Hybrid wing body aircraft

Abstract

A hybrid wing-body aircraft includes a body segment having aerodynamic lifting surfaces. The body segment includes an upper body and a lower body. The hybrid wing-body aircraft also includes a plurality of hybrid wing segments further defining the body segment. The hybrid wing-body aircraft includes one or more recesses in the body segment. The one or more recesses extend from the upper body toward the lower body. The hybrid wing-body aircraft also includes one or more open-fan engines at least partially mounted within the one or more recesses. The one or more open-fan engines take up a portion of the boundary layer of the hybrid wing-body aircraft.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to hybrid wing body aircrafts. BACKGROUND

[0002] Hybrid wing body aircrafts are fixed wing aircrafts that have different wing and body structures that blend smoothly together without a clear demarcation line. A typical hybrid wing body aircraft includes a high-lift wing and a wide body airfoil. The wing and the wide body airfoil enable the entire aircraft to contribute to the generation of lift. The hybrid wing body aircraft includes engines mounted thereon for providing propulsion to the hybrid wing body aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0003] The features and advantages of the present disclosure will be apparent from the following detailed description of various exemplary embodiments, as illustrated in the accompanying drawings, in which like reference numerals generally refer to like elements of similar or like function throughout.

[0004] Figure 1A is a front side view of an exemplary hybrid wing body aircraft having open fan engines mounted thereon in accordance with aspects of the present disclosure.

[0005] Figure 1B is a rear side view of an exemplary hybrid wing body aircraft in accordance with aspects of the present disclosure. Figure 1A

[0006] Figure 1C is a front view of an exemplary hybrid wing body aircraft in accordance with aspects of the present disclosure. Figure 1A

[0007] Figure 1D is a top plan view of an exemplary hybrid wing body aircraft in accordance with aspects of the present disclosure. Figure 1A

[0008] is a cross-sectional view of an exemplary hybrid wing body aircraft taken along line A-A in Figure 1E Figure 1D

[0009] Figure 1F is a side view of an exemplary hybrid wing body aircraft in accordance with aspects of the present disclosure. Figure 1A

[0010] Figure 1G is a schematic side view of an exemplary hybrid wing body aircraft in accordance with aspects of the present disclosure. Figure 1A

[0011] Figure 2 is a schematic side view of another exemplary hybrid wing body aircraft in accordance with aspects of the present disclosure.

[0012] ​​​​​​Figure 3 is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0013] Figure 4 is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure. Figure 1A is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0014] Figure 5 is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0015] Figure 6 is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure. Figure 1A is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0016] Figure 7 is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0017] Figure 8A is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0018] Figure 8B is a schematic side view of another exemplary blended wing body aircraft according to aspects of the present disclosure. Figure 8A is a top view of another exemplary blended wing body aircraft according to aspects of the present disclosure.

[0019] Figure 9 is a zoomed-in side view of another exemplary blended wing body aircraft according to aspects of the present disclosure. DETAILED DESCRIPTION

[0020] The features, advantages, and embodiments of the present disclosure are set forth in or are apparent from the detailed description, drawings, and claims. Moreover, it is to be understood that the

[0021] Various embodiments are discussed in detail below. While specific implementations are discussed, this is simply for illustration. One skilled in the relevant art will recognize from the following discussion that other components and configurations can be used without departing from the spirit and scope of the present disclosure.

[0022] As used herein, the terms "first," "second," and "third" can be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.

[0023] The terms "upstream" and "downstream" refer to the relative direction with respect to fluid flow in a fluid pathway. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction to which the fluid flows.

[0024] Unless otherwise stated herein, the terms “connection,” “fixation,” “attachment,” “linkage,” etc., refer to both direct connection, fixation, attachment, or linking, and indirect connection, fixation, attachment, or linking through one or more intermediate components or features.

[0025] Unless the context clearly indicates otherwise, the singular forms “a,” “a,” and “the” include plural references.

[0026] As used throughout this specification and claims, approximate language is applied to modify any quantitative expression that may allow for variation without altering its underlying function. Therefore, values ​​modified by terms such as “about,” “approximately,” “roughly,” and “substantially” are not limited to specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct a component and / or system or manufacture a component and / or system. For example, approximate language may refer to a margin of one percent, two percent, four percent, ten percent, fifteen percent, or twenty percent of a single value, a range of values, and / or the endpoints of a defined range of values.

[0027] As may be used herein, the term "axial" refers to a direction and orientation that extends substantially parallel to the centerline of the blended wing-body aircraft. Furthermore, the terms "radial" and "radially" refer to a direction and orientation that extends substantially perpendicular to the centerline of the blended wing-body aircraft. Additionally, as used herein, the terms "circumferential" and "circumferentially" refer to a direction and orientation that extends about the centerline of the blended wing-body aircraft.

[0028] In the aerospace industry, the focus has shifted to producing environmentally friendly aircraft. One approach to reducing emissions focuses on alternative fuel technologies, such as hydrogen fuel or batteries. However, such alternative fuels require additional storage on the aircraft compared to conventional fuels. Current conventional aircraft (e.g., tube-wing aircraft) do not provide sufficient storage space for such alternative fuels. Furthermore, increasing the size of conventional aircraft to compensate for additional storage reduces the range of such aircraft due to the increased weight. Therefore, this disclosure provides a hybrid wing-body aircraft. Compared to conventional aircraft, the hybrid wing-body aircraft provides additional storage space while maintaining long-range capability and improved efficiency.

