This invention relates to a high lift aerofoil with improved lift and drag characteristics, in particular but not solely to aerofoils for rotors in vertical takeoff and landing (VTOL) and short takeoff and landing (STOL) aircraft, and to aerofoils which may be used as wings for aircraft.
It is the result of an investigation into vorticity, involving trapped vortexes, vortex generators and finally a bound vortex situation.
The airflow around an aerofoil having a sharp leading edge tends to separate at the leading edge and breakaway over the upper aerofoil surface, depending on angle of attack. Various means have been used to reattach airflow over these aerofoils, and reduce the breakaway flows which generally decrease lift and increase drag.
It is an object of the present invention to provide an aerofoil with enhanced attachment of airflow for rotors such as for VTOL aircraft, or for use on other types of aircraft wings, such as for STOL, supersonic or hypersonic type aircraft, or to at least provide the public with a useful choice.
In accordance with a first aspect of the present invention there is provided an aerofoil having upper and lower surfaces, leading and trailing edges, and least one opening provided along a leading portion of the upper surface to discharge gas away from the leading edge and assist attachment of airflow over the upper surface.
The opening may be in the form of a slot, or a series of longitudinally aligned apertures or nozzles. In a preferred form of the invention, there is a series of spaced apertures or nozzles arranged linearly along the leading portion of the upper surface.
Preferably, an opening in the form of a slot or a series of spaced apertures or nozzles is also provided along a region of the upper surface between the first mentioned opening(s) and a trailing surface portion of the upper surface, to discharge gas towards the trailing edge and further assist the attachment of airflow over the upper surface. The gas may be heated, perhaps by means to heat the gas, which may be a combustion chamber within the aerofoil itself, or adjacent to the aerofoil but in operable connection with the aerofoil.
The apertures or nozzles are preferably arranged to disperse the gas over the surface of the aerofoil. The apertures or nozzles may include substantially V-shaped notches in their side walls. Alternatively, the width of the outlet of each nozzle or aperture may be greater than its height.
The aerofoil may be part of a rotor, or may be a wing.
In accordance with a second aspect of the present invention, there is provided a rotor assembly including: a central support; a rotor including a plurality of radially oriented aerofoils distributed circumferentially around the central support; and gas supply means which carries pressurised gas from the central support to the aerofoils; at least a majority of the aerofoils having a leading edge, a leading upper surface portion, and at least one opening extending outwards along the leading upper surface portion to discharge gas from the supply means over the upper surface away from the leading edge.
The opening may be in the form of a slot, or a series of spaced apertures or nozzles may be provided. The spaced apertures may be linearly arranged along the leading portion of the upper surface.
Each of the aerofoils is preferably inclined to oncoming airflow at an angle of about 22° or more, depending on the size of the aerofoil. A larger aerofoil may be inclined at a greater angle.
Inlet guide vanes may be arranged about the periphery of the rotor to direct oncoming airflow to the aerofoils. The guide vanes are preferably arranged at an angle to a radius of the rotor and are arranged to extend outwardly defining a direction of rotation of the rotor. Each guide vane preferably extends at an angle of about 53° to the radius of the rotor, from the central axis of the rotor to intersect with an inner edge of the associated guide vane. Each guide vane may also be oriented at an angle to the axis of rotation of the rotor. Preferably, each guide vane is oriented at an angle of about 45° to the axis of rotation of the rotor.
Preferably a ceiling is provided over the guide vanes which is adapted to cause the airflow to enter through the guide vanes.
At least a majority of the aerofoils may include at least one further opening a long a region of the upper surface between the opening(s) along the leading portion of the upper surface and a trailing portion of the upper surface, to discharge gas towards the trailing edge.
In accordance with a third aspect of the present invention, there is provided an aerofoil having upper and lower surfaces, and leading and trailing edges, at least one opening provided along a leading portion of the upper surface to discharge gas away from the leading edge and assist attachment of airflow over the upper surface, the aerofoil being adjustable between a high profile configuration and a low profile configuration.
The opening may be in the form of a slot, or the openings may comprise a series of apertures or nozzles spaced along the leading portion of the upper surface. The plurality of apertures or nozzles is preferably arranged linearly.
Preferably, the apertures or nozzles are arranged to disperse the gas over the surface of the aerofoil. The apertures or nozzles may include substantially V-shaped apertures in their side walls. The width of the outlet of each nozzle or aperture may be greater than its height.
The upper surface is preferably constituted by a leading surface portion. Preferably, the upper leading surface portion is constituted by an upper leading panel and the upper trailing surface portion is constituted by an upper trailing panel.
