Boundary-Layer Ingesting Fluidic Ejectors for Low-Drag Airframes
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Solution Overview
Problem
Existing aircraft designs face challenges in minimizing rotating parts, reducing weight, and lowering drag profiles, particularly in integrating propulsion systems that cause inefficiencies and drag.
Innovation Solution
A fluidic propulsive ejector system is integrated into the aircraft's airframe, utilizing Coanda effect-based ejectors and distributed propulsion to entrain ambient air with hot motive gas streams, eliminating rotating parts and distributing thrust across the aircraft, thereby reducing drag and weight.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If traditional propulsion systems with rotating parts are used, then thrust generation is achieved, but device complexity and weight increase
Solution Approach 1:
The patent replaces traditional mechanical rotating propulsion systems (propellers, turbines) with a fluidic ejector system that uses Coanda effect-based fluid dynamics. The ejectors utilize high-speed fluid jets to generate thrust through momentum transfer and low-pressure zone creation, eliminating the need for rotating mechanical components while maintaining effective propulsion capability.
Solution Approach 2:
The invention employs pneumatic principles by using compressed gas or high-velocity fluid jets as the primary propulsive mechanism. The ejectors are fed by pressurized fluid sources and utilize fluid expansion and jet formation to generate thrust, replacing mechanical rotation with fluid-based propulsion that reduces moving parts and system complexity.
2Power
If traditional propulsion systems are used, then thrust is generated, but aircraft weight increases
Solution Approach 1:
By substituting heavy mechanical rotating components with lighter fluidic ejector systems, the patent achieves thrust generation with reduced weight. The ejectors consist primarily of stationary nozzles and fluid delivery systems, eliminating the need for heavy rotors, bearings, and drive mechanisms while maintaining propulsive effectiveness.
Solution Approach 2:
The invention extracts and eliminates unnecessary heavy mechanical components from the propulsion system, retaining only the essential fluid delivery and ejection mechanisms. This extraction of non-essential heavy parts (rotating elements, complex drive trains) reduces overall system weight while preserving the core thrust-generating function through fluid dynamics.
3Power
If conventional propulsion systems are integrated, then power is provided, but drag profile increases
Solution Approach 1:
The patent implements distributed propulsion by placing multiple small ejectors at various locations along the aircraft fuselage and wings rather than using a single large propulsion system. This distributed arrangement allows each ejector to operate in optimized local flow conditions, reducing overall drag by minimizing flow disruption and allowing better integration with the aircraft's streamlined shape.
Solution Approach 2:
The propulsion system is segmented into multiple distributed ejectors rather than a single centralized propulsion unit. This segmentation allows the thrust generation to be distributed across multiple small components that can be integrated into the aircraft's streamlined airframe, reducing the drag penalty associated with large protruding propulsion systems while maintaining total thrust output.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system achieves reduced drag, weight, and increased propulsive efficiency by eliminating major rotating parts and distributing thrust, enhancing fuel efficiency and travel range.
Implementation Method 1
utilizing Coanda effect-based ejectors to entrain ambient air with hot motive gas streams
Data Source
AI summary
A vehicle includes a main body and at least one wing coupled to the main body. A source of compressed fluid is coupled to the main body. The vehicle further includes first and second thrusters, each said first and second thruster having an intake structure and each said first and second thruster in fluid communication with the source. The first thruster is coupled to the main body and the second thruster is coupled to the at least one wing. The first and second thrusters are positioned, when in a first configuration, such that at least a portion of a boundary layer produced due to motion of the vehicle is ingested by the intake structures of the first and second thrusters. The vehicle further includes a system for selectively providing the compressed fluid to the first and second thrusters.