IPC분류정보
국가/구분 |
United States(US) Patent
등록
|
국제특허분류(IPC7판) |
|
출원번호 |
US-0410820
(2009-03-25)
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등록번호 |
US-8167249
(2012-05-01)
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발명자
/ 주소 |
- Harrison, Neal
- Vassberg, John C.
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출원인 / 주소 |
|
대리인 / 주소 |
Hope Baldauff Hartman, LLC
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인용정보 |
피인용 횟수 :
1 인용 특허 :
27 |
초록
▼
Apparatus and methods provide for a controllable upper surface blown (USB) nozzle aperture. Aspects of the disclosure provide a powered-lift aircraft that utilizes a controllable nozzle aperture to maximize the spreading of the engine exhaust flow over the wing and USB flap surfaces to increase lift
Apparatus and methods provide for a controllable upper surface blown (USB) nozzle aperture. Aspects of the disclosure provide a powered-lift aircraft that utilizes a controllable nozzle aperture to maximize the spreading of the engine exhaust flow over the wing and USB flap surfaces to increase lift when desirable and to minimize exhaust plume contact with the wing and USB flap surfaces when minimizing drag is desirable. The controllable USB nozzle aperture includes movable upper, lower, and side duct surfaces to dynamically vary the geometry of the nozzle exit aperture to minimize the height and maximize the width of the exit aperture for maximum spreading of the exhaust plume or to maximize the height and minimize the width of the exit aperture for minimizing the spreading of the exhaust plume and minimizing the associated drag.
대표청구항
▼
1. A controllable upper surface blown (USB) nozzle aperture system, comprising: an upper duct surface configured to raise and lower to alter a height of a nozzle exit aperture;a lower duct surface; andat least one side duct surface configured to alter a width of the nozzle exit aperture,wherein the
1. A controllable upper surface blown (USB) nozzle aperture system, comprising: an upper duct surface configured to raise and lower to alter a height of a nozzle exit aperture;a lower duct surface; andat least one side duct surface configured to alter a width of the nozzle exit aperture,wherein the upper duct surface, the lower duct surface, and the at least one side duct surface define the nozzle exit aperture and are configured to dynamically control a geometry of the nozzle exit aperture and flow characteristics of an engine exhaust plume exiting the nozzle exit aperture. 2. The system of claim 1, wherein the lower duct surface is configurable to raise to a position that detaches the engine exhaust plume from a wing flap surface and to lower to a position that allows the engine exhaust plume to attach to the wing flap surface. 3. The system of claim 1, wherein a trailing edge of the upper duct surface is substantially parallel to a trailing edge of a wing flap positioned within the engine exhaust plume. 4. The system of claim 3, wherein the trailing edge of the upper duct surface and the trailing edge of the wing flap is swept forward such that lowering the upper duct surface to reduce the height of the nozzle exit aperture turns the engine exhaust plume outward in a direction substantially perpendicular to the trailing edge of the wing flap and rotates a corresponding thrust vector inward. 5. The system of claim 4, wherein the trailing edge of the upper duct surface and the trailing edge of the wing flap is swept forward between 20 degrees and 50 degrees. 6. The system of claim 1, further comprising: a wing;an engine mounting aperture positioned within the wing and configured for receiving an aircraft engine;an engine nozzle mounted within the wing at a location that routes the engine exhaust plume from the aircraft engine to the nozzle exit aperture; anda wing flap positioned aft of the nozzle exit aperture within a path of the engine exhaust plume. 7. The system of claim 1, further comprising a septum vane that separates the nozzle exit aperture from an adjacent nozzle exit aperture defined by an adjacent controllable USB nozzle aperture, wherein each controllable USB nozzle aperture is independently operable to control a separate engine exhaust plume flow field over a wing flap. 8. The system of claim 1, wherein the nozzle exit aperture is positioned within an upper surface of a wing to route the engine exhaust plume from an aircraft engine mounted within the wing to the upper surface of the wing. 9. A method for controlling lift with an engine exhaust plume, the method comprising: routing the engine exhaust plume through a nozzle exit aperture over a top surface of a wing flap, the nozzle exit aperture defined by an upper duct surface, a lower duct surface, and at least one side duct surface of a controllable USB nozzle aperture;lowering the upper duct surface to reduce a height of the nozzle exit aperture and a height of the engine exhaust plume exiting the nozzle exit aperture; andopening the at least one side duct surface to increase a width of the nozzle exit aperture and a width of the engine exhaust plume exiting the nozzle exit aperture,wherein reducing the height and increasing the width of the engine exhaust plume increases a contact surface area of the engine exhaust plume over the top surface of the wing flap to increase lift. 10. The method of claim 9, wherein lowering the upper duct surface to reduce the height of the nozzle exit aperture and the height of the engine exhaust plume exiting the nozzle exit aperture comprises lowering the upper duct surface during landing operations. 