AIR INTAKE ARRANGEMENT FOR A RDONG-DETECTABLE AIRCRAFT AND THE SAME

Abstract

An air inlet arrangement (10) for a vehicle (1) that is difficult to locate, in particular for a stealth aircraft, is proposed, comprising an inlet opening (12) and a closing device (10) that closes the inlet opening (12) in a closed state (C), which has at least one expansion section (23), wherein the at least one expansion section (23) is designed to be expandable in at least two spatial directions (X, Y, Z), and a vehicle (1), in particular a stealth aircraft, with at least one such air inlet arrangement (10).

Description

Technical field

[0001] The present disclosure relates to an air intake arrangement for a vehicle that is difficult to locate, in particular for a stealth aircraft, and to a vehicle, in particular a stealth aircraft. Technical background

[0002] Camouflage of vehicles, such as military combat aircraft and equipment, from radar detection is an increasingly common requirement for current and future weapon systems. Various methods exist to reduce radar detection, such as reducing the radar cross-section (RCS) through the use of radar-absorbing material (RAM) and / or radar-absorbing structures (RAS). These methods must reduce the overall detectability of the aircraft, including the vehicle itself as well as any attachments or loads, such as weapons or weapon systems.

[0003] Low observability is a key element for future vehicles, especially combat aircraft. However, even vehicles that are difficult to detect, such as stealth air superiority fighters or other stealth aircraft, require air intakes, much like other vehicles. In addition to primary air intakes, which supply air to the aircraft's engines, turbines, or propulsion systems, secondary air intakes are often necessary, for example, to supply or cool specific components. These secondary air intakes must also be specially camouflaged to prevent radar detection while simultaneously meeting cooling requirements. The challenge, therefore, lies in reconciling the technical functionality of the air intakes with their camouflage.

[0004] CN 115898639 A, for example, relates to an embedded air intake duct with a stealth function, comprising a front air guide opening, side edges, inclined side edge plates, a rear lip, and rear lip side plates, wherein the front end of the front air guide opening is in direct, smooth, rounded contact with the aircraft surface, the side edges are located on both sides of the front air guide opening, and the rear lip side plates are located on the side edges. The side edge extends rearward and is smoothly connected to the rear lip. Both the side edge and the rear lip are lower than the aircraft surface; the side edge is in transitional contact with the aircraft surface via an inclined side edge plate, and the rear lip is in transitional contact with the aircraft surface via a rear lip side plate.According to the invention, both the side edge and the rear lip feature an unconventional, continuously curved fairing design and are both located within the cross-sectional shell of the aircraft. The model generation process is simple, and the creation of a new scattering source is avoided. The use of the design of the two differently inclined plates is intended to simplify the design concept of an intake model, reduce the manufacturing and processing effort of the air intake duct, and influence the degree of rotation of the side edge vortices and the intake volume of side edge vortices.

[0005] CN 213862688 U relates to an air intake device for environmental control in an aircraft, comprising an internal flow channel bounded between an upper and a lower boundary. The air intake is provided with an air intake capture area, and air from the external environment can enter the internal flow channel through the air intake. The lower boundary is jointly defined by the bottom wall plate and the lip plate, wherein the bottom wall plate comprises an inner surface bounding the lower boundary and an outer surface facing the external environment, and the lip plate comprises an inner surface bounding the lower boundary and an outer surface facing the external environment. The lip plate can be moved back and forth between a first and a second position relative to the bottom wall plate.In the first position, the air intake capture area is minimal, and in the second position, it is maximal. The aircraft's ambient air intake device should have a simple structure and a low impact on the aircraft's aerodynamic drag.

[0006] Furthermore, EP 3 595 333 A1 relates to a MEMS (microelectromechanical system) device with a diaphragm that is designed to vibrate and has an auxetic structure at least in sections. The diaphragm of the MEMS device is configured such that it expands in at least one first lateral direction when vibrating, wherein the auxetic structure is configured such that, as a result of the expansion of the diaphragm in the first direction, it expands the diaphragm in a second direction, and / or wherein the auxetic structure is configured such that, as a result of the expansion in the first direction, it increases the thickness of the diaphragm.

[0007] EP 1 844 223 B1 relates to a ventilation air intake device with a mobile sealing device. The arrangement comprises at least one air passage duct with a venting device and is intended for ventilating at least a limited area in an aircraft, wherein fresh air enters the duct upstream through the venting device and exits downstream of it in the direction of the area to be ventilated. The invention is characterized in that the cross-section of the air passage duct is automatically adjustable depending on the speed and altitude of the aircraft and that the arrangement comprises controllable closing elements connected to the duct to change its cross-section.