The upper trailing panel may be detachably joined to the remainder of the upper surface to facilitate movement between the high profile configuration and the low profile configuration. The detachable joint is preferably in the form of a sliding lap joint. The sliding lap joint suitably includes a roller rotatably mounted to the upper trailing panel which is slidable in a curved channel extending from the upper leading panel.
The lower surface is preferably defined by a leading panel, a central panel, and a trailing panel. The lower leading panel and the lower trailing panel may be hingedly connected to the lower central panel. The lower central panel preferably includes a transverse bend which defines a lower central panel leading portion and a lower central panel trailing portion. In a preferred embodiment, the upper leading panel is fixedly attached to the lower leading panel at the leading edge, and the upper trailing panel is fixedly attached to the lower trailing panel at the trailing edge. The lengths of the lower leading panel and the lower trailing panel may be significantly less than the length of the lower central panel.
The aerofoil preferably includes two internal hydraulic jacks extending from adjacent to the lower surface to adjacent the upper surface to facilitate adjustment between the low profile configuration and the high profile configuration. The aerofoil may include two main structural supporting beams. A hydraulic jack may extend between each structural supporting beam and a respective upper panel of the aerofoil.
The leading edge of the aerofoil is preferably rounded. The rounded leading edge may include a section through which cooling fluid or gas may pass to cool the leading edge. The section may be in the form of a pipe. The portion of the aerofoil adjacent to and including the leading edge may include a high temperature resistant layer. The high temperature resistant layer suitably comprises a ceramic material.
The aerofoil preferably includes means to heat the gas, which may comprise a combustion chamber within the aerofoil. A rocket chamber may be provided within the aerofoil which is arranged to exhaust heated gas to the opening(s). Preferably, the openings comprise a plurality of nozzles, and an arrangement is provided to exhaust heated gas from the rocket chamber to at least some of the plurality of nozzles. Alternatively, one or more rocket chambers may be provided with each opening comprising part of a respective rocket chamber.
The means to heat the gas may be provided adjacent to, but in operable connection with, the aerofoil.
At least one further opening may be provided along a region of the upper surface between the opening(s) along the leading portion of the upper surface and a trailing surface portion of the upper surface, to discharge gas towards the trailing edge and further assist the attachment of airflow over the upper surface.
Preferably, the opening in the trailing surface portion is in the form of a slot. Alternatively, the openings in the trailing surface portion comprise a plurality of apertures or nozzles arranged along the trailing surface portion of the upper surface. The plurality of apertures or nozzles is preferably arranged linearly.
Preferably the apertures or nozzles in the trailing surface portion are arranged to disperse the gas over the trailing surface portion of the aerofoil. The apertures or nozzles in the trailing surface portion may include substantially V-shaped apertures in their side walls. The width of the outlet of each aperture or nozzle in the trailing surface portion may be greater than its height.
The aerofoil is preferably a wing. In a preferred embodiment, the aerofoil is movably attached to an aircraft so that its angle of incidence to oncoming airflow is selectively variable.
The invention may also broadly be said to consist in any alternative combination of parts or features here referred to or shown in the accompanying drawings. Known equivalents of these parts or features not expressly set out are nevertheless to be included.
In order that the invention may be more fully understood, an example will be described with reference to the accompanying drawings of which:
An aerofoil having gas discharge slots according to the invention has been found to provide a marked increase in lift and forward thrust. The gas is typically heated and/or compressed air, but other gases under a range of conditions may also be used.
Arrow A in
Arrow B indicates the leading edge breakaway flow. This is mainly due to pressure differences and the conservation of angular momentum. The flow from just underneath the leading edge 10 increases in pressure and flows back around the leading edge, giving a powerful leading edge breakaway flow.
Arrows C and D indicate gas blown from the slots. This blowing creates a Coanda flow which reattaches the leading edge breakaway flow to the aerofoil.
A feature of this aerofoil is to take advantage of the power of the leading edge breakaway flow. The actual aerodynamic mechanism involved is complex.
An auxiliary engine may be provided to supply the compressed air. Alternatively, the area containing tubes 27 could also contain an air compressor, driven by the main engines. The tubes 27 could be replaced with a combustion zone. Alternatively the tubes 27 may carry rocket fuel, such as kerosene and hydrogen peroxide, with combustion taking place in the chambers 18, or within the aerofoil and adjoining chambers 18.
As shown in
The inlet guide vanes 42 are spaced about the periphery of the rotor assembly 40 as can be most clearly seen from
The arrangement illustrated in
The upper portion of the rotor assembly 40 including the support 21, ducts 26, ceiling 47 and inlet guide vanes 42 are stationary. The lower portion of the rotor assembly 40 including the rotor 20, tubes 27, duct 24 and aerofoils 23 rotate about the bearings 22 on the support 21.
The results from a rotating test rig made in accordance with the embodiment of
Tests have shown a favourable hovercraft ground effect can exist under the rotors giving up to 50% more lift.
