| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | Method and apparatus for reducing turbulent skin friction | US115635 | 1987-10-26 | US4932612A | 1990-06-12 | Ron F. Blackwelder; Mohamed Gad-el-Hak |
| A method and apparatus for reducing the skin friction on objects in relative motion to a field of fluid. The areas of relative low speed motion are fixed to align with a series of ridges on the surface of the object. The areas of low speed motion aligned with the ridges are removed by suction from the turbulent boundary layer which results in a reduction of drag on the object. An alternative embodiment injects fluid into areas of relative high speed between the ridges to reduce the shear and the drag caused by it. Selective suction and injection are combined in one apparatus in a second alternative embodiment. A fourth embodiment injects a polymeric solution to reduce drag. A fifth embodiment heats the fluid in specified areas to reduce drag. A sixth embodiment uses a compliant material in specified areas of the surface in contact with flowing fluid to reduce drag. | ||||||
| 142 | Attached jet spanwise blowing lift augmentation system | US104385 | 1987-10-05 | US4860976A | 1989-08-29 | Russell E. McFadden; Charles H. Shure, III |
| A lift enhancing system for an aircraft having wings and a deflectable airfoil attached to the trailing edge of the wing which includes ejecting nozzles attached to and movable with each deflectable airfoil to eject gas spanwise across the surface of the deflectable airfoil and thereby enhance the lift of the wing and deflectable airfoil. | ||||||
| 143 | Pneumatic aerodynamic control surface | US33976 | 1987-04-03 | US4844385A | 1989-07-04 | John A. Bennett; Robert J. Englar; Andrew S. W. Thomas |
| A pneumatic aerodynamic control surface is described for an aircraft having a region of upwash ahead of a powered-lift or high-lift wing, the control surface comprising blown engine nacelles immersed in the upwash region, and capable of generating moments about all three axes of the aircraft without any external moving parts. | ||||||
| 144 | High performance forward swept wing aircraft | US933963 | 1986-11-24 | US4767083A | 1988-08-30 | David G. Koenig; Kiyoshi Aoyagi; Michael R. Dudley; Susan B. Schmidt |
| A high performance aircraft capable of subsonic, transonic and supersonic speeds employs a forward swept wing planform and at least one first-and-second-solution ejector located on the inboard section of the wing. A high degree of flow control on the inboard sections of the wing is achieved along with improved maneuverability and control of pitch, roll and yaw. Lift loss is delayed to higher angles of attack than in conventional aircraft. In one embodiment the ejectors may be advantageously positioned spanwise on the wing while the ductwork is kept to a minimum. | ||||||
| 145 | Fluid flow control device | US909349 | 1986-09-19 | US4736913A | 1988-04-12 | John A. Bennett; Robert J. Englar; Andrew S. W. Thomas |
| A fluid flow control device controllably maintains attached flow in the region of a body having a contour of rapid curvature utilizing tangential fluid discharge slots, positioned just upstream from the separation line, which issue a thin jet sheet to energize the boundary layer and entrain the surrounding flow. When applied to the aft fuselage of an aircraft, the device reduces separation and vortex drag at cruise and provides control forces and moments during low speed operation of the aircraft. | ||||||
| 146 | Nozzle system | US524481 | 1983-08-18 | US4645140A | 1987-02-24 | Paul M. Bevilaqua; John H. Dehart |
| A nozzle system for providing improved thrust augmentation for an aircraft lift and/or propulsion system is provided. The unique nozzle structure is designed such that counter-rotating vortices emanate from the nozzle tips. When this unique nozzle configuration is combined with simple slot nozzles in a specific manner a vortex rich flow will result. When a diffuser is placed around this unique combination such that jet pumping is obtained, significant improvement in thrust augmentation is realized from the vortex rich flow mixing with the coflowing secondary air stream. | ||||||
| 147 | Pollution reducing aircraft propulsion | US467424 | 1983-02-17 | US4519563A | 1985-05-28 | Raymond M. Tamura |
| Aircraft engine exhaust is mixed with air and fuel and recombusted. Air is drawn into the secondary combustion chamber from suction surfaces on wings. Exhaust of the secondary combustion chamber is blown over wing and fuselage surfaces. | ||||||
| 148 | Thrust deflector and force augmentor | US445325 | 1982-11-29 | US4463920A | 1984-08-07 | James H. Nichols, Jr.; Roger J. Furey; Robert J. Englar; David G. Lee |
