CH711721A2 - High lift fairing with variable geometry and / or directional for propulsion systems. - Google Patents

Abstract

The present invention relates to a fairing (9) high lift variable geometry and steerable, a propulsion system or a set of propulsion systems, to create and orient a force normal to the main flow of the propulsion flow . This force, aerodynamic or hydrodynamic, adjustable in intensity and direction, can help to evolve and control a craft in a fluid. The invention relates to all types of controlled objects, radio-controlled or remote-controlled, moving in the air, on or under water, and on land.

Description

Description: [0001] The present invention relates to the high-lift fairing with variable and adjustable geometry, of a propulsion system, making it possible to create and orient a force normal to the main flow of the propulsion flow. Which force, aerodynamic or hydrodynamic, adjustable in intensity and direction, can contribute to evolve and control a craft in a fluid.

[0002] It is known from Froude's theory that when a propeller or a blower passes, the fluid accelerates (FIG 1), causing a progressive depression upstream thereof (FIG. 1). In the context of a fixed fairing, located in the plane or asymmetrically slightly upstream of the propeller or the blower, a force is born normal to the surface directed towards the axis of the propeller or blower related the difference in pressure between the internal flow at the fairing and the external flow which is practically not accelerated (Figure 2). When the fairing is a totally closed and perfectly symmetrical surface, the resultant of these normal forces vanishes and only the traditional propulsive forces remain. If this surface is not closed, by dissymmetry, then is born on the same surface, a resultant force, non-zero, whose point of application is on the median axis of this surface and directed towards the axis of the propeller or blower (Figure 2). This force is all the more important as the speed difference of the internal air flow (extrados) with respect to the external flow (intrados) is substantial and the surface of the missing part of the fairing projected on the median plane formed by the axis of rotation of the propeller or blower and orthogonal to the plane of symmetry of the fairing, is large. We find here the invention of Willard R. Custer, which gave rise to more than 20 patents on airplanes in the United States from 1929 to 1974. These systems, often called Custer or Channel wing, have the major disadvantage of physically associate the lift force with the pushing force, prohibiting the adjustment of one independently of the other. The present invention, by acting on the geometry and / or the orientation of the fairing, makes it possible to separate the intensities and directions of the lift forces from those of propulsions, giving to a vehicle thus equipped characteristics of maneuverability and evolutions up to then impossible with this type of technology.

A first nuance consists in setting up this partial fairing at the output of a thruster jet, for example a turbojet (Figure 16). The venturi effect will accelerate the ambient fluid on the extrados of the profile (interior of the fairing), while the flow of the intrados (exterior of the fairing) will keep almost its initial speed. This creates a force normal to the propulsion flow, caused by the pressure difference between the internal and external pressure at the fairing. The variation in the thruster's incidence makes it possible to adjust the resultant force to reach the vertical take-off and landing capacity, without having to have a thruster itself vertically, nor that the intensity of his or her push forces are greater than the weight of the total machine (Figure 16).

Whether the partial fairing is attached to the upstream of a propeller or a blower or downstream of a jet, its rotation or its geometric modification can then guide the resulting aerodynamic force (Fig. 4).

The adjustment of the speed and / or the pitch of rotation of the helix (FIG 5), or the blower (FIG 6), or the jet (FIG 16), associated with the modification of this fairing surface in size and / or by modification of the positioning of the median plane, in rotation or in translation (FIG 7), makes it possible to obtain a steerable and adjustable intensity vector force, which can contribute either to the lift or to orientation, or the general movement of an object.

[0006] A so-called reduced and reduced solution consists in using only two movable partial cylindrical elements (2) in the same plane, for example 2 quarts of cylinder (FIG 8). By simultaneous rotation of the 2 moving parts, it is possible to orient or cancel the orthogonal force to the axis of rotation of the propeller, thus creating a control system on a motor (Fig. 8) or on several engines (Fig 9).

In order to reduce the losses of forces due to marginal vortex phenomena at the ends of the shroud, it may have at its ends extensions in the form of fins (3) (Figure 3).