[0008] DE 37 13 875 C1 shows an air intake on aircraft which has a lining made of radar-absorbing material, wherein a lining extending partially or over the entire length of the air intake is divisible into individual segments and is arranged on the inside of the air intake.

[0009] Prior art approaches to creating air intakes have the disadvantage that they may not always fully meet the requirements for necessary or desired air intake volumes on the one hand and maintaining small radar cross-sections on the other, and can also be undesirably complex. Quantity limitations would have to be addressed by increasing the size of the air intake, which in turn leads to a larger radar cross-section. Furthermore, prior art air intake structures can be problematic because they may increase the aircraft's drag, thus negatively impacting its overall survivability and performance. Description

[0010] The task can be considered to be providing a reliable air intake system for vehicles that are difficult to detect, especially stealth aircraft. Specifically, an air intake system for such vehicles would need to be provided that, on the one hand, does not increase the vehicle's radar cross-section, or only does so negligibly, and on the other hand, does not reduce the aircraft's maximum speed, or only does so minimally, ideally without being excessively complex.

[0011] This problem is solved by the subject matter of independent claim 1 and dependent claim 10. Further embodiments are described in the dependent claims and in the following description.

[0012] In particular, the problem is solved by an air inlet arrangement for a vehicle that is difficult to locate, especially for a stealth aircraft, with an inlet opening and with a closing device that closes the inlet opening in a closed state and has at least one expansion section, wherein the at least one expansion section is designed to be expandable in at least two spatial directions.

[0013] In the case of a vehicle, in particular a supersonic stealth aircraft, the problem is solved in particular by including at least one appropriate air intake arrangement.

[0014] The closure device can be considered a flexible inlet flap or may include one. The air intake arrangement can serve to draw in cooling air or other outside air. Such an air intake can be a secondary air intake. Secondary air may be required, for example, to lower a fuel temperature increased by pumps / actuators (hydraulics) as needed. Alternatively or additionally, an engine and / or avionics bay, or a screening device located therein, can be purged using the secondary air. Furthermore, emergency applications are conceivable, such as supplying air to the vehicle's occupants, especially a pilot, an auxiliary power unit, or similar equipment.

[0015] In this way, an air intake can be provided that can be opened flexibly without significantly affecting the aircraft's radar cross-section. Furthermore, by using an air intake that is as elastically deformable as possible, the air resistance of the air intake assembly can be kept so low that it has little or no impact on the aircraft's maximum speed or drag coefficient, thus preserving its supersonic capability, i.e., its ability to fly at speeds greater than the speed of sound. Even when fully opened, the air intake assembly and its closing mechanism can offer or expose as little radar cross-sectional area as possible, in order to reveal only a concealed air duct adjoining the intake opening, which could otherwise negatively affect the aircraft's radar cross-section.

[0016] Advantageously, a corresponding air intake arrangement can be designed, in particular, to allow the supply of additional required outside air with the smallest possible radar cross-section in the front view of the aircraft. A preferably low air resistance of the air intake arrangement can help maintain the high performance of a vehicle, especially an aircraft. The low air resistance of the air intake arrangement can also ensure that, even when fully open, it only causes a very small differential air resistance when open compared to its closed state.

[0017] The proposed solution offers numerous advantages over the prior art. Due to the expandable design of the expansion section, the closure mechanism can be opened or closed with near-continuous, precise control depending on the required airflow. This allows for minimizing air resistance and the aircraft's overall radar cross-section, whether the closure mechanism is open or closed. Furthermore, the use of expandable materials, components, and morphing structures enables the creation of stealth characteristics when the air intake is open.

[0018] For example, a layer exposed to external airflow or incoming radar waves can be coated with a single, seamless, flexible material, ensuring the most uniform possible appearance. This avoids the negative effects of different surface materials or steps / gaps in the vehicle's outer skin, as well as the associated aerodynamic and / or radar cross-sectional disadvantages. Furthermore, the number of externally visible gaps and crevices can be drastically reduced, even when closed, for example, by requiring only two visible edges along the opening geometry.