| A non-moving fluid thrust deflector and force augmentor is disclosed for aerodynamic and hydrodynamic vehicles and devices. When the deflector is utilized in an aerodynamic application and in conjunction with a thrust producer and a plenum, upon pressure initiation within the plenum, a jet sheet issues and remains attached to a specially designed wing having a rounded trailing edge by balancing reduced static pressure with centrifugal force, and thus provides a controlled resultant force or thrust in some direction other than that corresponding to the original flow. Upon application to hydrodynamic vehicles, the deflector is placed in the propulsor stream and provides turning or pitching forces to the vehicle without any deflection of itself. These applications require no mechanical moving components to deflect or augment the thrust or force, and thus yield considerable reductions in weight and complexity. | ||||||
| 149 | Leading edge augmentor wing-in-ground effect vehicle | US413182 | 1982-08-30 | US4442986A | 1984-04-17 | David G. Rousseau |
| A Wing-in-Ground (WIG) effect vehicle for traveling over water utilizing efflux from propulsors to create a static pressure increase under the wings. The propulsors are carried inside the fuselage or in other safe locations away from sea spray and debris. The efflux is carried by conduit running the full span of the wing leading edge and is directed under the wing. The efflux also entrains ambient air by Coanda effect to increase the resultant lift. | ||||||
| 150 | Upper surface blown powered lift system | US206172 | 1980-11-12 | US4426054A | 1984-01-17 | Timothy Wang |
| In an aircraft having a pair of engines mounted forwardly of the wing and discharging jet exhaust over the wing for augmented lift, a trailing edge flap is positioned directly behind each of the engines. Each flap has a stowed position for the cruise mode, a rearwardly and downwardly extending position for maximum deflection of the jet exhaust downwardly for STOL operation, and various intermediate positions. The upper aerodynamic surface of each flap is curved in a manner that the radius of curvature is a constant and uniform minimum at a forward portion of the flap and substantially greater at a rear portion of the flap. Each flap is moved from its stowed position, through intermediate positions to its fully deployed position in a manner that the upper aerodynamic surface of each flap forms a smooth and continuous extension of the fixed rear portion of the upper aerodynamic surface of the wing. Vortex generators are provided on the upper wing surfaces forward of flaps to generate vortices in the jet exhaust that travels over the upper surfaces of the flaps. This arrangement results in improved lift characteristics, reduced pitching moment with the flap in its deployed position, and improved operating characteristics. | ||||||
| 151 | Thrust deflector and force augmentor | US238264 | 1981-02-25 | US4398687A | 1983-08-16 | James H. Nichols, Jr.; Roger J. Furey; Robert J. Englar; David G. Lee |
| A non-moving fluid thrust deflector and force augmentor is disclosed for aerodynamic and hydrodynamic vehicles and devices. When the deflector is utilized in an aerodynamic application and in conjunction with a thrust producer and a plenum, upon pressure initiation within the plenum, a jet sheet issues and remains attached to a specially designed wing having a rounded trailing edge by balancing reduced static pressure with centrifugal force, and thus provides a controlled resultant force or thrust in some direction other than that corresponding to the original flow. Upon application to hydrodynamic vehicles, the deflector is placed in the propulsor stream and provides turning or pitching forces to the vehicle without any deflection of itself. These applications require no mechanical moving components to deflect or augment the thrust or force, and thus yield considerable reductions in weight and complexity. | ||||||
| 152 | Aircraft with thrust and lift augmenting airfoil | US155490 | 1980-06-02 | US4398683A | 1983-08-16 | William M. Schmetzer |
| An aircraft is disclosed having a jet engine whose exhaust stream flow rearwardly from above the trailing edge of a main wing of the craft, and having an auxiliary airfoil which is lower than and offset rearwardly with respect to the wing and acts during takeoff to augment thrust and lift, and during braking and landing to increase drag and lift. The airfoil is mounted for adjusting movement between a cruise position in which it is generally parallel to but lower than and spaced from the wing and one or more inclined positions for takeoff, landing and braking in which the airfoil has its leading edge spaced rearwardly and downwardly from the trailing edge of the wing and defines with that trailing edge a gap across which the jet engine exhaust stream flows in a relation drawing air through the gap from under the wing. | ||||||
| 153 | Pollution reducing aircraft propulsion | US961061 | 1978-11-15 | US4214722A | 1980-07-29 | Raymond M. Tamura |
| Aircraft engine exhaust is mixed with air and fuel and recombusted. Air is drawn into the secondary combustion chamber from suction surfaces on wings. Exhaust of the secondary combustion chamber is blown over wing and fuselage surfaces. | ||||||