If we have already mentioned the vacuum present upstream of the propeller or the blower, causing forces on the surfaces in the previous systems. There is just downstream of the propeller a comparable phenomenon of overpressure capable of creating the same effort on a surface in the opposite position of the previous solution (Figure 1). A so-called complete solution, with increased efficiency, therefore consists of breaking down the fairing into two parts (1), one upstream of the propeller and the other opposing downstream of the propeller (Figure 10). These two parts can slide, or not parallel to the axis of rotation of the helix to vary the intensity of the force normal to the propulsion flow (Figure 11). This complete system greatly improves the maximum value of the resulting force perpendicular to the propulsive force. This system can also be rotated around the axis of the helix and then makes it possible to contribute to the guidance system by its ability to modify the vector directions of the resulting aerodynamic force.

The present inventions may also be mounted on independent orientable systems or interdependent movement of the wing, for example via a mat (10). The new system will then optimize the intensity and direction of the resulting total force of the variable geometry fairing force, propulsive forces and aerodynamic forces of traditional aerodynamic systems (Figure 12).

The present inventions may be associated with a system of flaps-type variable wing wings [11], retractable or not, located at the rear center of the propulsion flow, in order to increase the efficiency of the system. (Fig. 13).

The present inventions may be enriched by a system of discharge doors (4), consisting of retractable or more generally mobile hatches, which allow to adjust and orient the desired lift force, to act on the moment piercing, as well as creating an asymmetry at the origin of a rolling moment (Fig. 14).

Similarly, the present inventions may be supplemented with attack beaks (5) and trailing edge flaps (6), retractable or not, mobile or fixed, in order to increase the aerodynamic forces in question. (Fig. 15)

The present lift propeller fairing variable geometry and / or directional, in partial or complete version, may be used alone or in multiple, connected or separated, in series (one behind the other) or in parallel (one next to others).

The efficiency of the parallel connected assembly can be increased by the addition of skirts (7) at the junctions of the propellers and the fairing to reduce unsteady aerodynamic losses, interference and channel the flow of each of the propellers (Fig. 15).

In the context of an arrangement, partial or complete, multiple, connected in parallel, orientable at least in incidence, associated or not with axial principal flaps (11), associated or not to the leading edge slats (5) or trailing edge flaps (6), combined or not with discharge hatches (4), with or without aerodynamic skirts (7), we shall speak of a "Schulz's-wing" configuration ( Fig. 15).

The present innovations can be used on all types of controlled objects, radio controlled or remote control, in the air, on or under water and on land.

In the context of an aircraft, said invention allows under certain design conditions, a vertical takeoff or very short distance, a vertical landing or very low speed, the pure or combined back or side flights, flights in all the directions at very low speeds, a strong acceleration or contrario a strong longitudinal deceleration and still a very great maneuverability. It also allows the reduction, see the removal of all or part of the lift, depth and drift surfaces. In fact, it contributes greatly to reducing the overall drag and improving performance, as well as significantly reducing energy consumption. Thus equipped with a very great versatility of attitudes and speeds, this innovation makes it possible to envisage a new type of aircraft, associating in a single machine the advantages of the plane and the helicopter. The relatively simple aerodynamic and mechanical principles of the present novelty, presage a high security, a high reliability as well as low costs of obtaining, maintainability and operation in general.

In the context of a surface vessel, whether equipped with one or more outboard motors or inboard or with one or more lines of shafts or one or more z-drives, the present The invention makes it possible without action on the axial position of the propeller shaft to change direction and / or to adjust the trim of the boat. Under certain design conditions, said invention may be used as a bow thruster and / or means to increase or fail to reduce buoyancy, improve stability or dynamic anti-pitching system and / or antiroll.

In the context of an underwater vehicle (submarine), the present innovation can direct the device in three dimensions. Under certain design conditions, the system authorizes, in addition to the propulsion of vertical and / or lateral movements, of the bow propulsion type or modification of the buoyancy in order to limit the quantities of ballasts. Finally, this system associated with an autopilot system makes it possible to reduce the dynamic phenomena of pitch, roll or yaw, as a function of currents, turbulence or any other constraint.

