초록 ▼

An aircraft thickness/camber control device mounts to the lower surface of a airfoil configuration, for example on a fuselage, and extends along a longitudinal axis. The device, when deployed, generates expansions ahead of compressions generated by off-design conditions, inlet spillage for example,

An aircraft thickness/camber control device mounts to the lower surface of a airfoil configuration, for example on a fuselage, and extends along a longitudinal axis. The device, when deployed, generates expansions ahead of compressions generated by off-design conditions, inlet spillage for example, and enables maintenance of a low boom signature. The device, when positioned at appropriate locations, may also be used as a drag reduction device. The thickness/camber control device comprises a structural member capable of coupling to the airfoil at a position forward of the concentrated source of added compression and a control element. The control element is coupled to the structural member and controls the structural member to adjust thickness/camber of the configuration to cancel the far-field effect of the extra compression or concentrated pressure source.

대표청구항 ▼

What is claimed is: 1. A thickness/camber control device for usage in a supersonic cruise aircraft with an area distribution that closely corresponds to a low sonic boom signature and with a fuselage that extends along a longitudinal axis forward and aft and includes a concentrated source of compre

What is claimed is: 1. A thickness/camber control device for usage in a supersonic cruise aircraft with an area distribution that closely corresponds to a low sonic boom signature and with a fuselage that extends along a longitudinal axis forward and aft and includes a concentrated source of compression, the thickness/camber control device comprising: a structural member configured to couple to the fuselage at a position forward of the concentrated source of compression; and a control element coupled to the structural member that controls the structural member to adjust thickness/camber of the fuselage to cancel the far-field effect of the concentrated source of compression, the control element configured to adjust the structural member in off-design conditions that cause the concentrated source of compression to generate a spillage shock larger than a baseline cruise configuration so that the expansion generated around the structural member effectively reduces the equivalent area distribution ahead of the shock. 2. The control device according to claim 1 wherein: the concentrated source of compression is a nacelle that creates a spillage shock in off-design conditions that is larger than a baseline cruise configuration for a low sonic boom signature; and the control element adjusts fuselage thickness/camber so that the far-field effects of the controlled structural member and the nacelle shock substantially cancel. 3. The control device according to claim 1 wherein: the control element adjusts the structural member in off-design conditions that cause the concentrated source of compression to generate a spillage shook larger than a baseline cruise configuration so that the far-field effect of the adjusted structural member cancels the far-field effect resulting from the spillage shock. 4. The control device according to claim 1 wherein: the control element is capable of adjusting the structural member to improve aerodynamic flow fields for flight at Mach numbers different from the Mach number to which the aircraft design is optimized. 5. The control device according to claim 1 wherein: the control element is capable of adjusting the structural member to effectively modify the camber of the fuselage to minimize or reduce spillage shock resulting from the concentrated source of compression. 6. The control device according to claim 1 wherein: the structural member is selected from among a group comprising a body flap, a canard, a fairing, a speed brake, and/or a protrusion. 7. A supersonic cruise aircraft comprising: a body that extends along a longitudinal axis forward and aft and that has a concentrated source of compression on a lower body surface, the body having an area distribution that matches a low sonic boom signature; a structural member configured to coupled to the body at a position forward of the concentrated source of compression; and a control element coupled to the structural member that controls the structural member to adjust thickness/camber of the body to cancel the far-field effect of the concentrated source of compression and adjusts the structural member in off-design conditions that cause the concentrated source of compression to generate a spillage shock larger than a baseline cruise configuration so that the expansion generated around the structural member effectively reduces the equivalent area distribution ahead of the shock. 8. The aircraft according to claim 7 further comprising: a fuselage; an aircraft wing coupled to the fuselage; an engine nacelle coupled to the aircraft wing and generating the concentrated source of compression, wherein the structural member is coupled to the fuselage forward of the engine nacelle and is capable of deployment to adjust thickness/camber of the fuselage to cancel the far-field effect of the engine nacelle. 9. The aircraft according to claim 8 wherein: the engine nacelle creates a spillage shock in off-design conditions that is larger than a baseline cruise configuration for a low sonic boom signature; and the control element adjusts airfoil thickness/camber so that the far-field effects of the controlled structural member and the nacelle substantially cancel. 10. The aircraft according to claim 7 wherein: the aircraft is a supersonic cruise aircraft with an area distribution that matches a low sonic boom signature; and the control element adjusts the structural member in off-design conditions that cause the concentrated source of compression to generate a spillage shock larger than a baseline cruise configuration so that the far-field effect of the adjusted structural member cancels the far-field effect resulting from the spillage shock. 11. The aircraft according to claim 7 wherein: the control element is capable of adjusting the structural member to improve aerodynamic flow fields for flight at Mach numbers different from the Mach number to which the aircraft design is optimized. 12. The aircraft according to claim 7 wherein: the structural member is selected from among a group consisting of a body flap, a canard, a fairing, a speed brake, and a protrusion. 13. A supersonic cruise aircraft comprising: a fuselage that extends along a longitudinal axis forward and aft and has a concentrated source of compression; means coupled to the fuselage at a position forward of the concentrated source of compression for adjusting thickness/camber of the fuselage whereby a local expansion is created that counters the concentrated source of compression; and means for controlling the fuselage thickness/camber adjusting means to cause the concentrated source of compression to generate a spillage shock larger than a baseline cruise configuration so that the far-field effect of the controlled fuselage thickness/camber adjusting means cancels the far-field effect resulting from the spillage shock. 14. The aircraft according to claim 13 further comprising: means for deploying the fuselage thickness/camber adjusting means to create a concentrated expansion at a position forward of the concentrated source of pressure. 15. The aircraft according to claim 13 further comprising: means for adjusting fuselage thickness/camber to cancel far-field effect of the concentrated source of pressure. 16. The aircraft according to claim 13 further comprising: the fuselage thickness/camber adjusting means positioned at a location an the fuselage that facilitates cancellation of the far-field effect of the concentrated source of compression. 17. The aircraft according to claim 13 further comprising: means for controlling the aircraft to fly at off-design conditions that causes the concentrated source of compression to create a spillage shock larger than a baseline cruise configuration for a low sonic boom signature; and means for varying fuselage thickness/camber so that the far-field effects of the fuselage thickness/camber adjusting means and the concentrated source of compression substantially cancel. 18. The aircraft according to claim 13 further comprising: means for matching the aircraft area distribution to a low sonic boom signature; and means for operating the fuselage thickness/camber adjusting means in off-design conditions that cause the concentrated source of compression to generate a spillage shock larger than a baseline cruise configuration so that the far-field effect of the fuselage thickness/camber adjusting means cancels the far-field effect resulting from the spillage shock. 19. The aircraft according to claim 13 further comprising: means for operating the fuselage thickness/camber adjusting means to improve aerodynamic flow fields for flight at Mach numbers different from the Mach number to which the aircraft design is optimized. 20. The aircraft according to claim 13 further comprising: means for operating the fuselage thickness/camber adjusting means to effectively modify the camber of the fuselage to minimize or reduce spillage shock resulting from the concentrated source of compression. 21. An aircraft comprising: an aircraft body in a supersonic cruise configuration with an area distribution that matches a low sonic boom signature; a structural member coupled to the aircraft body at a position forward of a concentrated source of compression on the aircraft body; and a controller adapted to adjust the structural member in off-design conditions that cause the concentrated source of compression to generate a spillage shock larger than a baseline cruise configuration so that the far-field effect of the adjusted structural member cancels the far-field effect resulting from the spillage shock.