| 154 | Helicopter lifting and propelling apparatus | US788528 | 1977-04-18 | US4169567A | 1979-10-02 | Raymond M. Tamura |
| A helicopter rotor is formed with spars and ribs. The spars form parts of the surfaces, and long slots are constructed in the spars to provide suction and blower slots. Air is withdrawn in slots nearest the leading edge, and engine exhaust is conducted to a suction/blowing device which in turn blows air through slots near the trailing edge. Helicopter engine exhaust is mixed with air and fuel and is recombusted. Air is drawn into a recombustion chamber of a suction/blowing device from suction surfaces on the helicopter rotor blades. This suctioned air is then re-routed to the slots near the trailing edge and blown over the upper and lower surfaces of the blade. | ||||||
| 155 | High-lift aircraft | US36726873 | 1973-06-05 | US3884432A | 1975-05-20 | BLANCHARD JR WILLARD S; JOHNSON JR JOSEPH L |
| An aerodynamically balanced high-lift aircraft wherein the problems of large nose-down pitching moments generated by the flap high-lift forces, the loss of trim lift during high-lift flight and the yawing moments caused by the loss of an engine are solved without the use of large horizontal and vertical tails. Also the level of sideline and forward radiated noise is reduced without mechanical apparatus. In the present aircraft, a wing is carried by and bounded on the tips by spaced-parallel fuselages; horizontal tails are mounted only onto the outboard surfaces of the wing-tip fuselages, the centroid-of-lift of the high-lift flaps is located substantially at the center-of-gravity of the aircraft and the exhausts of the engines are emitted in the vertical plane of symmetry of the aircraft. In the aircraft of the present invention, yawing moments occuring during flight with an engine inoperative will be reduced; the horizontal tails will carry an upload and contribute positive trim lift; large nosedown pitching moments generated by the high-lift flaps will be minimized and noise levels will be reduced.
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| 156 | Aerodynamic slot closing mechanism | US33964573 | 1973-03-09 | US3837601A | 1974-09-24 | COLE J |
| In present day aircraft, the wing normally has two or more airfoil segments chordwise thereof, and the segments are extendible and retractable in relation to one another so that the adjacent edges thereof open and close an aerodynamic slot therebetween. According to the invention, an auxiliary closure member is provided on the slot-defining edge portion of one of the segments, which is shiftable in relation to the segments when the slot is open, between a position in which the member closes the slot, and a position in which the slot is reopened. In the reopened position, the closure member fairs into the edge portion of the one segment, relatively peripherally of the slot, whereas in the closure position, the member fairs into a chordwise surface of the wing, relatively crosswise of the slot.
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| 157 | Boundary layer control means | US3779199D | 1971-08-13 | US3779199A | 1973-12-18 | MAYER R |
| A vehicle movable through a fluid supporting medium includes an active system for controlling the layer of said fluid over at least a portion of the vehicle exterior surface. Parallel slots through the surface permit fluid under pressure to issue over the surface to reduce drag and improve lift and/or propulsion.
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| 158 | Flap systems for aircraft | US49923965 | 1965-10-21 | US3355125A | 1967-11-28 | RODNEY ALLCOCK ALASTAIR WILLIA |
| 1,083,267. Aircraft trailing edge flaps. POWER JETS (RESEARCH & DEVELOPMENT) Ltd. Dec. 13, 1965 [Dec. 11, 1964], No. 50618/64. Heading B7G. [Also in Division F2] An aircraft wing trailing edge blown flap has a discontinuity in its surface to promote separation, and means are provided for shielding the discontinuity from the flow over the flap. The flap 2 described may have in its nose a notch 5 which is covered by the wing shroud until the flap is lowered to more than, say, 60 degrees; or a passage (6, Fig. 3, not shown), leading from the nose to the lower surface, which is normally closed by the wing shroud; or a step (9, Fig. 4, not shown) below which the nose is cut away to form a passage through which air can flow from the lower to the upper surface when the flap is lowered sufficiently; or a spoiler plate may be pivotally mounted on the flap nose and spring biased to extend away from the flap surface when it is not constrained by the shroud. The discontinuity is intended to produce an increase in drag and reduction in lift after landing or aborted take-off. The aircraft may be a jet flap aircraft. | ||||||
| 159 | Thrust control apparatus | US36406764 | 1964-04-29 | US3262659A | 1966-07-26 | COPELAND JOHN E |
| 160 | Anti-stall system | US39813464 | 1964-09-21 | US3237889A | 1966-03-01 | LITZ JR CHARLES J |
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