A range of small scale aerofoils have been tested according to the shape of
The nature of the molecular interaction between the breakaway flow B which separates from the leading edge of an aerofoil and the air or gas C which is blown out of the leading slot is not entirely clear. Air or gas from the discharge slot follows the curved upper surface 13 quite closely according to the Coanda effect. A part of the breakaway flow is entrained to reduce pressure over the leading portion of the upper surface with a consequent increase in lift and forward thrust. The trailing slot has a similar effect, of flow reattachment and increased lift. As the gas passes through the aerofoils it also drives them forward.
Overall the gas discharge slots are believed to have a threefold effect. Reattachment of the airflow increases lift and forward thrust on each aerofoil, while jet reaction from the discharged air or gas assists to propel them. To prevent blowing blockage through the narrow discharge slots, they can be replaced with spaced nozzles of say about 3/16″ (4.76 mm) to about 5/16″ (8 mm) diameter. The nozzles may have substantially V-shaped notches in their walls as will be described below. The geometry of the aerofoil allows for a strong lightweight structure, as is required. This should provide a substantial encouragement to further development of VTOL and STOL aircraft.
It will be noted that only a single Coanda blowing slot 14′ is utilised in this adjustable profile aerofoil. The position of this Coanda blowing slot 14′ is between the two blowing slots 14, 16 shown in the aerofoil of
The upper surface 13 of the aerofoil shown in
The upper leading panel 15 and lower leading panel 60 are fixedly attached at the leading edge 10, and the upper trailing panel 17 and lower trailing panel 62 are fixedly attached at the trailing edge 11. The upper leading panel 15 includes the gas discharge slot 14′. The upper trailing panel 17 is detachably attached to the remainder of the upper surface via a sliding lap joint 68 positioned rearwardly of the gas discharge slot 14′. The sliding lap joint 68 includes a roller 69 rotatably mounted to the upper trailing panel 17 which slidably moves in a curved channel 70 which extends rearwardly from adjacent to the gas discharge slot 14′. Alternatively the sliding movement of the lap joint 68 could be provided by means other than the roller in the curved channel if desired.
The aerofoil includes a pair of supports 71, 72 which are the main supporting beams for structurally connecting the aerofoil to an aircraft. The supports 71, 72 are attached to the inner surfaces of the lower central panel leading portion 66 and the lower central panel trailing portion 67 respectively. The aerofoil includes a hydraulic jack 73 pivotally connected to the inside of the upper leading panel 15 and the support 71. A further hydraulic jack 74 is pivotally connected to the inside of the upper trailing panel 17 and the support 72. These jacks serve to move the respective leading panels and trailing panels about the hinges 63, 64.
The aerofoil additionally includes lower profile supports 75, 76 which are located between the supports 71, 72 and the leading and trailing edges 10, 11 respectively.
When the aerofoil is to be adjusted from the high profile configuration shown in
When the aerofoil is in the low profile configuration shown in
This form of aerofoil is suitable for use as an aircraft wing. The high profile configuration shown in
The gas need only be discharged through the slot 14′ for a short period of time (generally in the order of about 7 seconds), as the take off time for a supersonic or hypersonic aircraft is very brief. Once the aircraft has accelerated along the runway, the gas can be discharged through the vent or slot 14′ to produce a Coanda flow. This provides good lift properties to aid in the take off of the aircraft. The gas would only be applied for a few seconds until the aircraft had further accelerated. Once a speed approaching supersonic has been reached, the aerofoil would be adjusted into the low profile configuration as shown in
The aerofoil shown in
This form of aerofoil is again suitable for use as an aircraft wing, and more particularly for use as a wing of a space relaunch vehicle. Such vehicles must reach speeds of approximately seven times the speed of sound to get into orbit, and at such speeds the leading edge of the aerofoil is exposed to very high temperatures. High temperatures are also encountered during re-entry into the atmosphere. The curved front edge lowers stress concentrations in the leading edge of the aerofoil, and also enables cooling fluid or gas to be passed therethrough to cool the leading edge.
An advantage of using the aerofoil of
The Coanda blowing slot 14′ shown in the aerofoils of
One preferred arrangement of spaced nozzles is shown in
As outlined above, in a preferred embodiment a rocket combustion chamber is provided to blow gas through the nozzle arrangement. With reference to
A pump is provided to pump fuel such as kerosene into the combustion chamber 18 via a tube 228. The thrust provided by the rocket is variable by changing the amount of fuel pumped into the combustion chamber 18.
If desired, a plurality of combustion chambers 18 and associated nozzle arrangements may be provided across each aerofoil.