[0019] According to one embodiment of an air intake arrangement, the at least one expansion section can be designed to be expandable in both a horizontal and a vertical direction with respect to the cross-sectional area of ​​the inlet opening. This allows the closure device to be deflected flexibly both in a direction into or out of the inlet opening and in a plane of the inlet opening. This further facilitates the design of the air intake arrangement's opening geometry with the smallest possible radar cross-section and high aerodynamic efficiency.

[0020] According to one embodiment of an air inlet arrangement, the at least one expansion section may comprise an auxetic deformation structure. For example, the auxetic structure may also be connected to a cover layer of the closure device via point contact points. These point contact points may be located at nodes of the auxetic structure. In this way, a very high degree of flexibility of the closure device can be achieved.

[0021] Furthermore, the auxetic structure can not only expand or contract in one plane, but can alternatively or additionally be designed to be stretchable or bendable along at least one diagonal connecting line between the corners of the locking device. This at least one diagonal can be arranged in an extension of an axis of the bendable cover layer between a central plate and the ramp of the locking device. In this way, an inclination of the central plate relative to the ramp can be enabled and / or facilitated.

[0022] According to one embodiment of an air inlet arrangement, the closure device may comprise a substantially inflexible central plate with at least two lateral edges, each connected to an inner circumference of the inlet opening via at least one expansion section. In other words, a substantially rigid central plate may be provided. Expansion sections may be arranged around this central plate, connecting it to the inner circumference of the inlet opening, according to the specific requirements. For example, two lateral expansion sections or morphing structures (flexible) may be provided, with a central plate in the middle and a ramp at the edge of the closure device. Corresponding elements and components of the air inlet arrangement may be connected to one another via a continuous cover layer.In such a design, the central plate can help to attach an actuating mechanism to the closure device, thereby achieving a desired opening geometry or behavior and / or the required stability of the closure device. In this way, the air intake arrangement can be designed to be as reliable and stable as possible, while simultaneously being as simple and functional as possible, according to the respective requirements.

[0023] According to one embodiment of an air intake arrangement, the closing device can be designed to protrude at least partially into the vehicle when the air intake is open. Alternatively or additionally, with minimal modification, the air intake arrangement can also allow the closing device to extend, at least partially, into the airflow. While opening the closing device into the vehicle can improve the vehicle's camouflage properties and the integration of the air intake arrangement, this can lead to a loss of effectiveness in the air intake arrangement, necessitating a corresponding enlargement of the intake opening. However, this can be compensated for by the aforementioned other advantages and / or by opening the closing device at least partially out of the vehicle.

[0024] According to one embodiment of an air inlet arrangement, the closing device may be configured to be substantially aligned with the inlet opening when projected from outside the air inlet arrangement into the inlet opening in at least one open position. The closing device may be shifted parallel to the inlet cross-section, at least partially, to cover the inlet opening in the vertical direction. If, for example, the central plate is shifted parallel, a stabilizing effect can occur due to the arrangement of the surrounding elements (lateral expansion sections or morphing structures and ramp). This can suppress induced vibrations of the central plate that may be triggered by the flow.This type of stabilization can be particularly advantageous if the closure device opens outwards into the airflow, at least partially. However, this stabilization can also have a very positive effect on the stability of the air intake assembly if the closure device opens inwards towards the vehicle.

[0025] According to one embodiment of an air intake arrangement, the air intake arrangement may include an actuating kinematic mechanism designed to produce different angles of inclination between the closing device and the intake opening, depending on the degree of opening of the closing device. For example, three opening configurations are conceivable: opening by tilting the central plate, opening by tilting a ramp (where the central plate essentially moves only parallel to the structure of the air intake), and / or opening by simultaneously tilting the central plate and ramp. Such an actuating kinematic mechanism can control the opening angle of the air intake arrangement or its closing device according to the air demand, depending on a control system, and thus help to provide the required air supply while maximizing the vehicle's camouflage.

[0026] According to one embodiment of an air intake arrangement, a flexible transition channel section can be provided, designed to offer a flexible transition between the closure device and an air guide duct. The air guide duct can be relatively rigid and / or stationary. A flexible transition channel section can thus help to create the most streamlined transition possible between the air intake arrangement, or its air inlet, and the air guide duct. This can also help to design the opening geometry of the air intake arrangement with the smallest possible radar cross-section and high aerodynamic efficiency.