11. The method of claim 9 further comprising: raising the upper duct surface to increase the height of the nozzle exit aperture and the height of the engine exhaust plume exiting the nozzle exit aperture; andclosing the at least one side duct surface to decrease the width of the nozzle exit aperture and the width of the engine exhaust plume exiting the nozzle exit aperture,wherein increasing the height and decreasing the width of the engine exhaust plume decreases the contact surface area of the engine exhaust plume over the top surface of the wing flap to decrease scrubbing drag associated with the contact of the engine exhaust plume with the wing flap. 12. The method of claim 11, wherein raising the upper duct surface comprises raising the upper duct surface to a position substantially parallel to a fuselage reference plane during cruise flight operations to eliminate boat tail drag caused by separation of the ambient airflow over an external surface of the upper duct surface. 13. The method of claim 9, further comprising raising a lower duct surface to a position that detaches the engine exhaust plume from the top surface of the wing flap. 14. The method of claim 13, further comprising detecting an engine failure condition on an opposite wing as a wing comprising the nozzle exit aperture, and wherein raising the lower duct surface to the position that detaches the engine exhaust plume from the top surface of the wing flap comprises in response to detecting the engine failure condition on the opposite wing, raising the lower duct surface to the position that detaches the engine exhaust plume from the top surface of the wing flap to eliminate an upward thrust component created by a downward turning of the engine exhaust plume over the top surface of the wing flap. 15. The method of claim 13, further comprising lowering the lower duct surface to a position that allows the engine exhaust plume to attach to the top surface of the wing flap. 16. The method of claim 15, wherein raising the lower duct surface to the position that detaches the engine exhaust plume from the top surface of the wing flap comprises eliminating an upward thrust component created by a downward turning of the engine exhaust plume over the top surface wing flap during cruise flight operations by raising the lower duct surface during cruise flight operations to a position that detaches the engine exhaust plume from the top surface of the wing flap and directs the engine exhaust plume in a plane substantially parallel to a fuselage reference plane, and wherein lowering the lower duct surface to the position that allows the engine exhaust plume to attach to the top surface of the wing flap comprises creating the upward thrust component during landing flight operations by lowering the lower duct surface during landing flight operations to a position that attaches the engine exhaust plume to the top surface of the wing flap. 17. The method of claim 15, wherein raising the lower duct surface to the position that detaches the engine exhaust plume from the top surface of the wing flap comprises eliminating an upward thrust component created by a downward turning of the engine exhaust plume over the top surface wing flap prior to takeoff flight operations by raising the lower duct surface prior to takeoff to a position that detaches the engine exhaust plume from the top surface of the wing flap and directs the engine exhaust plume in a plane substantially parallel to a fuselage reference plane, and wherein lowering the lower duct surface to the position that allows the engine exhaust plume to attach to the top surface of the wing flap comprises creating the upward thrust component and increasing lift created by the wing flap during takeoff flight operations by lowering the lower duct surface to a position that attaches the engine exhaust plume to the top surface of the wing flap during takeoff flight operations after accelerating an aircraft to a aircraft rotation or climb speed. 18. A USB aircraft system, comprising: a wing having a forward-swept wing flap and a controllable USB nozzle aperture configured to route an engine exhaust plume from an engine mounted within the wing over the forward-swept wing flap, wherein the controllable USB nozzle aperture comprises: an upper duct surface configured to raise and lower to alter a height of a nozzle exit aperture;a lower duct surface configurable to raise to a position that detaches the engine exhaust plume from the forward-swept wing flap and to lower to a position that allows the engine exhaust plume to attach to the forward-swept wing flap; andat least one side duct surface configured to alter a width of the nozzle exit aperture,wherein the upper duct surface, the lower duct surface, and the at least one side duct surface define the nozzle exit aperture and are configured to dynamically control a geometry of the nozzle exit aperture and flow characteristics of an engine exhaust plume exiting the nozzle exit aperture. 19. The USB aircraft system of claim 18, wherein the forward-swept wing flap sweeps forward approximately 20-50 degrees. 20. The USB aircraft system of claim 18, wherein a leading edge of the wing is swept rearward approximately 20-50 degrees, wherein the wing further comprises two engine mounting apertures configured to internally mount two aircraft engines adjacent to one another within the wing, and wherein the wing further comprises two controllable USB nozzle apertures corresponding to the two engine mounting apertures, the two controllable USB nozzle apertures separated by a movable septum vane.
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