[0029] This disclosure also provides an open fan propulsion system for hybrid wing-body aircraft, also known as an open fan engine. Open fan engines further improve overall efficiency compared to turbofan engines or turboprop engines. Open fan engines (e.g., propfan engines) include a non-ducted fan for providing an extremely high bypass ratio. In this way, open fan engines improve propulsive efficiency compared to ducted fan engines (e.g., turbofan engines). The propulsive efficiency of open fan engines can be further improved by embedding them within the boundary layer of the hybrid wing-body aircraft. Embedding an open fan engine within the boundary layer allows the open fan engine to utilize boundary layer intake. Boundary layer intake involves the open fan engine utilizing a portion of the boundary layer, such that the fan blades of the open fan engine intake a portion of the boundary layer. The open fan engine accelerates the airflow in the boundary layer. Boundary layer intake is primarily intended to further improve the overall propulsive efficiency of the open fan architecture engine. An additional benefit of embedding the open fan engine within the hybrid wing-body is that this configuration partially or completely blocks the direct line-of-sight noise propagation of the open fan engine. This reduces environmental and community noise propagating from the open fan engine to the ground. Furthermore, the semi-embedded physical installation of the open fan architecture within the hybrid wing-body structure helps mitigate noise issues by applying appropriate acoustic bushings within the walls of the hybrid wing-body aircraft. The acoustic bushings help reduce noise reflections, as well as noise sweeping along and around the hybrid wing-body aircraft. The acoustic bushings also reduce noise propagating into the aircraft cabin.

[0030] However, compared to ducted fan engines, open-fan engines are exposed to crosswind effects, debris, and increased noise because their fans are not shielded. Furthermore, while ducted fan engines can be mounted on the surface of an aircraft (e.g., because the duct or shield provides protection for the fan), open-fan engines require space between the aircraft surface and the fan blades so that the fan blades do not contact the surface. This makes it difficult to mount an open-fan engine within the boundary layer of a mixed-wing-body aircraft. Therefore, this disclosure provides for mounting an open-fan engine in one or more recesses within a mixed-wing-body aircraft, such that the open-fan engine is embedded within the boundary layer of the mixed-wing-body aircraft. Thus, the open-fan engine utilizes boundary layer take-off, as detailed above. The open-fan engine is positioned in one or more recesses to take off at least one percent of the boundary layer of the mixed-wing-body aircraft. Preferably, the open-fan engine is positioned in one or more recesses to take off at least twenty percent or more of the boundary layer of the mixed-wing-body aircraft. By taking off at least twenty percent or more of the boundary layer of the mixed-wing-body aircraft, the propulsion efficiency of the open-fan engine can be increased by about three percent or more. Furthermore, mounting the open-fan engine within one or more recesses provides protection against crosswind effects and cross-engine debris. The one or more recesses also provide acoustic damping for the open-fan engine. Acoustic bushings can also be installed within the recesses to further provide acoustic damping. Therefore, the one or more recesses of this disclosure allow the installation of an open-fan engine within the boundary layer of a hybrid wing-body aircraft, while providing the benefits of a ducted fan engine (e.g., acoustic damping, protection against crosswind effects and cross-engine debris) without actually using a ducted fan engine.

[0031] Now refer to the attached diagram, Figure 1A This is a frontal view of an exemplary hybrid wingbody aircraft 10 (also known as BWB 10) having one or more open fan engines 16 mounted thereon, according to aspects of this disclosure. Figure 1B This is the rear side view of BWB 10. Figure 1C This is the front view of BWB 10. Figure 1D This is a top-down plan of BWB 10. (See attached image.) Figures 1A-1D As shown, the BWB 10 includes a body section 12, multiple hybrid wing sections 14, and one or more open-fan engines 16. Figure 1A As shown, BWB 10 includes an axial direction (A), a circumferential direction (C), and a radial direction (R).

[0032] Body section 12 extends from front end 15 to rear end 17. Body section 12 includes an upper body 18 and a lower body 20. The outer surface of the lower body 20 is shaped to provide aerodynamic lift surfaces. Each hybrid wing section 14 is structurally integrated with body section 12 and further defines body section 12. Structural integration maintains aerodynamic lift continuity from hybrid wing section 14 to body section 12. For example, body section 12 and hybrid wing section 14 define a substantially uninterrupted wing component capable of providing aerodynamic lift to BWB 10 according to known aerodynamic principles. BWB 10 may also include one or more tail assemblies (e.g., vertical stabilizers and / or horizontal stabilizers) to provide stability and control surfaces. Body section 12 may define an interior including a cockpit, cabin, and / or cargo area. Compared to conventional tubular aircraft, BWB 10 includes additional storage space within body section 12. Therefore, BWB 10 can store alternative fuel. For example, BWB 10 can store hydrogen fuel. In some examples, BWB 10 may include an electric aircraft, and BWB 10 may store batteries.

[0033] Body segment 12 includes one or more recesses 30 located in the rear region 25 of BWB 10. Figures 1A-1D In one embodiment, the one or more recesses 30 include two recesses 30, each for receiving a single open-end fan engine 16. The one or more recesses 30 may, of course, include any number of recesses to receive any number of open-end fan engines 16, as needed. The size and shape of the one or more recesses 30 are designed to receive one or more open-end fan engines 16. Each open-end fan engine 16 is attached to a corresponding recess 30 via one or more mounts 46, such as... Figure 1A and 1B As shown and further detailed below. Additionally, one or more recesses 30 may include dimensions and / or shapes for embedding the open-circuit fan motor 16 within the boundary layer of the BWB 10, as further detailed below. For example, the dimensions and shapes of one or more recesses 30 are designed such that the boundary layer of the BWB 10 in the region of one or more recesses 30 is thicker than the boundary layer of the BWB 10 without one or more recesses 30.

[0034] Figure 1E It is along Figure 1D The cross-sectional view of BWB 10 taken by line AA in the figure. (See figure) Figure 1EAs shown, one or more recesses 30 each include a circumferential profile wall 32. The circumferential profile wall 32 extends in the circumferential direction (C) and defines a profile within the upper body 18 of the body segment 12. For example, the circumferential profile wall 32 extends between a first end 34 and a second end 36. The circumferential profile wall 32 forms a profile between the first end 34 and the second end 36. For example, the circumferential profile wall 32 includes a generally U-shaped profile. In this way, the circumferential profile wall 32 extends from the upper body 18 at its upper portion and extends toward the lower body 20 at its lower portion. The one or more recesses 30 are circumferentially spaced apart from each other such that the circumferential profile wall 32 of each recess 30 blends into the upper body 18 and the recesses 30 do not contact each other. In some examples, the circumferential profile wall 32 of each recess 30 blends into the circumferential profile wall 32 of the adjacent recess 30.