[0027] According to one embodiment of an air intake arrangement, at least the closing device may be designed to be radar-absorbing, at least in sections, and / or provided with a radar-absorbing material. For example, the geometry of the air intake arrangement, particularly the closing device, may be designed to be as radar-absorbing as possible or at least non-reflective. This can help to improve the radar cross-section of the air intake arrangement and thus any stealth properties of the entire vehicle. Brief description of the characters

[0028] Some details are described below with reference to the attached drawings. The illustrations are schematic and not to scale.

[0029] Identical reference symbols refer to identical or similar elements. They indicate: Fig. 1 a schematic perspective view of an embodiment of a vehicle in the form of an aircraft with two air intake arrangements; Fig. 2 a schematic semi-transparent perspective view of an embodiment of an air inlet arrangement; Fig. 3 another schematic semi-transparent perspective view of the in Fig. 2 shown embodiment of an air inlet arrangement; Fig. 4 a schematic cross-sectional view of the in Fig. 2 and Fig. 3 shown embodiment of an air inlet arrangement; Fig. 5 a schematic top view of the in Fig. 4 shown embodiment of a locking device of the Fig. 2, Fig. 3 to Fig. 4 shown embodiment of an air inlet arrangement in a closed state; Fig. 6 a schematic perspective view of the in Fig. 5 shown embodiment of a locking device in the closed state; Fig. 7 a schematic perspective view of the in Fig. 5 and Fig. 6 shown embodiment of a locking device in a half-open state; Fig. 8 a schematic perspective view of the in Fig. 5, Fig. 6 to Fig. 7 shown embodiment of a locking device in an open state; Fig. 9 a schematic cross-sectional view of an embodiment of an expansion section of a locking device; Fig. 10 a schematic perspective detail view of the in Fig. 9 shown embodiment of an expansion section of a closure device; Fig. 11 a schematic side view of a substitute model of an embodiment of an actuating device of an air inlet arrangement; Fig. 12 a schematic side view of an embodiment of an actuating device of an air inlet arrangement in the closed state; Fig. 13 a schematic side view of the in Fig. 12 shown embodiment of an actuating device of an air inlet arrangement in the open state; Fig. 14 a schematic side view of a further embodiment of an actuating device of an air inlet arrangement in the closed state; and Fig. 15 a schematic side view of a replacement model of the in Fig. 14 further embodiment of an air inlet arrangement shown in the open state. Detailed description

[0030] Fig. Figure 1 shows a schematic perspective view of a vehicle 1, preferably in the form of an aircraft, which may, for example, be designed as a stealth aircraft. The vehicle 1 has a fuselage 2, wings 3, a vertical stabilizer 4, as well as air inlets 5 and air outlets 6. Leading edges 7 may be formed on both wings 3, as well as on the vertical stabilizer 4 and air inlets 5. In addition, the vehicle has at least one [unclear] embedded in an outer skin 8 of the vehicle 1 and substantially within its interior 9 (see Figure 1). Fig. 2) a storable air inlet arrangement 10, in the present embodiment two air inlet arrangements 10 which are arranged on the upper surfaces of the wings 3, can serve as secondary air inlets and as such can assume an open state O and a closed state C, the latter being in Fig. The vehicle 1 is shown in Figure 1. The vehicle 1 extends in a longitudinal direction X, a transverse direction Y and a vertical direction Z, which together span a Cartesian coordinate system, wherein the vehicle 1 is designed to move or fly in a direction F that is essentially parallel to the longitudinal direction X.

[0031] Fig. Figure 2 shows a schematic semi-transparent perspective view of an embodiment of an air inlet arrangement 10 in the closed state C. The air inlet arrangement 10 comprises, for example, a box-shaped inlet structure 11, at least one inlet opening 12, and at least one outlet opening 13, which can lead to an air duct 14 of the vehicle 1, which is configured, for example, to supply a device or assembly (not shown) of the vehicle 1 with air L or secondary air (see Figure 2). Fig. 4 and 7 to 15). Furthermore, the inlet structure 11 forms a conical transfer channel 15 from inlet opening 12 to outlet opening 13 in transverse direction Y, with side wall sections 16, a ceiling section 17 and / or a bottom section 18.

