WO2005023645A1 - Dispositif et procede pour augmenter la portance - Google Patents

Dispositif et procede pour augmenter la portance Download PDF

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Publication number
WO2005023645A1
WO2005023645A1 PCT/GB2004/003779 GB2004003779W WO2005023645A1 WO 2005023645 A1 WO2005023645 A1 WO 2005023645A1 GB 2004003779 W GB2004003779 W GB 2004003779W WO 2005023645 A1 WO2005023645 A1 WO 2005023645A1
Authority
WO
WIPO (PCT)
Prior art keywords
wing
augmenting
lift
vortex
configuration
Prior art date
Application number
PCT/GB2004/003779
Other languages
English (en)
Inventor
Patrick Peebles
Original Assignee
Fanwing Limited
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Fanwing Limited filed Critical Fanwing Limited
Publication of WO2005023645A1 publication Critical patent/WO2005023645A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C23/00—Influencing air flow over aircraft surfaces, not otherwise provided for
    • B64C23/02—Influencing air flow over aircraft surfaces, not otherwise provided for by means of rotating members of cylindrical or similar form
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/006—Paddle wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C23/00—Influencing air flow over aircraft surfaces, not otherwise provided for
    • B64C23/06—Influencing air flow over aircraft surfaces, not otherwise provided for by generating vortices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/44—Varying camber
    • B64C3/50—Varying camber by leading or trailing edge flaps
    • 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

