 and into thepassage 130, even if thefloor 113,sidewalls 112, and ramp 120 deform. The high pressure in theairbag 152 also tends to counter the force on the top side of theramp 120 to support theramp 120 and reduce the deflection of theramp 120. - When the aircraft slows, the
ramp 120 drops to the down position. As theramp 120 drops, the control system controls the collapse of the airbag, for example by withdrawing the cables. In addition, theairbag bumpers 170 move the sides of theairbag 152 away from thesidewalls 112 to avoid interfering with the descendingramp 120. As the engine slows and theramp 120 drops, the pressure at the engine face decreases, allowing theairbag 152 to collapse and theramp 120 to descend. - The particular implementations shown and described are illustrative of the invention and its best mode and are not intended to otherwise limit the scope of the present invention in any way. Indeed, for the sake of brevity, conventional signal processing, data transmission, and other functional aspects of the systems may not be described in detail. Furthermore, the connecting lines shown in the various figures are intended to represent exemplary functional relationships and/or physical couplings between the various elements. Many alternative or additional functional relationships or physical connections may be present in a practical system.
- In the foregoing description, the invention has been described with reference to specific exemplary embodiments; however, various modifications and changes may be made without departing from the scope of the present invention. The description and figures are to be regarded in an illustrative manner, rather than a restrictive one and all such modifications are intended to be included within the scope of the present invention. Accordingly, the scope of the invention should be determined by the generic embodiments described and their legal equivalents rather than by merely the specific examples described above. For example, the steps recited in any method or process embodiment may be executed in any order and are not limited to the explicit order presented in the specific examples. Additionally, the components and/or elements recited in any apparatus embodiment may be assembled or otherwise operationally configured in a variety of permutations to produce substantially the same result as the present invention and are accordingly not limited to the specific configuration recited in the specific examples.
- Benefits, other advantages and solutions to problems have been described above with regard to particular embodiments; however, any benefit, advantage, solution to problems or any element that may cause any particular benefit, advantage or solution to occur or to become more pronounced are not to be construed as critical, required or essential features or components.
- The terms “comprises”, “comprising”, or any variation thereof, are intended to reference a non-exclusive inclusion, such that a process, method, article, composition or apparatus that comprises a list of elements does not include only those elements recited, but may also include other elements not expressly listed or inherent to such process, method, article, composition or apparatus. Other combinations and/or modifications of the above-described structures, arrangements, applications, proportions, elements, materials or components used in the practice of the present invention, in addition to those not specifically recited, may be varied or otherwise particularly adapted to specific environments, manufacturing specifications, design parameters or other operating requirements without departing from the general principles of the same.
Claims (20)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US11/259,976 US7429018B1 (en) | 2005-10-26 | 2005-10-26 | Variable fluid intake with ramp and inflatable bag |
EP06839555A EP1948921A4 (en) | 2005-10-26 | 2006-10-26 | Methods and apparatus for a fluid inlet |
PCT/US2006/060257 WO2007051137A2 (en) | 2005-10-26 | 2006-10-26 | Methods and apparatus for a fluid inlet |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US11/259,976 US7429018B1 (en) | 2005-10-26 | 2005-10-26 | Variable fluid intake with ramp and inflatable bag |
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Publication Number | Publication Date |
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US20080223978A1 true US20080223978A1 (en) | 2008-09-18 |
US7429018B1 US7429018B1 (en) | 2008-09-30 |
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US11/259,976 Active 2025-11-17 US7429018B1 (en) | 2005-10-26 | 2005-10-26 | Variable fluid intake with ramp and inflatable bag |
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US (1) | US7429018B1 (en) |
EP (1) | EP1948921A4 (en) |
WO (1) | WO2007051137A2 (en) |
Cited By (6)
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CN102518517A (en) * | 2011-12-08 | 2012-06-27 | 南京航空航天大学 | Bistable air inlet, its application as aircraft air inlet and design method of bistable air inlet |
US20140083518A1 (en) * | 2011-05-24 | 2014-03-27 | Bae Systems Plc | Structural element of an air vehicle air intake composed of an array of passages with a hexagonal cross section |
CN104401498A (en) * | 2014-11-19 | 2015-03-11 | 中国航空工业集团公司沈阳飞机设计研究所 | Adaptive bulging air inlet channel deformation driving device based on flexible skin |
US20160376987A1 (en) * | 2015-03-16 | 2016-12-29 | The Boeing Company | Supersonic caret inlet system leading edge slat for improved inlet performance at off-design flight conditions |
US10518893B2 (en) * | 2013-11-07 | 2019-12-31 | Sikorsky Aircraft Corporation | Variable geometry helicopter engine inlet |
US11111028B2 (en) * | 2017-06-08 | 2021-09-07 | Airbus Defence and Space GmbH | Variable and adaptable diverterless bump inlet |
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US20110000548A1 (en) * | 2009-02-20 | 2011-01-06 | Sanders Bobby W | Airflow separation initiator |
US8915061B2 (en) * | 2010-05-24 | 2014-12-23 | Lockheed Martin Corporation | Aircraft, propulsion system, and inlet with supersonic compression |
CN102434285A (en) * | 2011-11-21 | 2012-05-02 | 南京航空航天大学 | Special air bag-based axially-symmetrical deformable air inlet channel |
EP2927129B1 (en) * | 2014-04-03 | 2021-06-09 | Airbus Operations GmbH | Varying a cross section of a ram air passage |
US9957889B2 (en) | 2014-08-19 | 2018-05-01 | Pratt & Whitney Canada Corp. | Low noise aeroengine inlet system |
US9951690B2 (en) * | 2014-08-19 | 2018-04-24 | Pratt & Whitney Canada Corp. | Low noise aeroengine inlet system |
US10221764B2 (en) | 2014-08-19 | 2019-03-05 | Pratt & Whitney Canada Corp. | Variable geometry inlet system |
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US10518893B2 (en) * | 2013-11-07 | 2019-12-31 | Sikorsky Aircraft Corporation | Variable geometry helicopter engine inlet |
CN104401498A (en) * | 2014-11-19 | 2015-03-11 | 中国航空工业集团公司沈阳飞机设计研究所 | Adaptive bulging air inlet channel deformation driving device based on flexible skin |
US20160376987A1 (en) * | 2015-03-16 | 2016-12-29 | The Boeing Company | Supersonic caret inlet system leading edge slat for improved inlet performance at off-design flight conditions |
US9964038B2 (en) * | 2015-03-16 | 2018-05-08 | The Boeing Company | Supersonic caret inlet system leading edge slat for improved inlet performance at off-design flight conditions |
US11111028B2 (en) * | 2017-06-08 | 2021-09-07 | Airbus Defence and Space GmbH | Variable and adaptable diverterless bump inlet |
Also Published As
Publication number | Publication date |
---|---|
EP1948921A2 (en) | 2008-07-30 |
WO2007051137A3 (en) | 2008-05-08 |
WO2007051137A8 (en) | 2008-10-02 |
WO2007051137A2 (en) | 2007-05-03 |
EP1948921A4 (en) | 2011-04-20 |
US7429018B1 (en) | 2008-09-30 |
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