[0032] A flexible transition channel section 19 of the transition channel 15 can be provided and can be designed to be stretchable in such a way as to provide a flexible connection between the inlet structure 11, the inlet opening 12, the outlet opening 13, the air duct 14 and / or at least one closing device 20 of the air inlet arrangement 10. The closing device 20 is designed to close the inlet opening 12. An actuating device 40 can be provided for actuating the closing device 20 (see Fig. 11, Fig. 12, Fig. 13, Fig. 14 to Fig. 15) The actuating device 40 can be connected on the one hand to the locking device and on the other hand to the hull 2 ​​and / or the outer skin 8 of the vehicle 1 in order to move the air inlet arrangement 10 from the closed state C to the open state O and vice versa by applying corresponding opening or closing forces.

[0033] Fig. Figure 3 shows another schematic semi-transparent perspective view of the in Fig. 2. In the illustrated embodiment of the air inlet arrangement 10, the closing device 20 is designed to be moved into the interior 9 by the actuating device 40 in order to change the air inlet arrangement 10 from the closed state C to the open state O. Air L flows in the direction of flight F (see Fig. 4 and Fig. 15) should then flow along the guide channel section 15 to the outlet opening 13. The guide channel 15 narrows along the flight direction F in the transverse direction Y towards the outlet opening 13. The flexible guide channel section 19 continues the bottom section 18 of the guide channel 15 to the closing device 20 and is connected to it as directly as possible with as few gaps as possible.

[0034] Fig. Figure 4 shows a schematic cross-sectional view of the in Fig. 2 and 3 shown embodiment of an air inlet arrangement, for example along a Fig. The section line AA shown in Figure 3 can be a center line or center axis M of the air inlet arrangement 10. This illustrates that the transfer channel 15 can widen in the direction of flight F opposite to the altitude direction Z, i.e., away from the inlet opening 12 towards the outlet opening 13. The transfer channel 15 can have a substantially triangular cross-section to transfer the air L from the inlet opening 12 to the outlet opening 15.

[0035] Fig. Figure 5 shows a schematic top view of the in Fig. 4 shown embodiment of a locking device 20 of the Fig. 2, Fig. 3 to Fig. Figure 4 shows an embodiment of an air inlet arrangement 10 in a closed state C. The closure device 20 comprises, for example, a ramp section 21, a central plate 22, and two expansion sections 23, which may be connected to one another by hinged connecting sections 24. The connecting sections 24 may at least partially encircle the closure device 20.

[0036] Ramp section 21 is framed at its trailing edge, which points away from the direction of flight F, by one of the connecting sections 24, which forms a leading edge 25 of the locking device 20. The connecting sections 24 can extend along the side edges 26 of the locking device 20, which, similar to the leading edge 25, laterally surround the expansion sections 23. The central plate 22, together with the expansion sections 23, is provided with trailing edges 27 of the locking device 20, which taper triangularly to a point pointing away from the direction of flight F and may be provided with sealing elements 28, for example, in the form of sealing lips.

[0037] In the present embodiment, the locking device 20 is designed to be mirror-symmetrical about the central axis M. Fig. In the top view shown in Figure 5, the ramp section 21 is trapezoidal. The central plate 22 has a rectangular base that tapers towards the tip of the locking device 20 like a pointed hat in a triangular end section. The expansion sections 23 adjoin the rectangular part of the central plate laterally and are, for example, parallelogram-shaped. In the closed state C, the locking device is in a closed position A.

[0038] Fig. Figure 6 shows a schematic perspective view of the in Fig. Figure 5 shows an embodiment of the locking device 10 in the closed state C, where it can be seen that in the closed position A, the locking device 10 can lie essentially flat in a plane spanned by the longitudinal direction X and the transverse direction Y. Furthermore, the locking device 10 is provided with a frame 29 or outer skin and / or structure of the aircraft 1, into which the leading edge 25 and side edge 26 can be embedded via respective transition sections 24. The trailing edges 27 are aligned with the frame in the closed position A in the direction of flight F and can be flush with the frame 29 via the sealing elements 28, by means of which the locking device 10 can be attached to the inlet structure 11 or the outer skin 8.

[0039] Fig. Figure 7 shows a schematic perspective view of the in Fig. 5 and Fig. 6 shown embodiment of a locking device in a half-open state H, in which the locking device 20 is in an intermediate position V between closed position A and open position B (see. Fig. 8) can be located. In the half-open state H, the center plate is moved out of the closed position A in the opposite direction of height Z, so that the trailing edges 27 are detached from the frame 29 and the inlet opening 12 is half open. The trailing edges 27 are therefore free. Air L can flow down the ramp 21 and the expansion sections 23 onto the center plate 22 in the opposite direction of flight F.