Definitions

  • the present invention relates to a lift augmentation device, and in particular provides a novel form of wing flap for lift augmentation during take-off, or landing approach, or landing, or indeed in any other low velocity regions of the flight envelope. It is known to provide an aerofoil wing with lift-augmenting flaps which may be positioned at the wing leading edge or at the wing trailing edge.
  • flaps rely on increasing the wing area by extending the flap forwardly from the leading edge or rearwardly from the trailing edge, and amplifying the effective camber (curvature) of the wing cross-section by giving a leading edge flap a more negative angle of incidence than the main wing body or giving a trailing edge flap a more positive angle of incidence than the rest of the wing body. It is also known, from O98/07622, to provide a lift-generating member in the shape of a wing but having a recess extending span-wise of the wing leading edge and opening into the upper surface of the wing body, there being a cross-flow fan rotor positioned in said recess, and extending spanwise of the wing body.
  • This rotor is driven for rotation in a direction which causes the path of the fan rotor blades to move rearwardly in the region of their path where they are exposed to the airflow over the top of the wing body. It has been found that the vortex generated using such a leading edge rotor can be controlled in order to vary the lift generated by such a wing-like member and GB-A-2346348 discloses the use of a vane to control the vortex for varying the lift generated with such a lift-generating member, for example for controlling roll in the case of an aircraft having such a lift-generating member for each of its main planes.
  • US-A-3289979 discloses a high lift aeroplane wing which uses trailing edge flaps deflectable in the normal manner in order to increase camber of the wing section for increasing the lift co-efficient.
  • an auto-rotating rotor is positioned on or near the pivot axis of the flap to be rotated by the airflow over the wing and flap surfaces.
  • US-A-3289979 also acknowledges that prior to that rotating cylindrical structures driven by power sources in the aircraft had been provided in order to minimise the discontinuity over the junction between the wing and the flap.
  • US-A-4293110 discloses a swept wing having leading edge double-flaps comprising a main (aft-flap) body deflected downwardly for increasing the lift coefficient, but provided with a smaller leading edge (fore-flap) portion which deflects upwardly relative to the aft-flap segment when in the lift-enhancing mode. Air is blown from a nozzle positioned slightly above the junction between the fore-flap segment and the aft-flap segment in order to generate a vortex over the upper surface of the aft-flap segment in the lift-enhancing mode.
  • GB-A-0612304 discloses positioning a rotor in the upper side of a wing with half the diameter of the rotor projecting above the wing surface at the half chord position.
  • the disclosure shows a tri-plane with the main wing provided with a trailing edge flap of conventional form.
  • FR-A-2228168 discloses the formation of a vortex in a cavity between the main wing body and a trailing edge flap, with the intention that this created vortex avoids the formation of parasitic vortices.
  • the vortex is created using blowing nozzles and/or sucking nozzles.
  • a wing-like body including a lift augmentation device comprising a main wing body and a displaceable auxiliary body defining a first, lift-augmenting configuration and a second, non- augmenting configuration and moveable to intermediate configurations therebetween, including means for generating a vortex extending spanwise of the wing-like body at the junction between the main wing-like body and the auxiliary lift- augmenting body; wherein the arrangement is such that, at a relatively lower pressure side of the wing body, the generated vortex rotates in a direction which causes the airflow in the vortex to be co-current with the nearby main airflow passing over the wing body and, at the relatively higher pressure side of the wing body, the flow of the vortex air is countercurrent with the nearby main airflow over the wing body.
  • the vortex is generated by a cross-flow rotor extending spanwise of the flap along the recess and connected to driving means which rotates the rotor in a direction to carry the rotor vanes cocurrent with the airflow over the convex upper surface of the flap.
  • a cross-flow rotor extending spanwise of the flap along the recess and connected to driving means which rotates the rotor in a direction to carry the rotor vanes cocurrent with the airflow over the convex upper surface of the flap.
  • Such an auxiliary lift augmentation member may for example be a leading edge flap or a trailing edge flap, and may even be associated with other auxiliary wing devices such as wing slats.
  • Figure 1 A is a schematic cross section of an aerofoil wing incorporating the lift augmentation device in accordance with the present invention, the wing being shown in "clean" configuration for cruising flight or high speed flight using a suitable propulsion means such as at least one reaction motor (rocket or gas turbine) or propellor;
  • Figure IB shows the wing of Figure 1A with its configuration changed in order to expose the concave and convex surfaces of the aerofoil to the passing airflow but with little or no general change in the wing camber, for example during transition from high speed or cruising flight to approach speed, or when used to augment lift and thrust for take-off.
  • Figure 1C shows the wing of Figures 1A and IB with the trailing edge flap deflected to increase the camber of the aerofoil, and illustrates displacement of the lift-augmenting cross-flow rotor and its associated vortex-confining shroud to begin to expose the upper part of the rotor to the passing airflow such that the rotor vanes passing cocurrent with the airflow over the convex surface of the wing project upwardly above the general upper surface of the wing, for example during transition from approach speed to landing speed or to further augment lift and thrust on takeoff;
  • Figure ID shows the same wing as in Figures 1A to 1C, with the flap fully deflected in the landing position and with the rotor and shroud pivoted upwardly to expose even more of the path of the rotor vanes to the airflow passing over the upper surface of the aerofoil, to generate high lift at landing;
  • Figure 2 A shows an alternative form of aerofoil wing with a transversely extending cross-flow rot
  • Figure 1 A shows an aerofoil wing-like body 1 comprising a main aerofoil portion 3 truncated at its trailing edge but supplemented by a trailing portion 5 such that, together, the portions 3 and 5 define an aerofoil section to the wing 1.