[0035] The circumferential profile wall 32 can include any shape or size as needed for embedding the open-circuit fan engine 16 into the boundary layer of the BWB 10, as further detailed below. The circumferential profile wall 32 extends from the upper body 18 and merges into the axial profile wall 38 in its upstream portion and into the axial wall 44 in its downstream portion, as referenced below. Figure 1F As shown and detailed, in this manner, the circumferential profile wall 32 is integrated into the lower body 20 in the downstream portion.

[0036] Figure 1F This is a side view of BWB 10. Figure 1F For clarity, section 14 of the mixed wing has been removed. (See image below.) Figure 1F As shown, one or more recesses 30 each include an axial profile wall 38. The axial profile wall 38 extends in the axial direction (A) and defines a profile within the upper body 18 of the body segment 12. For example, the axial profile wall 38 extends between a proximal first end 40 and a distal second end 42. The second end 42 is positioned rearward of the first end 40. The axial profile wall 38 forms a profile between the first end 40 and the second end 42. The axial profile wall 38 extends from the upper body 18 to an axial wall 44. For example, the axial profile wall 38 is integrated into the axial wall 44. The axial wall 44 extends from the second end 42 of the axial profile wall 38 to the rear end of the BWB 10. The axial wall 44 is positioned adjacent to the top surface of the lower body 20. In this way, the axial profile wall 38 is integrated into the lower body 20. In some examples, the axial wall 44 is radially spaced from the lower body 20 such that the axial profile wall 38 is not integrated into the lower body 20. The axial profile wall 38 may include any shape and / or any size to embed the open fan motor 16 into one or more recesses 30, as further detailed below.

[0037] The axial profile wall 38 extends from the upper body 18 relative to the upper body 18 at a profile angle θ. For example, the axial profile wall 38 includes a ramp with a profile angle θ. The profile angle θ can be between about zero degrees and about ninety degrees (0° to 90°). In some examples, the profile angle θ can be between about zero degrees and about sixty degrees (0° to 60°). Preferably, the profile angle θ is between about zero degrees and about thirty degrees (0° to 30°) to provide a smooth transition between the upper body 18 and the axial profile wall 38, so that the boundary layer does not separate at one or more recesses 30. When the profile angle θ is greater than thirty degrees, the boundary layer may begin to separate. For example, when the profile angle θ is greater than forty-five degrees (45°), undesirable flow deformation may occur in one or more recesses 30. Flow deformation may reduce the efficiency of the open-circuit fan engine 16 compared to a smooth boundary layer. Therefore, the profile angle θ is preferably between zero and thirty degrees to ensure that the boundary layer does not separate under substantially all flight conditions of the BWB 10.

[0038] Each open-type fan motor 16 includes a non-ducted fan section 31 (e.g., ... Figure 1F (As shown). The non-ducted fan section 31 includes one or more fan rotors having a plurality of fan blades 33. The non-ducted fan section 31 also includes one or more outlet guide vanes 35. In an exemplary embodiment, each of the open fan engines 16 includes a fan rotor stage and an outlet guide vane stage. The open fan engine 16 may, of course, include any number of fan rotors or any number of outlet guide vane stages as needed. The outlet guide vane 35 includes a set of stationary vanes for guiding the airflow from the fan rotor. The outlet guide vane 35 may include variable guide vanes such that the outlet guide vane 35 can be controlled to change the pitch of the outlet guide vane 35. In some examples, the non-ducted fan section 31 includes a second fan rotor stage instead of the outlet guide vane 35. The non-ducted fan section 31 may include any number of fan rotor stages and / or may include any number of outlet guide vane stages as needed.

[0039] The non-ducted fan section 31 does not include a shroud or duct surrounding the plurality of fan blades 33. In this way, the plurality of fan blades 33 are open, such that they do not include a cover. Therefore, the open fan engine 16 includes an open rotor engine, also known as a propfan engine. This type of engine provides a higher bypass ratio by utilizing external fan blades, and thus improves propulsion efficiency compared to a ducted fan engine. Furthermore, in some exemplary embodiments, the fan rotor may define a rotor diameter of at least 10 feet (e.g., at least 11 feet, at least 12 feet, at least 13 feet, at least 15 feet, at least 17 feet, up to 28 feet, up to 26 feet, up to 24 feet, up to 18 feet).

[0040] Various embodiments of the engine (such as the open-fan engine 16 depicted and described herein) can, based on the structure provided herein, allow normal subsonic aircraft cruise altitude operation at speeds equal to or higher than Mach 0.5, or higher than Mach 0.75. In some embodiments, the open-fan engine 16 allows normal aircraft operation at cruise altitudes between Mach 0.55 and Mach 0.85, or between Mach 0.75 and Mach 0.85. In some embodiments, the open-fan engine 16 allows fan blade tip velocities equal to or less than 750 feet per second (fps).

[0041] Furthermore, it should be understood that the range of power loads and / or rotor blade tip velocities may correspond to certain structures, core dimensions, thrust outputs, etc., or to other structures at the core engine and fan rotor. However, as previously stated, to the extent that one or more structures provided herein may be known in the art, it should be understood that this disclosure may include combinations of structures not previously known to be combined, at least in part based on a conflict of benefits and losses, desired operating modes, or reasons other than those taught in the art.

[0042] Because the fan of the open-fan engine 16 is non-ducted and exposed to the environment, it may be more prone to crosswinds, debris, and increased noise compared to a ducted fan engine. Therefore, the open-fan engine 16 of this disclosure is mounted in one or more recesses 30, as further detailed below.