In the context of a land device, whether composed of a wheeled, crawler, skis, air cushion, other means or combination of means, the present invention allows to move in the plane, to counter the forces of gravity or inertia and for example to offload all or part of its weight or on the contrary to load on its supports. This system will also allow strong acceleration or deceleration by orientation of the fairing.

List of illustrations [0021] fig. 1: Description of the aerodynamic flow through a propeller. Fig. 2: Schematization of the pressure fields in the partial fixed fairing. Fig. 3: Winglets of ends of a partial fixed fairing. Fig. 4: Orientation of the lift force by rotating the partial fairing. Fig. 5: Variation of the lift force by variation of the fairing geometry. Fig. 6: Example of kinematics of variation of geometry in the context of a thruster with fan. Fig. 7: Schematization of the pressure fields in a partial fairing with adjustment of the force of the lift force by translation of the fairing.

Claims (9)

Fig. 8: Example of a very short single-engine take-off aircraft equipped with a so-called lightened solution with a rotating mobile partial fairing. Fig. 9: Example of a very short take-off aircraft, equipped with a so-called multi-engine light solution with rotational partial fairings. This solution offers great maneuverability even at very low speeds. Fig. 10: Schematization of the pressure fields in a complete fairing with adjustment of the force of the lift force by translation of the Vi low fairing. Fig. 11: Example of a very short take-off aircraft equipped with a so-called multi-engine light solution with partial fairings by translation. Fig. 12: Example of a single-engine vertical take-off aircraft with variable geometry fairing integrated in variable incidence wing. Fig. 13: Example and detail of a fairing with variable geometry integrated in a wing with shutters. Fig. 14: Example and detail of discharge hatches in a multi-engine high lift fairing. Fig. 15: "Schulz's-wing" with 4-parallel arrangement, full fairing with leading edge spoiler, trailing edge flap, a set of discharge doors, aerodynamic skirts, integrated in an adjustable wing. incidence and equipped with axial main flaps. Fig. 16: Partial fairing at the exit of a turbojet engine and influence of the variation of incidence on the resultant of the forces, in the case of a device with vertical takeoff and landing. claims 1. Propulsive and lift system consisting of a complete or partial shroud, retractable or movable in rotation and / or in translation, causing a force normal to the propulsion flow, adjustable in intensity and direction and steerable. 2. A propulsion and lift system comprising a fairing in several parts retractable or movable in rotation (2) and / or in translation (1), each causing an adjustable force normal to the propulsion flow and whose positioning makes it possible to adjust the pressure. intensity and orientation of the resulting force of the complete system. 3. Complement of claims 1 or 2, which consists in putting at the ends of the moving parts of the fins (3) to limit vortex losses related to the pressure difference generated. 4. Supplement according to claims 1, 2 or 3, which comprises inserting into the fair or fairings one or more discharge doors (4) for adjusting the intensity and orientation of the resultant force. 5. Supplement according to claims 1, 2, 3 or 4, which comprises integrating one or more fairing systems directly or indirectly on one or more masts (10) or one or more wings, fixed or movable. Mobile wing (8) in incidence, or / and roll, or / and in pitch, or / and in yaw, and / or in longitudinal translation, or / and in lateral translation, and / or in vertical translation, or in non-moving, comprising a partial or complete fairing (9), fixed or movable, incorporating several propulsion systems mounted in series or in parallel or in combination of series and parallel assembly, enriched or not with skirts (7), receiving or not landing traps (4), making it possible to adjust the desired resultant strengths in intensity and direction, and / or to act on the biting moments or more generally pitching, rolling and yawing moments. 7. Supplement according to claims 1, 2, 3, 4, 5 and 6, which comprises integrating into the fairing, a wing (11) integral or composed of several adjustable elements in relation to the flow of the propeller and independent , located on the axis orthogonal to that of the traction of the helix. 8. Supplement according to claims 1,2, 3, 4, 5, 6 and 7, which comprises integrating into the fairing one or more leading edge slats (5) and / or one or more trailing edge flaps. (6), fixed or adjustable. 9. Any system resulting from claims 1, 2, 3, 4, 5, 6, 7 and 8, installed on all types of objects or machines autonomous or piloted, radio controlled or remote control, in the air, on or under water and on earth.