The present invention relates generally to transonic aircraft, and more specifically, the present invention is related to a transonic aircraft with engines positioned at selective locations on the main body along with a system and method to control flow separation utilizing a process of injecting fluid and/or gas into a separated boundary layer to reduce, if not eliminate, the boundary layer separation near the trailing edge of the airfoil during flight.
Aircrafts are well known in the art and are effective means to manipulated gas and/or fluid within an airstream to create lift and flight. In one embodiment, the aircraft includes a plurality of airfoil that are utilized to create lift for an aircraft 101, as depicted in
One of the problems commonly associated with aircraft 101 is the limited use during different flight regimes and for achieving desired speeds. It should be understood that the conventional aircraft designs are not optimized for all flight regimes (subsonic, transonic, and supersonic). Conventional aircrafts are designed according to one optimal cruise speed. The efficiency of usual aircraft performance is maximum at a certain flight regime for which it is specifically designed.
Methods to control the jet stream around an aircraft is also well known in the art. It should be understood that attempting to control the airstream of an aircraft during different flight regimes could result in catastrophic failure. One of the problems commonly associated with conventional aircrafts is the limited use during different flight regimes as conventional aircraft are not designed for all flight regimes (subsonic, transonic, and supersonic). Conventional aircrafts are designed according to one optimal cruise speed. The efficiency of usual aircraft performance is maximum at a certain flight regime for which it is specifically designed.
Further, conventional aircraft experience significant flow separation at different flight regimes. It should be understood that flow separation can occur near the trailing edge of the airfoil during different flight regimes, which in turn results in the flow separation greatly reduces the efficiency of the aircraft performance.
Accordingly, although great strides have been made in the area of aircraft and increasing flight performance, many shortcomings remain.
The novel features believed characteristic of the embodiments of the present application are set forth in the appended claims. However, the embodiments themselves, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein:
While the system and method of use of the present application is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the invention to the particular embodiment disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present application as defined by the appended claims.
Illustrative embodiments of the system and method of use of the present application are provided below. It will of course be appreciated that in the development of any actual embodiment, numerous implementation-specific decisions will be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming, but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.
The present application incorporates one or more features of the systems and methods to reduce flow separation over an airfoil as discussed in the previously filed parent application, which the present application incorporates by references and claims are priority. It should be understood that an airfoil is determined as any wing and/or structure of the aircraft that creates lift or any surface structure affected by the airstream traveling around the aircraft.
The system and method of use in accordance with the present application overcomes one or more of the above-discussed problems commonly associated with conventional aircraft. The present invention is related to a transonic aircraft having selective engine locations near the rear of the aircraft. The present invention is also related to a system and method to control flow separation utilizing a method of injecting fluid and/or gas into a separated boundary layer to reduce, if not eliminate, the boundary layer separation near the trailing edge of the airfoil during flight. This feature is achieved by channeling fluid and/or gas through a porous membrane on the top surface of the airfoil and positioned to inject fluid and/or gas into and/or near the separated boundary layer. In one preferred embodiment, the fluid and/or gas is channeled through a plurality of capillary tubes extending through the skin of the airfoil. These and other unique features of the system and method of use are discussed below and illustrated in the accompanying drawings.
The system and method of use will be understood, both as to its structure and operation, from the accompanying drawings, taken in conjunction with the accompanying description. Several embodiments of the system are presented herein. It should be understood that various components, parts, and features of the different embodiments may be combined together and/or interchanged with one another, all of which are within the scope of the present application, even though not all variations and particular embodiments are shown in the drawings. It should also be understood that the mixing and matching of features, elements, and/or functions between various embodiments is expressly contemplated herein so that one of ordinary skill in the art would appreciate from this disclosure that the features, elements, and/or functions of one embodiment may be incorporated into another embodiment as appropriate, unless described otherwise.
The preferred embodiment herein described is not intended to be exhaustive or to limit the invention to the precise form disclosed. It is chosen and described to explain the principles of the invention and its application and practical use to enable others skilled in the art to follow its teachings.
Referring now to the drawings wherein like reference characters identify corresponding or similar elements throughout the several views,
In the contemplated embodiment, aircraft 201 includes one or more of an aircraft body 203 extending from a fuselage 205 to a rear tail section. Two wing sections 217, 219 rigidly attach to and extend from body 203 in a manner illustrated in the illustrated figures. In one preferred embodiment, both the tail wings and the main wing sections are oriented at the same angle relative to each other and relative to the longitudinal length of the body. In one embodiment, the tips of the wing sections extend at a ratio of about 872.48/1011.39 to the tip of the rear wing section relative to the front nose of the aircraft. Further, the wing section span has a ratio of about 721.59/241.41 relative to the wing span of the rear wing section.
One of the unique features of the present embodiment is the placement of the intake engines 207a, 207b between the wing sections 217, 219 and the rear tail section. In the exemplary embedment, the engines 207a, 207b are positioned proximate to the wing sections. During use, the engines 207a, 207b provide the necessary trust for flight. In the preferred embodiment, the locations of the engines are positioned at selected locations to create minimum drag and maximum lift to drag ratio. Additional preferred dimensional information is shown in chart 1301 of
As discussed above, the aircraft 201 is provided with flow control devices 301, 303 on the wing sections. Although shown with merely two flow control devices, it will be appreciated that alternative embodiments could include more or less flow control devices for each wing section. In the exemplary embodiment, the flow control devices are positioned at areas along the wing near the elongated body and at the tip of the wing sections.
One of the unique features believed characteristic of the present invention is the use of a separation flow control devices 301, 303 configured to manipulated the airflow around the upper surface of respective wing sections 219, 217, as depicted in
It has been found that the porous section of the flow control device 301 extends from ⅓ to ⅔ of the chord length of the wing length. Within this confined area, fluid and/or gas is injected into the airstream passing over the upper surface as discussed above. Although found effective within this section of the chord length, it will be appreciated that other embodiments could include sections with different chord lengths. In the exemplary embodiment, injection jets extend the entire upper surface of the wing section.
Referring now to
In the exemplary embodiment, aircraft 501 includes an elongated body 503 with two wing sections 517, 519 rigidly attached to and extending from body 503. One or more flow separation control devices 601, 603 are secured to the wing sections and are configured to reduce the flow separation over the wing sections.
As discussed above, the engines are placed near the rear section of the body. In the alternative embodiment, the engines 509a, 509b are placed furthest back near the rear tail wings. This embodiment has shown to achieve optimum flight conditions.
Referring now to
In the exemplary embodiment, aircraft 801 includes an elongated body 803 with two wing sections 817, 819 rigidly attached to and extending from body 803. One or more flow separation control devices 901, 903 are secured to the wing sections and are configured to reduce the flow separation over the wing sections.
As discussed above, the engines are placed near the rear section of the body. In the alternative embodiment, the engines 809a, 809b are placed furthest back near the rear tail wings. This embodiment has shown to achieve optimum flight conditions.
Referring now to
The particular embodiments disclosed above are illustrative only, as the embodiments may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. It is therefore evident that the particular embodiments disclosed above may be altered or modified, and all such variations are considered within the scope and spirit of the application. Accordingly, the protection sought herein is as set forth in the description. Although the present embodiments are shown above, they are not limited to just these embodiments, but are amenable to various changes and modifications without departing from the spirit thereof.
Number | Date | Country | |
---|---|---|---|
62690680 | Jun 2018 | US |