[0043] Each mount 46 is attached to the axial wall 44 of the corresponding recess 30. Each mount 46 is also attached to a corresponding open-circuit fan motor 16 at a location rear of the non-ducted fan section 31. In this way, the mount 46 attaches the open-circuit fan motor 16 to the BWB 10 within the recess 30. Thus, the open-circuit fan motor 16 is at least partially embedded within the boundary layer of the BWB 10. The boundary layer is a thin layer of air flowing above the surface of the BWB 10 (e.g., the upper body 18). The boundary layer is thinnest at the front end 15 of the BWB 10 and thickest towards the rear end 17 of the BWB 10. The boundary layer comprises a lower-velocity airflow compared to the airflow velocity passing through the BWB 10 outside the boundary layer. The velocity of the airflow in the boundary layer increases from the top surface of the upper body 18 of the BWB 10 to a nominal limit at the end of the boundary layer, and free-flow airflow begins. Therefore, the velocity of the airflow at the top surface of the upper body 18 is zero, and the velocity of the airflow increases until the nominal limit of the boundary limit. Therefore, the open-fan engine 16 is positioned for boundary layer ingestion. Boundary layer ingestion involves the open-fan engine 16 utilizing a portion of the boundary layer such that at least a portion of the plurality of fan blades 33 ingests a portion of the boundary layer and the open-fan engine 16 accelerates the airflow in the boundary layer. Compared to engines that do not benefit from this disclosure, boundary layer ingestion provides reduced noise, reduced emissions, and increased propulsion engine efficiency. Therefore, one or more recesses 30 allow the open-fan engine 16 of this disclosure to be substantially embedded below the upper body 18 to ingest the boundary layer, as further detailed below.

[0044] Figure 1G This is a schematic side view of BWB 10. (As shown) Figure 1G As shown, BWB 10 includes a boundary layer 80. The boundary layer 80 of BWB 10 is defined as a thin air layer extending from the upper body 18 of BWB 10 to a nominal limit 82. The nominal limit 82 is where the boundary layer 80 ends and the free airflow begins. Therefore, the thickness of the boundary layer 80 is defined from the upper body 18 of BWB 10 to the nominal limit 82.

[0045] like Figure 1GAs shown, the boundary layer 80 is thickest at one or more recesses 30. Therefore, the one or more recesses 30 allow the open-type fan engine 16 to be mounted below the top surface of the upper body 18, such that the open-type fan engine 16 is substantially completely embedded in the boundary layer 80. In this way, the open-type fan engine 16 is mounted in the thickest region of the boundary layer 80, and the open-type fan engine 16 absorbs substantially the entire boundary layer 80 (e.g., about one hundred percent). When the open-type fan engine 16 is fully or partially embedded in the boundary layer 80, as further detailed below, the plurality of fan blades 33 are designed to withstand high loads (e.g., deformation) caused by varying airflow velocities within the boundary layer 80. For example, the plurality of fan blades 33 may experience various radial or circumferential pressure distributions due to varying airflow velocities. In this case, a portion of the plurality of fan blades 33 begins to experience flutter that could lead to failure of that portion of the plurality of fan blades 33. Therefore, the plurality of fan blades 33 of the open-type fan engine 16 include aerodynamic and rigid designs to provide torsional tolerance when the open-type fan engine 16 is mounted within the boundary layer 80.

[0046] One or more recesses 30 define a depth from which the one or more recesses 30 extend from the upper body 18 toward the lower body 20. This depth is defined as the axial wall 44 from the upper body 18 to the one or more recesses 30. Figures 1A-1G In some embodiments, the depth of one or more grooves 30 is a maximum depth. For example, an axial profile wall 38 extends from the upper body 18 to the lower body 20, such that the axial wall 44 is located at the lower body 20. Figure 1F (As shown). This depth of one or more grooves 30 allows the open-type fan engine 16 to be fully embedded in the boundary layer, as further detailed below. In such an example, the open-type fan engine 16 is at least partially surrounded by an axial profile wall 38 in the axial direction and at least partially surrounded by a circumferential profile wall 32 in the circumferential direction (as shown). Figure 1C , 1E (As shown in 1F). This configuration provides the open-fan engine 16 with protection from crosswind effects, protects it from debris, and provides reduced acoustic propagation. Therefore, one or more recesses 30 provide the benefits of a duct for the non-ducted open-fan engine 16 while maintaining the increased efficiency provided by the open-fan engine 16, as detailed above. This depth of one or more recesses 30 also provides a reduction in the overall weight of the BWB 10 compared to BWB aircraft with shallower recesses or no recesses.

[0047] Figure 2This is a schematic side view of a hybrid wing-body (BWB) 210 according to another embodiment. The BWB 210 includes an upper body 218 having one or more recesses 230, the recesses 230 having... Figures 1A-1G One or more grooves 30 different constructions. In Figure 2 In one embodiment, one or more recesses 230 include axial walls 244 radially spaced from the lower body 20. For example, one or more recesses 230 do not extend into the lower body 20. The depth of one or more recesses 230 is greater than zero and less than the maximum depth of one or more recesses 30. This depth of one or more recesses 230 provides a boundary layer 280, which includes a nominal limit 282 different from the nominal limit 82 of the boundary layer 80 of BWB 10. In this way, the thickness of the boundary layer 280 of BWB 210 at one or more recesses 230 is different from the thickness of the boundary layer 80 at one or more recesses 30 of BWB 10. For example, the thickness of the boundary layer 280 is less than the thickness of the boundary layer 80. This depth of one or more recesses 230 allows the open-circuit fan engine 16 to be partially embedded within the boundary layer 280 of BWB 210, while providing additional internal storage space in BWB 210 compared to BWB 10 where one or more recesses 30 are at their maximum depth. Compared to a BWB 10 where one or more of the grooves 30 are at their maximum depth, this configuration provides less efficiency increase for the open fan motor 16.

[0048] An open-type fan motor 16 is mounted on one or more hangers 246. One or more hangers 246 are longer than hanger 46, such that the plurality of blades 33 and one or more outlet guide vanes 35 do not contact the axial wall 244 of one or more recesses 230. Of course, the one or more hangers 246 may include any length for mounting the open-type fan motor 16 within the boundary layer 280 of the BWB 210.