  • a cross-flow rotor 7 Positioned between the main (3) and trailing (5) portions of the wing body is a cross-flow rotor 7 having blades 8 extending spanwise of the wing 1 and able to orbit about a rotation axis 9 extending parallel to the wing span.
  • the part of the rotor facing the trailing wing portion 5 defines a concave recess 11 extending spanwise of the wing 1 and pivotable about an axis 13 close to the convex upper surface of the wing 1 near the leading part of the trailing wing portion 5.
  • the wing 1 is clean in that the angle of incidence of the trailing wing portion 5 is substantially the same as that of the main wing portion 3 so that the aerofoil of the wing defines continuous surfaces at the junction between the main wing portion 3 and the trailing wing portion 5.
  • the cross-flow rotor 7 is totally isolated from the airflow passing over the convex upper surface and the concave lower surface of the wing 1.
  • Figure IB shows the wing of 1 A when adapted for augmenting the lift normally generated by the wing as a consequence of its forward flight.
  • the rotor 7 is shown to be rotating in the anti-clockwise direction about the rotation axis 9, such that the rotor blades 8 and the generated vortex rotate in a direction which causes the airflow in the vortex to be co-current with the main airflow passing over the wing body at a relatively lower pressure side of the wing body and the rotor blades 8 and the flow of the vortex air to be countercurrent with the main airflow over the wing body in the relatively higher pressure region around the wing body.
  • the wing is suitable for transition from high speed or cruising flight to approach speed, or indeed in order to augment lift and thrust for take-off.
  • the rotation of the rotor 7 in the anticlockwise direction shown in Figure IB may well generate thrust which will augment the general thrust generated by the propulsion means of an aircraft incorporating the wing of Figures 1A to ID.
  • These propulsion means may for example comprise propellers driven by piston engines, or thrust-generating gas turbine engines, or turbo prop assemblies with propellers driven by gas turbine engines.
  • Other propulsion means may of course be acceptable for use with the wing of Figures 1 A to ID.
  • Figure 1C shows the wing of Figure IB with the wing trailing part 5 deflected downwardly so as to increase the overall camber of the wing 1, and now with the vortex-confining shroud 11 displaced slightly relative to the wing trailing body 5 by pivoting anti-clockwise about the pivot axis 13 so as to move the lower part 11a of the shroud forwardly and upperwardly with respect to the leading edge of the under surface of the trailing part 5, and the rotor 7 is similarly displaced in an anti-clockwise direction relative to the trailing wing portion 5.
  • the rotor rotation axis 9 and the shroud 11 move in unison about the pivot axis 13 so as to maintain a constant positioning between the rotor 7 and the shroud 11 for the purpose of maintaining the quality of the vortex generated within the spanwise extending recess defined by the shroud 11.
  • the trailing wing portion 5 has not only pivoted anti-clockwise to increase the camber of the wing 1 but has also been extended further rearwardly with respect of the Figure IB configuration so as to increase still further the effective wing area of wing 1.
  • the wing is well suited for the transition from approach speed to landing speed, or to augment still further thrust and lift for take-off.
  • the final position is one in which the pivoting of the shroud 11 and the fan rotation axis 9 about the pivot axis 13 is still more pronounced so as to increase the degree of projection of the path of the blades of the cross-flow rotor 7 into the rearwardly moving airflow over the convex upper surface of the wing body 1, thereby still further increasing the tendency of the airflow to remain attached over the upper surface 5b of the trailing wing portion 5 and equally still further increasing the thrust effect of the driven rotor 7 on the airflow.
  • the slot 15 shown in Figure 1C is wider than the corresponding slot discussed above with reference to Figure IB, and correspondingly that same slot becomes still wider in the Figure ID configuration.
  • Figure ID shows the wing in maximum lift configuration for landing.
  • the shroud 11 may additionally include a control means similar to that disclosed and claimed in GB-A-2346348 for the purposes of controlling the vortex within the generally cylindrical span- wise recess defined by the shroud 11.
  • the lift augmentation resulting from the positioning of a cross- flow rotor near the leading edge of a wing-like body is due to the existence of the vortex within the recess defined by the shroud 11 and at least partially intersecting the path of the vanes of the rotor 7.
  • the wing-like member 21 includes a cross-flow rotor 27 between a leading portion 25 defining the leading edge of the wing and a main wing body portion 23 defining the remainder of the aerofoil of the wing.
  • a slot 35 exists between the leading portion 25 and the main wing portion 23, and the forward- facing part of the path of the blades 28 of the fan 27 borders on the slot 35.
  • the slot 35 is closed off from the region of relatively higher pressure air under the wing body 21 by means of a lower sliding door 35a, and likewise the slot is closed off from the relatively lower pressure region of air above the convex upper surface of the wing body 21 by an upper sliding door 35b. Retraction of these doors into either the leading portion 25 or the main wing portion 23 (in this case the main wing portion 23) opens the slot 35 and allows to pass upwardly through it.
  • Figure 2B shows a configuration generally equivalent to that illustrated in Figure IB but in this case there has been substantially no forward movement of the leading wing portion 25, but simply retraction of the two sliding doors 35 a and 35b to open the slot 35 to the under and over the wing body 21.
  • the effect of the vortex within the recess bounded by the shroud 31 is to increase the over the upper surface of the wing body 21, thereby augmenting lift and thrust and maintaining the over the convex upper surface attached until much closer to the trailing edge of the main wing portion 23.
  • thrust augmentation as a result of the driving of the upwardly to the slot 35, as with the wing 1 of Figs.
  • the effect of thrust augmentation begins to be more noticeable when the configuration of Figure 2C is reached.
  • the shroud 31 has pivoted in the anticlockwise direction about the pivot axis 33, and carried the rotor 27 along with it as is evident from Figure 2C.
  • the upper part of the path of the blades 28 of the fan rotor 27 projects more noticeably into the passing over the upper surface of the wing body 21, increasing the thrust augmentation effect and still further increasing the tendency for the over the upper surface of the wing to remain attached up to the trailing edge.
