초록 ▼

The present disclosure is generally directed to a system, aircraft and a method of operation of an aircraft engine including an intake portion and an exhaust portion, an engine inlet, oriented in a forward direction to the intake portion, the engine inlet defined by a peripheral cowling that directs

The present disclosure is generally directed to a system, aircraft and a method of operation of an aircraft engine including an intake portion and an exhaust portion, an engine inlet, oriented in a forward direction to the intake portion, the engine inlet defined by a peripheral cowling that directs airflow to the intake portion of the aircraft engine, and a spiral cone positioned proximate the engine inlet, the spiral cone including a variable compression surface area that directs airflow immediately in front of the engine inlet.

대표청구항 ▼

1. A system comprising: an aircraft engine compartment configured to house an engine including an intake portion;an engine inlet, oriented in a forward direction to the intake portion, the engine inlet defined by a peripheral cowling that directs airflow to the intake portion of the aircraft engine;

1. A system comprising: an aircraft engine compartment configured to house an engine including an intake portion;an engine inlet, oriented in a forward direction to the intake portion, the engine inlet defined by a peripheral cowling that directs airflow to the intake portion of the aircraft engine; and a spiral cone positioned proximate the engine inlet, the spiral cone including a variable compression surface area that directs airflow into the engine inlet, where an orientation of the spiral cone relative to the engine inlet being selectively controlled to change an amount of available area in front of the engine inlet for airflow to the intake portion, the orientation of the spiral cone being dependent on an airspeed at the engine inlet. 2. The system of claim 1, wherein the spiral cone includes a radius that increases one of linearly and parabolically in a forward-to-aft direction. 3. The system of claim 1, wherein the spiral cone rotates about a forward-to-aft direction central rotational axis. 4. The system of claim 1, wherein the spiral cone rotates between a first position at a first engine inlet airspeed, and a second position at a second engine inlet airspeed. 5. The system of claim 4, wherein the first position of the spiral cone obstructs a first portion of area of the engine inlet, and the second position of the spiral cone obstructs the first portion of area and a second portion of area of the engine inlet. 6. The system of claim 1, wherein the variable compression surface area of the spiral cone moves between a first compression surface area and a second compression surface area, the second compression surface area being larger than the first compression surface area. 7. An aircraft comprising: an aircraft body connected to a wing assembly;at least one engine compartment within at least a portion of one of the aircraft body and the wing assembly, the at least one engine compartment configured to house an engine including an intake portion; an engine inlet, for each at least one engine, defined by a peripheral cowling in at least another portion of one of the aircraft body and the wing assembly, the engine inlet oriented in a forward direction to the intake portion; anda spiral cone positioned proximate the engine inlet, the spiral cone including a variable compression surface area that compresses airflow into the engine inlet, where an orientation of the spiral cone relative to the engine inlet being selectively controlled to change an amount of available area in front of the engine inlet for airflow to the intake portion, the orientation of the spiral cone being dependent on an airspeed at the engine inlet. 8. The aircraft of claim 7, wherein the spiral cone includes a radius that increases one of linearly and parabolically in a forward-to-aft direction. 9. The aircraft of claim 7, wherein the spiral cone rotates about a central rotational axis in a forward-to-aft direction. 10. The aircraft of claim 7, wherein the spiral cone rotates between a first position at a first engine inlet airspeed, and a second position at a second engine inlet airspeed. 11. The aircraft of claim 10, wherein the first position of the spiral cone obstructs a first portion of area of the engine inlet, and the second position of the spiral cone obstructs the first portion of area and a second portion of area of the engine inlet. 12. The aircraft of claim 7, wherein the variable compression surface area of the spiral cone moves between a first compression surface area and a second compression surface area, the second compression surface area being larger than the first compression surface area. 13. The aircraft of claim 7, wherein the variable compression surface area of the spiral cone moves between a minimum compression surface area at an engine inlet airspeed of approximately Mach 1.5 or less, and a maximum compression surface area at an engine inlet airspeed of approximately Mach 2.5 or more. 14. The aircraft of claim 7, wherein a cross sectional profile of the spiral cone in an orthogonal direction to the forward direction includes a logarithmic spiral. 15. A method of operating an aircraft comprising: at a first engine inlet airspeed, presenting a first compression surface area of a variable compression surface area spiral cone to an airflow positioned forward of an engine inlet of an aircraft engine mounted with an engine compartment;compressing the airflow at the first engine inlet airspeed against the first compression surface area for input to an intake portion of the engine inlet of the aircraft engine;at a second engine inlet airspeed, selectively controlling an orientation of the spiral cone dependent on the second engine inlet airspeed to present a second compression surface area of the variable compression surface area spiral cone to an airflow positioned forward of the engine inlet of the aircraft engine, the second compression surface area including a larger surface area than the first compression surface area of the variable compression surface area spiral cone thereby changing an amount of available area in front of the engine inlet for airflow to the intake portion; andcompressing an airflow at the second engine inlet airspeed against the second compression surface area for input to the intake portion of the engine inlet of the aircraft engine. 16. The method of claim 15, wherein the presenting the second compression surface area of the spiral cone further includes: rotating the spiral cone to a first position about a forward-to-aft direction central rotational axis. 17. The method of claim 15, further includes: rotating the spiral cone about a forward-to-aft direction central rotational axis as a function of airspeed at the engine inlet. 18. The method of claim 17, further includes: increasing a size of obstruction of a portion of the engine inlet as the spiral cone is rotated in a first rotational direction; anddecreasing the size of obstruction of a portion of the engine inlet as the spiral cone is rotated in a second rotational direction, opposite the first rotational direction. 19. The method of claim 15, further includes: providing the spiral cone that includes a cross sectional profile of a logarithmic spiral in an orthogonal direction to the forward direction. 20. The method of claim 15, further includes: presenting the first compression surface area of the spiral cone at an engine inlet airspeed of approximately Mach 1.5 or less; andpresenting a second compression surface area at an engine inlet airspeed of approximately Mach 2.5 or more.