[0049] Figure 3 This is a schematic side view of a hybrid wing-body (BWB) 310 according to another embodiment. The BWB 310 includes an upper body 318 having one or more recesses 330, the one or more recesses 330 having... Figures 1A-1G One or more grooves 30 different constructions. In Figure 3 In one embodiment, one or more recesses 330 include axial walls 344 radially spaced from the lower body 20. For example, one or more recesses 330 do not extend into the lower body 20. The depth of one or more recesses 330 is greater than about zero and less than [missing information]. Figure 2The depth of one or more recesses 230 in the embodiment. This depth of one or more recesses 330 provides a boundary layer 380, which includes a nominal limit 382 different from the nominal limit 82 of the boundary layer 80 of BWB 10. In this way, the thickness of the boundary layer 380 of BWB 310 at one or more recesses 330 is different from the thickness of the boundary layer 80 at one or more recesses 30 of BWB 10. For example, the thickness of the boundary layer 380 at one or more recesses 330 is less than the thickness of the boundary layer 80 at one or more recesses 30, and less than the thickness of the boundary layer 280 at one or more recesses 230. Compared with BWB 210 and BWB 10, this depth of one or more recesses 330 allows the open fan motor 16 to be embedded within the boundary layer 380 with minimal embedding, while providing maximum internal storage space in BWB 310. Figure 1G and Figure 2 Compared to other embodiments, this configuration offers less efficiency gain. Furthermore, this configuration provides minimal or no protection against crosswind effects and minimal or no protection against debris. Therefore, the depth of one or more recesses 30, 230, 330 is selected based on maximizing the amount the open-circuit fan engine 16 can be embedded within the boundary layers 80, 280, 380, and providing protection against crosswind effects, cross-debris effects, and noise, while balancing the internal storage space of the BWB 10 and minimizing the overall weight of the BWB 10.

[0050] An open-type fan motor 16 is mounted on one or more hangers 346. One or more hangers 346 are longer than hanger 46 such that the plurality of blades 33 and one or more outlet guide vanes 35 do not contact the axial wall 344 of one or more recesses 230. Of course, the one or more hangers 246 may include any length for mounting the open-type fan motor 16 within the boundary layer 280 of the BWB 210.

[0051] Figure 4 This is a schematic side view of BWB 10. The open-fan engine 16 includes engine submersion parameters, also known as thruster submersion parameters. When the open-fan engine 16 is mounted in one or more recesses 30, the thruster submersion parameters define the height of the open-fan engine 16 relative to the axial wall 44. In this way, the thruster submersion parameters define the amount of embedment of the open-fan engine 16 relative to the upper body 18 of the body section 12. The thruster submersion parameters include the height (H) of the open-fan engine 16 and the diameter (D) of the open-fan engine 16. fan The ratio of the height (H) to the diameter (D) is as follows: The height (H) is defined as the height measured from the bottom surface of one or more recesses 30 (e.g., axial wall 44) to the central longitudinal axis 19 of the open fan engine 16. fanThe diameter of the fan blades 33 is defined as the diameter of the multiple fan blades 33. Therefore, the thruster immersion parameter is defined as H / D. fan In this way, when the open-fan engine 16 is installed in one or more recesses 30, the closer the thruster immersion parameter is to zero, the closer the fan blades 33 are to the bottom surface of the one or more recesses 30. Similarly, when the open-fan engine 16 is installed in one or more recesses 30, the greater the thruster immersion parameter, the further the fan blades 33 are from the bottom surface of the one or more recesses 30.

[0052] The thruster immersion parameter can be greater than about 0.5 and less than or equal to about 1.0. This range provides radial positioning for the open-fan engine 16 for boundary layer uptake to improve propulsion efficiency, as detailed above. Preferably, the thruster immersion parameter is about 0.5. Figure 4 In this configuration, the thruster immersion parameter is approximately 0.5. When the thruster immersion parameter is approximately 0.5, the open fan engine 16 is substantially completely embedded within the boundary layer 80, and the open fan engine 16 will benefit from substantially complete boundary layer uptake, as discussed above. Furthermore, when the thruster immersion parameter is approximately 0.5, the plurality of fan blades 33 are positioned adjacent to the bottom surface of one or more recesses 30 without contacting the bottom surface of one or more recesses 30. Radial positioning of the open fan engine 16 such that a thruster immersion parameter less than approximately 0.5 can provide aerodynamic disturbance, resulting in a decrease in the propulsion efficiency of the open fan engine 16 compared to a thruster immersion parameter greater than approximately 0.5.

[0053] Figure 5 This is a schematic side view of BWB 10. Figure 5 In this configuration, the thruster immersion parameter is approximately 1.0. When the thruster immersion parameter is approximately 1.0, the open-fan engine 16 is partially embedded within the boundary layer 80, and only a small portion of the boundary layer 80 is extracted. For example... Figure 5 As shown, the open-fan motor 16 is mounted on one or more hangers 546. One or more hangers 546 are longer than hanger 46. In this way, the open-fan motor 16 is typically positioned above the upper body 18 and therefore typically mounted outside the boundary layer 80, such that the open-fan motor 16 only ingests a small portion (e.g., less than one percent) of the boundary layer 80. When the thruster immersion parameter is greater than about 1.0, the efficiency of the open-fan motor 16 decreases compared to when the thruster immersion parameter is less than about 1.0.

[0054] Figure 6 This is a schematic side view of BWB 10. The open-fan engine 16 includes engine axial position parameters, also known as thruster axial position parameters. The thruster axial position parameters define the length (L) of the open-fan engine 16 relative to BWB 10. wing axial position (L)fan ). Length of BWB 10 (L) wing The axial position parameter is defined as the axial length from the front end 15 to the rear end 17 of the BWB 10. The axial position parameter of the thruster includes the axial position (L) of the open-fan engine 16. fan ) and the length (L) of BWB 10 wing The ratio of L to L. fan The length is defined as the length measured from the front end 15 of BWB 10 to the leading edge (LE) 37 of the foremost fan blade 33. Therefore, the thruster axial position parameter is defined as L. fan / L wing In this way, the smaller the thruster axial position parameter, the closer the open fan motor 16 is to the front end 15 of the BWB 10. Similarly, the larger the thruster axial position parameter, the farther the open fan motor 16 is from the front end 15 of the BWB 10. The thruster axial position parameter can be greater than approximately 0.2 and less than approximately 1.2. This range, compared to the boundary layer 80 at the front end 15 of the BWB 10, allows the open fan motor 16 to be mounted within a thicker portion of the boundary layer 80, while also balancing the center of gravity of the BWB 10. For example, if the thruster axial position parameter is less than 0.2, the boundary layer 80 may not be thick enough that the open fan motor 16 may be completely embedded within the boundary layer 80. Furthermore, if the thruster axial position parameter is greater than 1.2, the center of gravity of the BWB 10 may not be adequately balanced.