  • Figure 2C also illustrates the fact that the wing leading portion 25 has begun to deflect downwardly and, although the mechanism for supporting and guiding the wing leading portion 25 is not shown in the drawings, the theoretical position of the centre of rotation 26 of the movement of the wing leading portion 25 is illustrated both in Figure 2C and in Figure 2D. As in the case of Figure 1C the position illustrated in Figure 2C applicable to the transition from approach speed to landing speed or for augmenting lift and thrust
  • configuration in Figure 2D shows still further anticlockwise pivoting of the rotor axis 29 and the shroud 31 about the pivot axis 33 and still further clockwise movement of the wing leading portion 25 to result in both a more negative angle of incidence of the wing leading portion and a further forward extension which increases the effective wing area of the wing 21 for landing.
  • the embodiment of Figures 2 A to 2D has the advantage that the spanwise- extending cross-flow rotor is positioned at the thickest part of the aerofoil section.
  • Figure 3 a shows a wing 41 comprising a main wing body portion 43 and a displaceable trailing wing portion 45 which is displaceable by virtue of pivoting around a theoretical axis 46 shown in both Figure 3 A and Figure 3B.
  • Figure 3 A showing the most clockwise-displaced configuration of the trailing wing portion 45, the geometry is such that there is no slot existing between the main wing body portion 43 and the trailing wing body portion 45.
  • that slot 55 is open and is able to pass through the slot upwardly from the relatively higher pressure region below the wing body 41 through the area of relatively lower pressure air above the wing.
  • the wing of Figures 1A to ID could rely on the Figure 1C configuration for take-off in that the anticlockwise-rotating cross-flow fan 7 will generate a rearward flow of air over the upper surface of the wing trailing part 5 to propel the aircraft forwardly during the take-off run while the intake of air into the slot 15 from beneath the wing will not generate any appreciable rearward reaction (a reaction force acting in the direction towards the trailing edge of the wing trailing body 5).
  • the underside of the main wing portion 3 at the rear end near where the slot 15 opens may be shaped so as to facilitate flow of air into the slot 15 in a rearward direction (in a direction from the leading edge to the trailing edge of the wing 1) and, provided the magnitude of the airflow induced by the fan 7 is adequate, there will be a forward thrust on the wing which can cause the aircraft to gather momentum during the take-off run and achieve flying speed.
  • the lift-off speed will of course be enhanced (lowered) as a result of the partial downward deflection of the trailing wing part 5, in the manner of the trailing edge wing flap.
  • the trailing wing portion 5 can be raised into the Figure IB configuration where the same effect of thrusting flow generated by the cross-flow fan 7 will maintain forward thrust and maintain cruising flight.
  • the trailing wing part 5 will initially be lowered to the Figure 1C configuration and then, for final approach, be lowered to the Figure ID configuration where the maximum C L value will be obtained. It will of course be appreciated that at no stage will the wing be cleaned up to the Figure 1 A configuration, where no such thrusting flow can be generated by the totally enclosed cross-flow fan 7 even if the fan is rotating idly within its shut-off housing defined by the slot 15 on the one hand and the shroud 11 on the other hand.
  • the wing may be set to the Figure 2C configuration so that airflow through the cross-flow fan 7 will be discharged rearwardly over the top surface of the main wing part 23 and taken in from beneath the leading wing part 25 in a generally rearward direction while the configuration of the leading wing part 25 resembles that of a leading edge wing flap.
  • the wing can be set to the Figure 2B configuration in which, as in the case of Figure IB, cruising flight may be maintained with merely the propelling effect of the rearwardly moving air discharged by the cross-flow fan 27 over the top surface of the main wing part 23, optionally assisted by a rearward direction of the airflow into the slot 35 from beneath the leading wing part 25.
  • the leading wing part 25 may be shaped at its under surface so as to facilitate entry of rearwardly moving air into the slot 35 from beneath the leading wing part 25.
  • Such shaping may, for example, comprise blunting of the "nose" between the underside of the leading wing part 25 and the entry into the slot 35, or even raising of the undersurface of the leading wing part 25 so that it allows the air from beneath the leading wing part 25 to approach the fan rotor in a generally rearward and upward direction.
  • the Figure 2B configuration can be used for forward flight and the Figure 2C configuration can be used for the early stages of the landing approach, with the Figure 2D configuration used for the final approach where maximum C L values are required.
  • Figures 1A to ID showing the displaceable wing trailing portion
  • Figures 3 A and 3B showing such a displaceable trailing portion
  • the lift augmentation device may equally embody other wing configurations and may, for example, be incorporated in a moveable slat to generate a lift-augmenting slot between itself and the adjacent surface of the wing body.
  • the member 1, 21 or 41 has been described as "wing-like" this member could be any other dynamic aerofoil plane such as a tailplane or a canard surface.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne une aile (1) incluant un dispositif augmentant la portance et qui comprend un corps principal (3) d'aile, et un corps auxiliaire (5) mobile définissant une configuration d'augmentation de portance, une configuration de non-augmentation de portance et des configurations intermédiaires. Un tourbillon produit se déploie sur la longueur de l'aile, à la jonction entre le corps principal d'aile et le corps auxiliaire d'augmentation de la portance. Le dispositif est conçu de sorte que le tourbillon produit tourne dans un sens et forme un écoulement cocourant de l'air du tourbillon et de l'air passant par-dessus le corps de l'aile, sur un côté du corps de l'aile où la pression relativement basse; et un écoulement à contre-courant de l'air du tourbillon par rapport à l'air passant par-dessus le corps de l'aile, dans la région où la pression est relativement élevée, autour du corps de l'aile.
PCT/GB2004/003779 2003-09-05 2004-09-03 Dispositif et procede pour augmenter la portance WO2005023645A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0320870A GB2405624A (en) 2003-09-05 2003-09-05 Wing with lift augmentation
GB0320870.9 2003-09-05

