子分类：
| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 241 | Method for interfacing a pilot with the aerodynamic state of the surfaces of an aircraft and body interface to carry out this method | US09438086 | 1999-11-10 | US06273371B1 | 2001-08-14 | Marco Testi |
| Method, apparatus and sensors for directly interfacing a pilot (1) with the aerodynamic state of the surfaces of an aircraft, in particular allowing the direct sensorization of the conditions of the aerodynamic surfaces during the flight. The pilot (1) wears one or several “data suits” (2), for example on the arm, on the trunk, on the face or on the hands. The information on the boundary layer state is detected by a plurality of sensors (3) located on the different aerodynamic surfaces. A body interface (4) comprising a console (5), a multi-channel conditioning unit (6) and a processor (7) for the data acquisition are connected to the data suit (2). The data suit uses tactile sensations to transmit to the pilot, data responsive to critical airflow conditions at the sensors (3). In an aircraft with many aerodynamic surfaces the pilot can detect directly any arising critical condition. The array of sensors (3) can, be arranged on different aerodynamic surfaces and in different areas of a same aerodynamic surface. Therefore, the data suit (2) has tactile sensations actuators sorted in groups so that each group corresponds to a different surface. | ||||||
| 242 | Twin engine aircraft | US09132273 | 1998-08-11 | US06199795B1 | 2001-03-13 | Samuel B. Williams |
| A jet aircraft has a generally conical front fuselage section, a cylindrical intermediate fuselage section defining a passenger compartment, a generally conical aft fuselage section, and a single vertical stabilizer. The aircraft's propulsion engines are mounted on pylons on the conical aft fuselage section with the air inlets thereof disposed entirely within a rearward projection of the lateral cross section of the intermediate fuselage section thereby to preclude the ingestion of foreign objects into the engines while minimizing the effect of boundary layer airflow. The exhaust nozzles extend rearwardly past the vertical stabilizer to minimize side line noise. | ||||||
| 243 | Single engine aircraft | US898138 | 1997-07-22 | US6089504A | 2000-07-18 | Samuel B. Williams; Elbert L. Rutan |
| A jet aircraft has a generally cylindrical fuselage section defining a passenger compartment and a generally conical aft fuselage section having a maximum lateral dimension substantially smaller than the lateral dimension of the fuselage section. A propulsion engine is mounted on the vertical stabilizer of the fuselage and has an air inlet disposed entirely within a rearward projection of the fuselage passenger compartment to preclude the ingestion of foreign objects into the engine. | ||||||
| 244 | Twin engine aircraft | US897771 | 1997-07-21 | US5957405A | 1999-09-28 | Samuel B. Williams |
| A jet aircraft has a generally conical front fuselage section, a cylindrical intermediate fuselage section defining a passenger compartment and a generally conical aft fuselage section having a maximum lateral dimension substantially smaller than the maximum lateral dimension of the intermediate fuselage section. The aircraft's propulsion engines are mounted on combination vertical and horizontal stabilizers in spaced relation to the conical aft fuselage section with the air inlets and exhaust nozzles thereof disposed entirely within a rearward projection of the lateral cross section of the intermediate fuselage section to preclude the ingestion of foreign objects thereinto and maximize efficiency of boundary layer air flow. | ||||||
| 245 | Micro-electrode and magnet array for microturbulence control | US846899 | 1997-05-01 | US5934622A | 1999-08-10 | James C. S. Meng |
| A boundary layer control device for a surface which reduces turbulence by oviding forces which counteract microturbulent events occurring at the surface. The microturbulent events occur periodically with a known topography and include liftup and ejection, bursting, low-speed streak and sweep topography. The device has an array of magnet and electrode cells which are arranged to correspond with the topography arrangement of the microturbulent events. The interaction of the magnetic and electric fields within the cells generate a Lorentz force which can be directed into or out of the surface depending on the relative directions of the magnetic and electric fields. Sensors on the surface determine which cells to activate and in what direction to apply the Lorentz force to precisely counteract the microturbulent events occurring at the surface. A force directed away from the surface is used to counteract a sweep event and a force directed towards the surface counteracts a liftup event. No force is applied during low-speed streak events. | ||||||
| 246 | Control and augmentation of passive porosity through transpiration control | US887002 | 1992-05-22 | US5901929A | 1999-05-11 | Daniel W. Banks; Richard M. Wood; Steven X. S. Bauer |
| A device for controlling pressure loading of a member caused by a fluid moving past the member or the member moving through a fluid. The device consists of a porous skin mounted over the solid surface of the member and separated from the solid surface by a plenum. Fluid from an area exerting high pressure on the member may enter the plenum through the porous surface and exit into an area exerting a lower pressure on the member, thus controlling pressure loading of the member. A transpirational control device controls the conditions within the plenum thus controlling the side force and yaw moment on the forebody. | ||||||