[0055] exist Figure 6 In this embodiment, the thruster axial position parameter is approximately 0.75. Preferably, the thruster axial position parameter is greater than approximately 0.75 and less than approximately 1.0. Compared to a configuration where the thruster axial position parameter is closer to approximately 0.2, this configuration allows the open-fan engine 16 to be fully embedded in the boundary layer 80 to provide a maximum increase in propulsion efficiency.

[0056] Figure 7 This is a schematic side view of an exemplary hybrid wing-body (BWB) 710 according to another embodiment. Figure 7 As shown, BWB 710 includes an upper body 718 having one or more recesses 730. The one or more recesses 730 are positioned closer to the front end 15 than the one or more recesses 30 of BWB 10. This positioning of the one or more recesses 730 provides a boundary layer 780, which includes a boundary layer 80 different from that of BWB 10. Figure 1GThe nominal limit 82 of the nominal limit 782. For example, boundary layer 780 is thinner than boundary layer 80. The axial wall 744 of one or more recesses 30 may be longer than the axial wall 44 of one or more recesses 30 of BWB 10. The open fan motor 16 is mounted on one or more hangers 746. The one or more hangers 746 are longer than hangers 46 such that the plurality of blades 33 and one or more outlet guide vanes 35 do not contact the axial wall 744 of one or more recesses 730. Of course, the one or more hangers 746 may include any length for mounting the open fan motor 16 within the boundary layer 280 of BWB 210.

[0057] exist Figure 7 In this embodiment, the thruster axial position parameter is greater than about 0.2 and less than about 0.5. Therefore, the open fan engine 16 is positioned closer to the front end 15 compared to the positioning of the open fan engine 16 on the BWB 10. In this way, the open fan engine 16 is partially embedded in the boundary layer 780. Compared to a configuration with a thruster axial position parameter greater than about 0.75 and less than about 1.0, this configuration includes a smaller increase in the propulsion efficiency of the open fan engine 16. Furthermore, compared to a configuration with a thruster axial position parameter greater than about 0.75 and less than about 1.0, this configuration provides greater weight reduction but smaller storage space. Figure 7 In one embodiment, the open-fan motor 16 is partially embedded in the boundary layer 780. For example, the open-fan motor 16 absorbs approximately twenty percent of the boundary layer 780.

[0058] Figure 8A This is a schematic side view of an exemplary hybrid wing-body (BWB) 810 according to another embodiment. Figure 8B This is a top view of BWB 810. (For example...) Figure 8A and 8B As shown, an open-type fan motor 16 is mounted rearward of one or more recesses 30 of the BWB 810. The open-type fan motor 16 is attached to one or more recesses 30 via a mount 846. In this manner, the mount 846 extends rearward from one or more recesses 30 of the BWB 810 to the open-type fan motor 16, and the rear end 817 of the BWB 810 extends longer than the rear end 17 of the BWB 10.

[0059] exist Figure 8A and 8BIn one embodiment, the hanger 846 comprises a single integral structure. The hanger 846 includes an axial length 871 and a radial height 873. The axial length 871 of the hanger 846 is defined as the length from the position where the hanger 846 is mounted on the BWB 810 to the position where the hanger 846 is mounted on the open-circuit fan engine 16. The radial height 873 is defined as the height from the position where the hanger 846 is mounted on the BWB 810 to the position where the hanger 846 is mounted to the open-circuit fan engine 16. In this manner, the open-circuit fan engine 16 is mounted rearward of one or more recesses 30 and radially above one or more recesses 30. Therefore, the hanger 846 allows the open-circuit fan engine 16 to be positioned rearward of one or more recesses 30 and still fully embedded within the boundary layer 80. The radial height 873 of the hanger 846 can be selected such that the thruster immersion parameter is greater than about 0.5 and less than or equal to about 1.0, as detailed above.

[0060] exist Figure 8A and 8B In this embodiment, the thruster axial position parameter is greater than 1.0. This configuration provides for fully embedding the open-fan engine 16 into the boundary layer 80. Figure 8A However, it does not provide acoustic protection, crosswind protection, or cross-debris protection. Furthermore, the hanger 846 in this configuration is larger than the hanger 46 of the BWB 10, thus increasing the overall weight of the BWB 810. Preferably, the thruster axial position parameter is greater than about 0.75 and less than about 1.0, as detailed above, so that the open-fan engine 16 is fully embedded within the boundary layer 80 in its thickest region, while also providing a center of gravity for the BWB 10 and providing protection against crosswind effects, cross-debris effects, and noise.

[0061] Figure 9 This is an enlarged side view of the rear region 925 of an exemplary hybrid wing-body (BWB) 910 according to another embodiment. Figure 9As shown, BWB 910 includes one or more recesses 930. The one or more recesses 930 can be any of recesses 30, 230, 330, and 730, as detailed above. BWB 910 includes an acoustic bushing 970 disposed in one or more recesses 930. An example of the acoustic bushing 970 is shown and described in U.S. Patent Application Publication No. 2022 / 0025814, the disclosure of which is incorporated herein by reference in its entirety. The acoustic bushing 970 provides damping or attenuation of sound waves, including those associated with the open-circuit fan motor 16. The acoustic bushing 970 includes an acoustic core 972 positioned between an acoustic screen 974 and a substantially non-perforated backplate 976. In some examples, the acoustic screen 974 includes a perforated plate, a mesh (e.g., formed of wire, cloth, fiber, and / or filaments), or a combination thereof. The acoustic core 972 comprises a hollow honeycomb structure or resonant units disposed between the acoustic screen 974 and the back panel 976. Each resonant unit includes multiple unit walls defining a hollow resonant space. An acoustic bushing 970 is mounted within one or more recesses 930. For example, the acoustic bushing 970 can be mounted by bonding (e.g., adhesive), by fastening mechanisms (e.g., bolts, etc.), or by a flange.