Publications (1)

Publication Number Publication Date
WO2005023645A1 true WO2005023645A1 (fr) 2005-03-17

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WO (1) WO2005023645A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100747082B1 (ko) 2005-09-12 2007-08-09 김종성 관성륜을 갖는 회전익을 결합한 안정성이 향상된 고정익
CN104986323A (zh) * 2015-06-23 2015-10-21 中国航空工业集团公司西安飞机设计研究所 一种扇翼飞机
CN106481368A (zh) * 2015-08-28 2017-03-08 中航商用航空发动机有限责任公司 发动机中介机匣
CN107600409A (zh) * 2017-08-10 2018-01-19 中国科学院力学研究所 基于横流扇加速空气循环流动的升力产生的装置及方法
WO2020145677A1 (fr) * 2019-01-11 2020-07-16 최영준 Drone
DE102022123020B3 (de) 2022-09-09 2024-01-04 Paul-Matthias Schlecht Flügelanordnung umfassend einen Hauptflügel und einen entgegen einer Strömungsrichtung vor dem Hauptflügel daran befestigten Vorflügel
DE102022005062A1 (de) 2022-09-09 2024-03-14 Paul-Matthias Schlecht Flügelanordnung

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2808253B1 (fr) 2013-05-30 2016-12-07 AIRBUS HELICOPTERS DEUTSCHLAND GmbH Hélicoptère avec ventilateur à écoulement transversal