[0040] Fig. Figure 8 shows a schematic perspective view of the in Fig. 5, Fig. 6 to Fig. Figure 7 shows an embodiment of a locking device in an open state, in which the locking device 20 is in an open position. In the open state O, the central plate is moved in the opposite direction Z to a maximum position out of the closed position A or intermediate position V, so that the inlet opening 12 is completely open.

[0041] The trailing edges 27 are free. Air L can flow down the ramp 21 and the expansion sections 23 towards the central plate 22, contrary to the direction of flight F. The ramp section 21 and the expansion sections 23 are deflected along the connecting sections 24, which act like flexible hinges. The expansion sections 23 have clearly expanded in all three spatial directions. The ramp section 21, central plate 22, and / or expansion gaps 23 can therefore be flexibly embedded in the frame 29 by means of the connecting sections 24.

[0042] Fig. Figure 9 shows a schematic cross-sectional view of an embodiment of an expansion section 23 of the closure device 20, for example along a Fig. Section AA is shown in Figure 3. The expansion section 23 has a deformation structure 30. The entire closure device 20 and / or deformation structure 30 can be provided with or include a cover layer 31. The deformation structure 30 can further comprise a honeycomb structure 32 with honeycombs 33. The cover layer 31 can cover the honeycomb structure 32 and be made of an elastic polymer material, such as thermoplastic polyurethane (TPU). Thus, the cover layer 31 can form an outer skin of the air inlet arrangement 10 or the closure device 20, or at least of the expansion section 23 or its deformation structure 30.

[0043] Fig. Figure 10 shows a schematic perspective detail view of the in Fig. Figure 9 shows an embodiment of the expansion section 23 of the closure device 20. It is evident here that the honeycomb cells 33 have walls 34. The walls 34 extend away from the top layer 31 in the direction of height Z, can be wave-shaped, and enclose the honeycomb cells 33 or cavities, which may be filled with radar-absorbing foam. The walls 34 intersect at intersection points 35, which can form nodes between the honeycomb cells 33.

[0044] At the intersection points 35, connection points 36 can be provided between the honeycomb structure 32 and the cover layer 31. The honeycomb structure 32 can be connected to the cover layer 31 at specific points via these connection points 36. This point connection prevents the cover layer 31 from forming excessive stiffening of the expansion section 23, thus allowing deformation, while simultaneously being connected to it and therefore not representing a structural weak point.

[0045] Fig. Figure 11 shows a schematic side view of a substitute model of an embodiment of the actuating device 40 of the air inlet arrangement 10. The actuating device 40 comprises a drive unit 41 and an actuating kinematics 42. The drive unit 41 can be designed as a linear drive, for example as a hydraulic piston or similar.

[0046] The actuating kinematics 42 can be connected to the inlet structure 11 or the body 2 of the vehicle 1 via mounting points 43. The mounting points can provide bearing points 44 or be designed as such. The drive unit and / or the actuating kinematics 42 can be movably mounted at the bearing points 44. The drive unit 41 can be integrated into a drive arrangement 45, for example, a hydraulic cylinder assembly.

[0047] The drive assembly 45 can comprise a support element 46 and a drive element 47. The support element 46 can be attached to a mounting point 43 via one of the bearing points 44. The drive unit 41 can be arranged to be linearly movable between the support element 46 and the drive element 47 in order to exert a drive force K on the drive element 47.

[0048] Furthermore, the actuating kinematics 42 can include a lever point 48 to which the drive element 47, a deflection element 49, and / or a transmission element 50 can be attached. The transmission element 50 can be connected to the locking device 20, in particular its central plate 22, at a connection point 53. A transmission bearing 54 can be formed between connection point 53 and transmission element 50. The transmission bearing 54 can be connected via a further deflection element 49 and a further bearing point 44 to a corresponding further attachment point 43.

[0049] During operation of the air intake arrangement 10, the drive unit 41, by means of a corresponding control and / or regulation system (not shown), can transmit the driving force K in the form of a tensile force to the lever point 48, which is connected via the deflection element 49 to the bearing point 44, which can function as a pivot point 55. The tensile force is thus deflected by a kind of rotational movement about the pivot point 55 and transmitted to the transmission element 50, which moves the closing device 20, in particular its central plate 22, from the closed position A along an opening path W to the open position B. Conversely, the driving force can, as a compressive force, move the closing device 20, in particular its central plate 22, from the open position B against the opening path and back to the closed position B.