[0062] like Figure 9 As shown, the acoustic bushing 970 includes two such acoustic bushings 970a and 970b. The first acoustic bushing 970a is mounted on the axial profile wall 938 of one or more recesses 930. The second acoustic bushing 970b is mounted on the axial wall 944. In some examples, acoustic bushings 970a and 970b may form a single acoustic bushing 970. In some examples, the acoustic bushing 970 is mounted on the circumferential profile wall 32 (FIG. 1). The acoustic bushing 970 can be mounted anywhere within one or more recesses 930 to provide acoustic damping for the open-circuit fan engine 16. In some examples, a third acoustic bushing 970c is also mounted on one or more hangers 946. Thus, in addition to the acoustic damping provided by the one or more recesses 930, the acoustic bushing 970 provides additional acoustic damping or attenuation, as detailed above. The acoustic bushing 970 also includes strength to withstand impacts, such as those from faulty loads (e.g., engine blade shedding).

[0063] Embodiments of this disclosure provide an open-fan engine mounted within one or more recesses in the BWB, such that the open-fan engine is embedded within the boundary layer of the BWB for boundary layer uptake. In this manner, the embodiments disclosed herein improve the overall propulsive efficiency of the open-fan architecture engine compared to a BWB that does not benefit from this disclosure. Furthermore, embedding the open-fan engine within the mixed wing body partially or completely blocks direct line-of-sight noise propagation from the open-fan engine, thereby reducing environmental noise and community noise propagating from the open-fan engine to the ground. Acoustic bushings in one or more recesses help reduce noise reflections, as well as noise sweeping along and around the BWB. The acoustic bushings also reduce noise propagating into the aircraft nacelle.

[0064] Furthermore, mounting the open-fan engine within one or more recesses provides protection against crosswind effects and cross-engine debris. The one or more recesses also provide acoustic damping for the open-fan engine. Therefore, the one or more recesses of this disclosure allow the open-fan engine to be mounted within the boundary layer of the BWB while also providing the benefits of a ducted fan engine (e.g., acoustic damping, protection against crosswind effects and cross-engine debris) without the need for a ducted fan engine.

[0065] Further aspects of this disclosure are provided by the subject matter of the following clauses.

[0066] A hybrid wing-body aircraft includes a body section, a plurality of hybrid wing sections, and one or more open-fan engines. The body section has aerodynamic lifting surfaces. The body section includes an upper body and a lower body. The plurality of hybrid wing sections further define the body section. The one or more recesses are located within the body section and extend from the upper body toward the lower body. The one or more open-fan engines are at least partially mounted within the one or more recesses. The one or more open-fan engines capture a portion of the boundary layer of the hybrid wing-body aircraft.

[0067] According to the hybrid wing-body aircraft described in the foregoing clause, the one or more grooves extend to the lower body.

[0068] The hybrid wing-body aircraft according to any of the foregoing clauses further includes an acoustic bushing mounted to the one or more recesses.

[0069] The hybrid wing-body aircraft according to any of the foregoing clauses further includes an acoustic bushing mounted on a pylon of each of the one or more open-fan engines.

[0070] According to any of the preceding clauses, in a hybrid wing-body aircraft, the one or more open-fan engines are positioned within the one or more recesses to take up at least one percent of the boundary layer of the hybrid wing-body aircraft.

[0071] According to any of the preceding clauses, for a hybrid wing-body aircraft, the amount of boundary layer taken up by the one or more open fan engines is a function of the axial and radial positions of the one or more open fan engines relative to the hybrid wing-body aircraft.

[0072] According to any of the preceding clauses for a hybrid wing-body aircraft, the one or more open-fan engines are characterized by thruster immersion parameters. The thruster immersion parameters are greater than about 0.5 and less than or equal to about 1.0.

[0073] For any of the hybrid wing-body aircraft described in the foregoing clauses, the thruster immersion parameter is approximately 0.5.

[0074] According to any of the preceding clauses, the propulsion immersion parameters are defined by the relationship between the height of the one or more open fan engines from the bottom surface of the one or more recesses to the central longitudinal axis of the one or more open fan engines and the diameter of the one or more open fan engines.

[0075] According to any of the preceding clauses for a hybrid wing-body aircraft, the one or more open-fan engines are characterized by a thruster axial position parameter. The thruster axial position parameter is greater than about 0.2 and less than about 1.2.

[0076] According to any of the preceding clauses, the axial position parameter of the thruster is greater than about 0.75 and less than about 1.0.

[0077] According to any of the preceding clauses, the axial position parameter of the propulsion unit is defined by the axial position of the one or more open fan engines and the axial length of the hybrid wing-body aircraft.

[0078] According to any of the preceding clauses, the one or more grooves include axial profile walls and circumferential profile walls.

[0079] According to any of the preceding clauses, in a hybrid wing-body aircraft, the axial profile wall extends from the upper body of the body segment at a profile angle between approximately zero and approximately thirty degrees.

[0080] According to any of the preceding clauses, the circumferential profile wall is generally U-shaped.

[0081] A hybrid wing-body aircraft includes a body section, a plurality of hybrid wing sections, one or more recesses in the body section, and one or more open-type fan engines. The body section has aerodynamic lifting surfaces. The body section includes an upper body and a lower body. The plurality of hybrid wing sections further define the body section. The one or more recesses are located in the body section, and each recess includes an axial profile wall extending from the upper body toward the lower body. The circumferential profile wall extends from the upper body toward the lower body. The one or more open-type fan engines are mounted within the one or more recesses. The one or more open-type fan engines extract at least one percent of the boundary layer of the hybrid wing-body aircraft.

[0082] According to any of the preceding clauses for a hybrid wing-body aircraft, the one or more open-fan engines are characterized by thruster immersion parameters. The thruster immersion parameters are greater than about 0.5 and less than or equal to about 1.0.

[0083] For any of the hybrid wing-body aircraft described in the foregoing clauses, the thruster immersion parameter is approximately 0.5.

[0084] According to any of the preceding clauses, in a hybrid wing-body aircraft, the one or more open-fan engines are characterized by a thruster axial position parameter. The thruster axial position parameter is greater than about 0.2 and less than about 1.2.

[0085] According to any of the preceding clauses, the axial position parameter of the thruster is greater than about 0.75 and less than about 1.0.

[0086] According to any of the preceding clauses, in a hybrid wing-body aircraft, the one or more grooves extend into the lower body.

[0087] The hybrid wing-body aircraft according to any of the foregoing clauses further includes an acoustic bushing mounted to the one or more recesses.