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE636244C (de) * 1935-08-13 1936-10-05 Alexander Lippisch Flugzeugfluegel mit in einem Fluegelschlitz eingebauter Schaufelwalze
GB550713A (en) * 1941-08-29 1943-01-20 Dehavilland Aircraft Improvements in or relating to aerofoils
US3092354A (en) * 1960-08-08 1963-06-04 Alvarez-Calderon Alberto Aerodynamic system and apparatus
US3162402A (en) * 1962-01-12 1964-12-22 Alvarez-Calderon Alberto Stability and control system and apparatus for aircraft
DE3534169A1 (de) * 1985-09-25 1987-03-26 Wolfgang Loesel Zirkulationsanregung fuer auftriebsprofile zur auftriebserhoehung und widerstandsverminderung
US6231004B1 (en) * 1996-08-20 2001-05-15 Patrick Peebles Fluid dynamic lift generation

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Publication number Priority date Publication date Assignee Title
GB612304A (en) * 1939-09-11 1948-11-11 Atle Ragnvald Blomqvist Improvements in aeroplane construction
GB616163A (en) * 1943-01-19 1949-01-18 Groupement Francais Pour Le Developpement Des Recherches Aeronautiques Means for avoid separation and turbulence in fluids moving with respect to solid surfaces
US3289979A (en) * 1965-05-24 1966-12-06 James E Brunk High lift wing and flap structure for aircraft
FR2228168A1 (en) * 1973-05-03 1974-11-29 Bertin & Cie Flow deflection for aerodynamic surface - using process retarding or preventing flow separation
US4293110A (en) * 1979-03-08 1981-10-06 The Boeing Company Leading edge vortex flap for wings

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE636244C (de) * 1935-08-13 1936-10-05 Alexander Lippisch Flugzeugfluegel mit in einem Fluegelschlitz eingebauter Schaufelwalze
GB550713A (en) * 1941-08-29 1943-01-20 Dehavilland Aircraft Improvements in or relating to aerofoils
US3092354A (en) * 1960-08-08 1963-06-04 Alvarez-Calderon Alberto Aerodynamic system and apparatus
US3162402A (en) * 1962-01-12 1964-12-22 Alvarez-Calderon Alberto Stability and control system and apparatus for aircraft
DE3534169A1 (de) * 1985-09-25 1987-03-26 Wolfgang Loesel Zirkulationsanregung fuer auftriebsprofile zur auftriebserhoehung und widerstandsverminderung
US6231004B1 (en) * 1996-08-20 2001-05-15 Patrick Peebles Fluid dynamic lift generation

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100747082B1 (ko) 2005-09-12 2007-08-09 김종성 관성륜을 갖는 회전익을 결합한 안정성이 향상된 고정익
CN104986323A (zh) * 2015-06-23 2015-10-21 中国航空工业集团公司西安飞机设计研究所 一种扇翼飞机
CN106481368A (zh) * 2015-08-28 2017-03-08 中航商用航空发动机有限责任公司 发动机中介机匣
CN106481368B (zh) * 2015-08-28 2018-06-26 中国航发商用航空发动机有限责任公司 发动机中介机匣
CN107600409A (zh) * 2017-08-10 2018-01-19 中国科学院力学研究所 基于横流扇加速空气循环流动的升力产生的装置及方法
CN107600409B (zh) * 2017-08-10 2019-10-29 中国科学院力学研究所 基于横流扇加速空气循环流动的升力产生的装置及方法
WO2020145677A1 (fr) * 2019-01-11 2020-07-16 최영준 Drone
DE102022123020B3 (de) 2022-09-09 2024-01-04 Paul-Matthias Schlecht Flügelanordnung umfassend einen Hauptflügel und einen entgegen einer Strömungsrichtung vor dem Hauptflügel daran befestigten Vorflügel
DE102022005062A1 (de) 2022-09-09 2024-03-14 Paul-Matthias Schlecht Flügelanordnung

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GB0320870D0 (en) 2003-10-08
GB2405624A (en) 2005-03-09

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