The flow of heated gas is turbulent at the converging region 210 of each nozzle adjacent the tube. The throat 212 determines the rate of volume flow of gas through the nozzle. The diverging outlet portion 214 of each nozzle allows the gas to expand and provide thrust on the nozzle. The V-shaped notch in each sidewall enables the flow to fan out or disperse in a horizontal plane, to adjoin the flow from neighboring nozzles, assisting in attachment of the Coanda flow over the aerofoil surface. As the flow fans out in the horizontal plane, it tapers down in the vertical plane.
Rather than providing a single combustion chamber feeding gas to a plurality of nozzles, each nozzle may comprise part of an individual rocket combustion chamber. For example, any number of small rocket combustion chambers may be provided along the span of the aerofoil to provide for the same number of Coanda blowing nozzles.
Such an arrangement is shown in
Each nozzle includes a converging region 210′ adjacent the interior of the combustion chamber, and a narrowed throat region 212′. A diverging region 214′ is again provided adjacent the throat region 212′, but the diverging region 214′ is followed by a further region 215′ which converges in the vertical plane. In the horizontal plane the region 215′ diverges at an included angle of about 32° or less, to provide a nozzle outlet which is wider than it is high. This again serves to fan out or disperse the exhaust gas in the horizontal plane and taper the exhaust gas in the vertical plane. With a number of such combustion chambers provided side-by-side, the gas from each nozzle 14″ will attach to the gas from the neighboring nozzle.
Attachment of the Coanda flow to the wing surface is enhanced by virtue of the combustion chamber and nozzle 14″ being recessed under the aerofoil surface or leading panel 15, and the aerofoil surface following the nozzle 14″ being angled such that the exhaust gas flows directly onto the surface. It will be appreciated that the exhaust gas will be at a high temperature, and the surface following the nozzle 14″ is curved to allow for thermal expansion. Further, the channel 222′ again serves to cool the aerofoil surface as the oxidant is passed therethrough.
While this nozzle arrangement differs from that of
Test Results
Test results have shown that providing Coanda blowing slots near the upper most position on the aerofoil's front face provided reduced negative lift from the Coanda blowing jet reaction, as well as providing additional forward thrust, with good entrainment for forward thrust when reattaching the leading edge breakaway flow.
The Coanda adhesion effect changes the direction of the Coanda blowing, causing it flow around over the aerofoil causing an external resultant force which creates lift on the aerofoil.
Tests on an aerofoil of eight foot (2.624 metres) chord length and one foot (0.3048 metres) span gave 60 lbs (266.89 Newtons) lift, from a blowing pressure of 300 lbs per square inch (2067 kilopascals) and gave 37 lbs (164.58 Newtons) of forward thrust with no main air flow.
As the Coanda blowing pressure was increased, lift on the aerofoil was found to increase. This is due to the normal main air flow passing over the aerofoil being entrained and reattached and thrust downward together with the flow from the Coanda blowing nozzle. As the Coanda blowing temperature was increased, using a jet engine combustion system, the velocity also increased. This resulted in the small increase in forward thrust but no increase in lift. The increased temperature however usefully increased the volume of a given amount of compressed air, thereby increasing the blowing duration from the given amount of compressed air by a factor of 2.4.
The main function of the Coanda blowing nozzles is to reattach the leading edge breakaway flow by boundary layer control to the aerofoil. The Coanda blowing provides both forward thrust and lift on the aerofoil, which improves the economics of the aerofoil. Further, the extra Coanda blowing power to the boundary layer control system provides a higher coefficient of lift for the aerofoil. The preferred aerofoil in the subsonic (higher profile) configuration is a relatively deep aerofoil having a thickness of about 30% of the chord length. With Coanda blowing it is capable of operating at a high incidence of greater than about 22°, giving a high coefficient of lift at landing and takeoff speed.
Wind tunnel tests were performed on an aerofoil having a 6″ (0.152 metre) chord length and 9″ (0.228 metre) span width, as well as an aerofoil having a 1′ (0.3048 metre) chord length and 9″ (0.228 metre) span width, to provide the following results:
The above results are from compressed air Coanda blowing only, at limited pressure.
The coefficient of lift decreased as the main airflow velocity increased, because the Coanda blowing power remains constant. Larger chord aerofoils enable an increased radius on the curved upper surface of the aerofoil which allows for increased Coanda blowing pressure and hence more lift due to the Coanda blowing effect.
The above describes preferred embodiments of the present invention, and modifications may be made thereto without departing from the scope of the following claims.
Number | Date | Country | Kind |
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511661 | May 2001 | NZ | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
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PCT/NZ02/00090 | 5/9/2002 | WO | 00 | 6/17/2004 |
Publishing Document | Publishing Date | Country | Kind |
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WO02/092428 | 11/21/2002 | WO | A |
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