[0088] The hybrid wing-body aircraft according to any of the foregoing clauses further includes an acoustic bushing mounted on a pylon of each of the one or more open-fan engines.

[0089] According to any of the preceding clauses, for a hybrid wing-body aircraft, the amount of boundary layer taken up by the one or more open fan engines is a function of the axial and radial positions of the one or more open fan engines relative to the hybrid wing-body aircraft.

[0090] According to any of the preceding clauses, the propulsion immersion parameters are defined by the relationship between the height of the one or more open fan engines from the bottom surface of the one or more recesses to the central longitudinal axis of the one or more open fan engines and the diameter of the one or more open fan engines.

[0091] According to any of the preceding clauses, the axial position parameter of the propulsion unit is defined by the axial position of the one or more open fan engines and the axial length of the hybrid wing-body aircraft.

[0092] According to any of the preceding clauses, in a hybrid wing-body aircraft, the axial profile wall extends from the upper body of the body segment at a profile angle between approximately zero and approximately thirty degrees.

[0093] According to any of the preceding clauses, the circumferential profile wall is generally U-shaped.

[0094] Although the foregoing description is directed to preferred embodiments, other variations and modifications will be apparent to those skilled in the art and can be made without departing from the spirit or scope of this disclosure. Furthermore, features described in connection with one embodiment may be used in conjunction with other embodiments, even if not explicitly stated above.

Claims

1. A hybrid wing-body aircraft, characterized in that, include: The body section has an aerodynamic lifting surface and includes an upper body and a lower body; Multiple hybrid wing segments, wherein the multiple hybrid wing segments further define the body segment; One or more recesses, said one or more recesses in said body section, wherein said one or more recesses include (i) an axial profile wall extending upstream of said one or more open-type fan motors from said upper body toward said lower body at an upper profile angle relative to said upper body; (ii) a bottom surface blending with said axial profile wall and extending downstream of said axial profile wall toward said rear end of said body section, said bottom surface extending toward said upper body at a lower profile angle relative to said lower body; and (iii) a circumferential profile wall extending from said upper body toward said lower body and blending with said bottom surface and said axial profile wall; and One or more open-fan engines, the one or more open-fan engines being at least partially mounted within the one or more recesses and at least partially embedded in the boundary layer of the hybrid wing-body aircraft, the one or more open-fan engines taking up a portion of the boundary layer; The one or more open-fan engines are characterized by thruster immersion parameters and thruster axial position parameters, wherein the thruster immersion parameters are greater than 0.5 and less than or equal to 1.0, and the thruster axial position parameters are greater than 0.2 and less than 1.

2.

2. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The one or more grooves extend into the lower body.

3. The hybrid wing-body aircraft according to claim 1, characterized in that, It further includes an acoustic bushing, which is mounted into the one or more recesses.

4. The hybrid wing-body aircraft according to claim 1, characterized in that, It further includes an acoustic bushing, which is mounted on a hanger in each of the one or more open fan engines.

5. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The one or more open-fan engines are positioned within the one or more recesses to take up at least one percent of the boundary layer of the hybrid wing-body aircraft.

6. The hybrid wing-body aircraft according to claim 5, characterized in that, in, The amount of boundary layer taken up by the one or more open fan engines is a function of the axial and radial positions of the one or more open fan engines relative to the hybrid wing-body aircraft.

7. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The immersion parameter of the thruster is 0.

5.

8. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The thruster immersion parameters are defined by the relationship between the height of the one or more open fan engines from the bottom surface of the one or more recesses to the central longitudinal axis of the one or more open fan engines and the diameter of the one or more open fan engines.

9. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The axial position parameter of the thruster is greater than 0.75 and less than 1.

0.

10. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The thruster axial position parameter is defined by the axial position of the one or more open fan engines and the axial length of the hybrid wing-body aircraft.

11. The hybrid wing-body aircraft according to claim 1, characterized in that, in, The one or more grooves include axial profile walls and circumferential profile walls.

12. The hybrid wing-body aircraft according to claim 11, characterized in that, in, The axial profile wall extends from the upper body of the body segment at a profile angle between zero and thirty degrees.

13. The hybrid wing-body aircraft according to claim 11, characterized in that, in, The circumferential contour wall is roughly U-shaped.

14. The hybrid wing-body aircraft according to claim 1, characterized in that, in, Air flows over the body section and the plurality of wing sections and forms a boundary layer above the upper body, the boundary layer being thickest at one or more of the grooves.

15. A hybrid wing-body aircraft, characterized in that, include: The body section has an aerodynamic lifting surface and includes an upper body and a lower body; Multiple hybrid wing segments, wherein the multiple hybrid wing segments further define the body segment; One or more recesses, said one or more recesses in said body section, wherein said one or more recesses include (i) an axial profile wall extending upstream of said one or more open-type fan motors from said upper body toward said lower body at an upper profile angle relative to said upper body; (ii) a bottom surface blending with said axial profile wall and extending downstream of said axial profile wall toward said rear end of said body section, said bottom surface extending toward said upper body at a lower profile angle relative to said lower body; and (iii) a circumferential profile wall extending from said upper body toward said lower body and blending with said bottom surface and said axial profile wall; and One or more open-fan engines, the one or more open-fan engines being at least partially mounted within the one or more recesses and at least partially embedded in the boundary layer of the hybrid wing-body aircraft, the one or more open-fan engines taking up at least one percent of the boundary layer; The one or more open-fan engines are characterized by thruster immersion parameters and thruster axial position parameters, wherein the thruster immersion parameters are greater than 0.5 and less than or equal to 1.0, and the thruster axial position parameters are greater than 0.2 and less than 1.

2.

16. The hybrid wing-body aircraft according to claim 15, characterized in that, in, The immersion parameter of the thruster is 0.

5.

17. The hybrid wing-body aircraft according to claim 15, characterized in that, in, The axial position parameter of the thruster is greater than 0.75 and less than 1.

0.

18. The hybrid wing-body aircraft according to claim 15, characterized in that, in, Air flows over the body section and the plurality of wing sections and forms a boundary layer above the upper body, the boundary layer being thickest at one or more of the grooves.

Images