8results about "Wing lift eficiency" patented technology

The ducted wing is configured to be connected to an aircraft. The ducted wing includes jet foils arranged in an integrally continuous array. Each jet foil includes a propulsion fan, an upper wing portion, and a lower wing portion extending beyond an end of the upper wing portion. Each jet foil includes a duct formed between the upper wing portion and the lower wing portion, and the propulsion is within the duct. Further, each jet foil may have one or more flaps at a leading edge or a trailing edge of the jet foil. The jet foil may have a flap that controls either an inlet area or an outlet area of the propulsion fan, and a flap that controls so that the aircraft can operate in any of a plurality of different takeoff modes.

A wing system is provided for an air vehicle, the wing system having a stowed configuration, a pre-deployed configuration, and a deployed configuration. The wing system includes two wings, each wing having aerofoil profiles and being pivotably deployable about a respective pivot axis between the pre-deployed configuration and the deployed configuration. In the stowed configuration the two wings are in first general superposed spatial relationship with respect to one another and are capable of being accommodated within an envelope having an envelope cross-sectional profile and a corresponding envelope cross-sectional area. In the pre-deployed configuration, the two wings are in second general superposed spatial relationship with respect to one another and capable of deploying to the deployed configuration. In the deployed configuration the wings are each capable of generating aerodynamic lift in an airstream. Each aerofoil profile of each wing is a slotted aerofoil having a primary element, a secondary element and a chord, the secondary element being pivotable with respect to the primary element and spaced therefrom by a gap. Each aerofoil profile has a respective maximum thickness, and a respective maximum absolute thickness. In the stowed configuration, the respective second element of each aerofoil of one wing is set at a different flap angle as compared with the respective second element of each aerofoil of the other wing.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

A ducted wing is configured to be connected to an aircraft. The ducted wing includes an array of integrated jetfoils. Each jetfoil includes a propulsor fan, an upper wing portion, and a lower wing portion that extends past an end of the upper wing portion. Each jetfoil includes a duct formed between the upper wing portion and the lower wing portion where the propulsor is within the duct. Furthermore, each jetfoil may have one or more flaps at the leading edge or the trailing edge of the jetfoil. The jetfoil may have flaps that control either the inlet area or the outlet area of the propulsor fan as well as flaps that control whether the aircraft can operate in one of a plurality of different takeoff modes.

A propulsion system coupled to a vehicle. The system includes an ejector having an outlet structure out of which propulsive fluid flows at a predetermined adjustable velocity. A control surface having a leading edge is located directly downstream of the outlet structure such that propulsive fluid from the ejector flows over the control surface.

An oblique-wing aircraft with internal ducts and internal airflow. The aircraft may have a propulsion unit within the wing body. The propulsion unit may be off-axis within the wing to utilize a larger internal space. In some embodiments, a multi-segment oblique-wing aircraft may have three distinct segments, including two outer wing segments and a central wing segment. The central wing segment may be thicker vertically and adapted to accommodate a pilot and passengers. The outer wing segments may be substantially thinner and taper outward from the center of the wing. A multi-segment oblique-wing aircraft may be adapted to rotate toward a high-speed flight configuration or adapted to take off and cruise at a constant angle.

The invention provides a control surface actuation mechanism for moving a control surface relative to a fixed airfoil portion of an aircraft. The control surface actuation mechanism comprises a hinged support, a sliding member on the hinged support and coupled to the control surface, the sliding member being arranged to slide relative to the hinged support, a track having a path for attachment to the fixed airfoil portion, and a rigid connecting element connected to the first track and to the sliding member. A first end of the first rigid connecting element is configured to be passively moved along the path as the sliding member is driven by an actuator to slide relative to the hinged support.

The invention concerns a thin, corrugated skin coating for controlling the turbulent boundary layer developing on a surface of an aerodynamic body, particularly in areas characterised by a high risk of flow separation, which coating enables effective reduction or complete elimination of turbulent separation at high Reynolds numbers. The invention concerns a thin skin coating that comprises an active section consisting of a corrugated surface that modulates the turbulent boundary layer, and an adhesive section that enables installation of the coating on a physical body providing resistance when there is relative motion between the body and a viscous fluid. Examples of such objects include wind turbine blades. A method for selecting parameters of the coating, characterised in that it comprises the following steps: determining the local Reynolds number Re_τ, identifying the starting point for installation of the corrugated coating, selecting the coating corrugation amplitude so that it rises above the surface by 3% to 4% of the boundary layer thickness. selecting the corrugation wavelength of 15 x the amplitude, taking into account local flow conditions such as a deviation of the flow direction, caused, e.g., by a centrifugal force resulting from the rotational motion of a blade or from the shape of the body surface of a moving vehicle. The surface skin coating for turbulent flow control, whose parameters are determined according to the method described in claims 1-2, is characterised in that its thickness ranges from 0.1 mm to 15 mm, it has on one side a corrugated, in at least one direction, technically smooth surface, and the amplitude is 5% to 6% of the thickness of the turbulent boundary layer developing at the location where the coating is installed.