[0050] Fig. Figure 12 shows a schematic side view of an embodiment of an actuating device 40 of an air inlet arrangement 10 in the closed state C. In the present embodiment, the drive unit 41 is designed as a hydraulic cylinder, which is connected to the support element 46 via the bearing point 44 to the mounting point 43. The mounting point 43 can be designed as a mounting tab, for example as a double tab. The drive element 47 can be designed in the form of a drive piston.

[0051] Deflection elements 49 and transmission element 50 can be combined in an actuating element 56. The actuating element 56 can be designed as a type of deflection body, for example as an angle or similar, so that the lever point 48, the bearing point 44, the transmission bearing 54 and / or the pivot point 55 can be arranged, attached, or formed on it. The mounting point 43 and / or the connection point 53 can be provided as a corresponding mounting or connection element, for example in the form of mounting tabs.

[0052] Fig. Figure 13 shows a schematic side view of the in Fig. 12 shown embodiment of the actuating device 40 of the air inlet arrangement in the open state O. Comparison with the one in Fig. The closed state C shown in Figure 12 illustrates that the actuating device 40 has moved the locking device 20 from the closed position A to the open position B. For this purpose, the actuating element 56 can transmit the drive force K exerted by the drive element 47 to the connection point 53. The connection point 53 can be equipped with or attached to an actuating element, in particular to the central plate 22, so that the latter pulls the ramp section 21 and the expansion sections 23 with it into the open position B. In the present embodiment, the central plate 22 thereby undergoes a parallel displacement along the opening path W into the interior 9 (see Figure 12). Fig. 2).

[0053] Fig. Figure 14 shows a schematic side view of a further embodiment of an actuating device 40 of an air inlet arrangement 10 in the closed state C. In the present embodiment, the actuating element 56 can be designed as a deflecting lever. The connection point 53 is designed as an actuating element 57 in the form of an actuating arm, which can be connected to the closing device 20, in particular its central plate 22, in a motion-transmitting manner.

[0054] Fig. Figure 15 shows a schematic side view of a replacement model of the in Fig.Figure 14 shows a further embodiment of the air inlet arrangement 10 in the open state. Here it becomes clear that the closing device 20 generally—that is, applicable to all embodiments described here—is, in a closed position A, preferably aligned with an exit plane N, from which it is moved to reach the open position B. The exit plane N can be aligned with and / or defined by the outer skin 8. For the sake of definition, the inlet opening 12 can extend essentially parallel to the exit plane N. In the present embodiment, reaching the open position B can occur in at least two path sequences, for example, a first path sequence I and a second path sequence II, with different angles of inclination α, β, γ, relative to the exit plane N or inlet opening 12.

[0055] The closing device 20 can, in a first step or in the first path sequence I, for example, in the intermediate position V, assume a first inclination angle α between the ramp section 21 and / or the intermediate plate 22 on the one hand and the exit plane N or inlet opening 12 on the other. In a second step or in the second path sequence II, the closing device 20 can assume a second inclination angle β between the ramp section 21 and / or the intermediate plate 22 on the one hand and the exit plane N or inlet opening 12 on the other. The first inclination angle α and the second inclination angle β can add up to a total inclination angle y.

[0056] The aforementioned inclination angles α, β, y can be adjusted as required by setting them simultaneously and / or sequentially, ideally steplessly. Ramp section 21 and the central plate 22 can move simultaneously and / or sequentially, assuming the respective inclination angles α, β, y relative to each other and / or to the starting plane or an opening 12. A rotational movement necessary to achieve the inclination angles α, β, y can be combined with a translational opening path W to create a movement path designed according to the specific requirements. The described embodiments provide a flexible air intake or air intake assembly 10 with multiple elements, which, through a suitable arrangement of these elements, ensures a variable and discreet air intake geometry. The described elements can consist of auxetic morphing structures, as well as materials that are difficult to detect and various components. Depending on the precise arrangement of the elements, different movements can be generated. Advantageously, the air intake opens inwards towards the interior of the vehicle 1, which reduces radar detection.