| 247 | Control of fluid flow | US302882 | 1994-09-19 | US5542630A | 1996-08-06 | Anthony M. Savill |
| Measures are disclosed for modifying the boundary layer flow over fluid dynamic surfaces using patterns of riblets which are set at a peak-to-peak spacing substantially less than 80 wall units and which are provided with boundary layer suction means comprising apertures (A) between the riblets for a combinative improvement of boundary layer flow. In a further aspect, riblets are employed in combination with wall apertures as an improved means of shock wave (W) control by permitting recirculation of boundary layer fluid from downstream to upstream of the shock wave. | ||||||
| 248 | Lifting body with reduced-strength trailing vortices | US247402 | 1994-05-23 | US5492289A | 1996-02-20 | Daniel M. Nosenchuck; Garry L. Brown |
| A lifting body moves relative to a fluid, thereby creating a vortex field in the fluid downstream of the lifting body. The lifting body has a predetermined lift distribution along the length thereof which enhances the velocity component of the fluid flow directed outwardly from the centroid of the vortex field to reduce the strength of trailing vortices. In a preferred embodiment, the lifting body is a wing with a perturbation proximate to the tip end of the wing planform trailing edge. | ||||||
| 249 | Flight vehicle | US218761 | 1994-03-28 | US5409182A | 1995-04-25 | Yeong-Shyeong Tsai |
| A flight vehicle includes a base frame in which an accumulating tank is mounted for receiving air. An air entrance device is mounted on the first end of the base frame for introducing air to enter into the accumulating tank. A power supply device is mounted in the base frame for pressurizing air in the accumulating tank. A nozzle device is mounted on an upperside of a first end of the base frame and communicates with the accumulating tank for injecting the pressurized air therefrom along a longitudinal direction of the base frame. A suction device is adjustably mounted on an upperside of a second end of the base frame and is restricted to be disposed between a first position where air injected from the nozzle device is introduced into the suction device and a second position where the suction device stops operating. An elevator device and a rudder device are respectively mounted on an upperside of the second end of the base frame. A wheel assembly is mounted on an underside of the base frame. | ||||||
| 250 | Method and system for identifying the onset of a turbulent boundary layer induced by a body moving through a fluid medium | US117514 | 1993-09-02 | US5319608A | 1994-06-07 | Richard A. Katz |
| A method of detect the onset of turbulence in connection with a body movinghrough a fluid medium. First, the body is supplied with sensors each for generating a signal suitable for measuring amplitude of pressure fluctuations of the medium proximate a region of said sidewall of the body in at least a region of the body in which turbulence is expected to occur. During a reference stage during which the body moves through the fluid medium when it is known that turbulence is occurring around at least a portion of said body , the sensors each generate reference temporal pressure data representing fluctuations in pressure of the fluid medium around said body. In response to reference temporal pressure data generated by sensors in a turbulence zone at which turbulence is occurring and sensors in a transition zone between the turbulence zone and a laminar flow zone, a method-of-delay phase portrait is generated for each of a progression of selected delay intervals. These operations are repeated during an operational stage, and phase portraits generated during the operational stage are compared to phase portraits in response to the reference temporal pressure data from the transitional zone and the turbulence zone, for corresponding ones of said selected delay intervals,, and a determination of the onset of turbulence is made in response to such comparison. | ||||||
| 251 | Method and apparatus for delaying the separation of flow from a solid surface | US208529 | 1988-06-20 | US5209438A | 1993-05-11 | Israel Wygnanski |
| An active perturbation-producing element on the solid surface is driven to induce oscillations in the boundary layer of the fluid stream about an axis substantially perpendicular to the solid surface, to enhance the mixing of the boundary layer in the fluid stream. The method is particularly applicable for increasing the lift of a wing, but may also be used for increasing the divergence angle of a diffuser. | ||||||
| 252 | Helicopter low-speed yaw control | US788908 | 1991-11-07 | US5209430A | 1993-05-11 | John C. Wilson; Cynthia A. Crowell; Henry L. Kelley |
| A system for improving yaw control at low speeds consists of one strake placed on the upper portion of the fuselage facing the retreating rotor blade and another strake placed on the lower portion of the fuselage facing the advancing rotor blade. These strakes spoil the airflow on the helicopter tail boom during hover, low speed flight and right or left sidewards flight so that less side thrust is required from the tail rotor. | ||||||
| 253 | Jet-propelled aircraft | US501401 | 1990-03-19 | US4969614A | 1990-11-13 | Alfredo Capuani |