[0057] Furthermore, the air intake arrangement 10 can open like a double embedded flap to enable good aerodynamic properties. By selecting a specific actuation kinematic design 42 according to requirements, the strain of cover layers 21 can be reduced, and it is possible to use relatively thick coatings to reduce the radar signature or radar absorption. To create an opening cross-section, strain sections can be configured as morphing elements 23 on the sides of the closure device, primarily subjected to shear and / or bending, and not just strain. Since the flexible air intake can combine various functions in a uniform form factor, visible discontinuities / disruptions on the exterior of the vehicle 1 can be avoided. If the cover layer 31 orIf a corresponding coating is continued inwards into the air inlet arrangement 10, it can also be used for a flexible inner duct or a corresponding transition duct section 19, which can be flexibly designed according to the respective requirements.

[0058] It should also be noted that "comprehensive" or "comprising" does not exclude other elements or steps, and "a" or "an" does not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference numerals in the claims are not to be considered as limitations. Reference symbol list 1 vehicle / aircraft / stealth aircraft 2 Hull 3 wings 4 Vertical stabilizer 5 Air intake 6 air outlet 7 Leading edge 8 Outer skin 9 Interior 10 Air intake arrangement 11 Entrance structure 12 Entrance opening 13 Outlet opening 14 Air duct 15 Transfer canal 16 Side wall section 17 Ceiling section 18 floor section 19 Crossover canal section 20 Locking device 21 Ramp section 22 Middle plate 23 Expansion section 24 Connecting section 25 Leading edge 26 side edge 27 trailing edge 28 Sealing element 29 frames 30 deformation structure 31 Top layer 32 honeycomb structure 33 honeycomb 34 Wall 35 Intersection point 36 connection point 40 Actuating device 41 Drive unit 42 Actuation kinematics 43 Mounting point 44 bearing point 45 Drive arrangement 46 Support element 47 Drive element 48 Lever point 49 Deflection element 50 transmission element 53 Connection point 54 transfer warehouses 55 pivot point 56 Actuating element / deflection body 57 Actuating element / arm I first path sequence II second path sequence A closed position B open position C closed state F Flight / travel direction H half-open state K Drive / actuating force L air M Central axis N Starting level O open state V Intermediate position / middle position W Opening path / movement path X Longitudinal direction Y transverse direction Z Altitude direction QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] CN 115898639 A

[0004] CN 213862688 U

[0005] EP 3 595 333 A1

[0006] EP 1 844 223 B1

[0007] DE 37 13 875 C1

[0008]

Claims

[1] Air intake arrangement (10) for a vehicle (1) that is difficult to locate, in particular for a stealth aircraft, with an inlet opening (12) and with a closing device (10) that closes the inlet opening (12) in a closed state (C) and which has at least one expansion section (23), wherein at least one stretching section (23) is designed to be stretchable in at least two spatial directions (X, Y, Z). [2] Air inlet arrangement (10) according to claim 1, characterized by , that at least one expansion section is designed to be expandable with reference to an opening cross-section of the inlet opening (12) in a horizontal direction (X, Y) and a vertical direction. [3] Air inlet arrangement (10) according to claim 1 or 2, characterized by , that at least one elongation section (23) comprises an auxetic deformation structure (30). [4] Air inlet arrangement (10) according to at least one of claims 1 to 3, characterized by , that the closure device (10) comprises a substantially inflexible central plate (22) with at least two side edges which are connected to an inner circumference of the inlet opening (12) via at least one expansion section (23). [5] Air inlet arrangement (10) according to at least one of claims 1 to 4, characterized by , that the locking device (10) is designed to protrude at least partially into the vehicle (1) when the air inlet () is open. [6] Air inlet arrangement (10) according to at least one of claims 1 to 5, characterized by , that the closing device (10) is designed to be substantially aligned with the inlet opening (12) in at least one open position of the closing device (10) in a projection from outside the air inlet arrangement (10) into the inlet opening (12). [7] Air inlet arrangement (10) according to at least one of claims 1 to 6, characterized by an actuating kinematics (42) which is designed to effect different angles of inclination (a, b, g) between the closing device (10) and the inlet opening (12) depending on the degree of opening of the closing device (10). [8] Air inlet arrangement (10) according to at least one of claims 1 to 7, characterized by flexible transition channel section (19) designed to provide a flexible transition between the closure device (10) and an air duct (14). [9] Air inlet arrangement (10) according to at least one of claims 1 to 8, characterized by , that at least the locking device (10) is designed to be radar-absorbing at least in sections and / or is provided with a radar-absorbing material. [10] Vehicle (1), in particular stealth aircraft, characterized byat least one air inlet arrangement (10) according to at least one of claims 1 to 9.

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