| In a jet-propelled aircraft of the type in which the propulsion jets are directed onto a wing so as to achieve an ejector effect, two vertical tail-fin surfaces are provided and extend downwardly beneath the center of gravity of the aircraft to return the aircraft to a correct attitude when it tends to move sideways relative to the direction of flight. | ||||||
| 254 | Mounting assembly for unducted prop engine and method | US157911 | 1988-02-19 | US4917336A | 1990-04-17 | Loyd D. Jacobs; Belur N. Shivashankara |
| An engine assembly comprising an engine having an unducted propeller mounted in a pusher configuration. The engine is supported by a mounting strut located upstream of the propeller. The trailing edge portion of the strut discharges air through a rearwardly facing slot to diminish discontinuity of airflow moving from the region of the strut to the propeller, so that load variations on the propeller are diminished, and also improves flow of the intersection of the strut and the fuselage. | ||||||
| 255 | Compression pylon | US210480 | 1988-06-23 | US4867394A | 1989-09-19 | James C. Patterson, Jr. |
| A "compression" pylon 10 for an aircraft with a wing-mounted engine, that does not cause supersonic airflow to occur within the fuselage-wing-pylon-nacelle channel 20. The chord length of the pylon 10 is greater than the local chord length of the wing 12 to which it is attached. The maximum thickness 45 of the pylon 10 occurs at a point corresponding to the local trailing edge 32 of the wing 12. As a result, the airflow through the channel 20 never reaches supersonic velocities. | ||||||
| 256 | System for boundary layer control through pulsed heating of a strip heater | US149814 | 1988-01-29 | US4786020A | 1988-11-22 | Milton E. Franke; Lawrence Kudelka |
| A system is described for controlling the transition of laminar/turbulent flow at a surface which comprises a thin narrow strip heater disposed adjacent the surface and extending substantially transversely of the flow of the air stream thereacross, the heater being resiliently held in tension on or in closely spaced relationship to the surface, and a power source operatively connected to the heater for applying pulsed voltage of preselected amplitude and frequency to the heater. | ||||||
| 257 | Helicopter anti-torque system using fuselage strakes | US8895 | 1987-01-30 | US4708305A | 1987-11-24 | Henry L. Kelley; John C. Wilson |
| A helicopter 10 with a system for controlling mainrotor torque which reduces the power and size requirements of conventional anti-torque means. The torque countering forces are generated by disrupting the main rotor downwash flowing around the fuselage. The downward flow is separated from the fuselage surface 11 by strakes 16 and 17 positioned at specified locations on the fuselage 11. These locations are determined by the particular helicopter wash pattern and fuselage configuration, generally being located 30.degree. before top dead center 21 and 30.degree. from bottom dead center 22 on the fuselage side to which the main rotor blade 12 approaches during rotation. The strakes 16 and 17 extend along the fuselage 11 from the cabin section 18 to the aft end and can be continuous or separated for aerodynamic surfaces such as a horizontal stabilizer 15. | ||||||
| 258 | Low drag surface construction | US796945 | 1985-09-12 | US4693201A | 1987-09-15 | John E. F. Williams; Jack Lang |
| A low drag surface construction utilizes a plurality of longitudinally extending, parallel, spaced apart linear vortices extending transversely of the free stream to reduce drag between the free stream and the surface. The surface is provided with stabilizing means which retains the vortices in their relationship with one another but causes them to traverse the surface in the same direction as the free stream but at approximately half the speed. The stabilizing produces a regular variation in boundary flow across the surface and may comprise dynamic means such as sequenced jets of fluid escaping from apertures in the surface. | ||||||
| 259 | Method of and apparatus for controlling the boundary layer flow over the surface of a body | US519689 | 1983-08-02 | US4516747A | 1985-05-14 | Werner Lurz |
| In controlling the boundary layer of flow over the surface of a body, for reducing resistance and impeding flow separation, a sensor element in the surface measures certain flow values in the boundary layer. The measured values are conveyed to an analyzer control circuit which, in turn, conveys a signal to an active vibration transmitter in the surface of the body for providing the required control. | ||||||
| 260 | Drag-reducing nacelle | US368242 | 1982-04-14 | US4410150A | 1983-10-18 | Daniel J. Lahti |
| A wing-mounted gas turbofan engine is provided with an exhaust system that reduces airflow drag during subsonic aircraft flight operation. The system reduces drag by turning the engine bypass exhaust stream away from the underside of the airplane wing to lessen its tendency to reduce air pressure under the wing. Low pressure below the airplane wing has a detrimental effect on wing lift which, in turn, causes greater airflow drag. The exhaust system construction lessens its pressure lowering influence by first, inwardly curving the exhaust system exit to turn the bypass flow away from the airplane wing; second, by predetermining the location of a nozzle throat within the bypass stream to control exit exhaust pressure so as to match outside air pressure and third, by decreasing the diameter of a portion of the engine nacelle just downstream of the bypass exhaust stream exit to provide a flow region for the exhaust that is further from the airplane wing. | ||||||
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