Boundary-Layer Ingesting Fluidic Thrusters for Streamlined 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 achieving efficient propulsion systems that are streamlined and do not rely on protruding components.
Innovation Solution
The integration of fluidic propulsive ejector systems with boundary ingestion capabilities, utilizing Coanda effect-based nozzles and dimples to enhance entrainment and mixing of fluids, combined with distributed propulsion across the airframe, eliminating major rotating parts and reducing drag through intelligent fluid distribution and actuation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If traditional propulsion systems with rotating parts are used, then thrust generation is achieved, but weight increases and drag profile worsens
Solution Approach 1:
The patent replaces traditional mechanical rotating propulsion systems (fans, propellers) with a fluidic propulsion system that uses high-velocity fluid injection and Coanda effect-based attachment to generate thrust. This substitution eliminates rotating mechanical parts while maintaining thrust generation capability through fluid dynamics principles.
Solution Approach 2:
The invention employs pneumatic systems by injecting high-velocity gas streams through nozzles that utilize the Coanda effect to attach to and follow the contour of the airframe. This pneumatic approach generates distributed thrust without mechanical rotating components, reducing weight and improving the drag profile.
2Power
If protruding propulsion components are used, then thrust is generated, but drag profile increases
Solution Approach 1:
The patent implements distributed propulsion by placing multiple small thrust generation points across the airframe surface rather than using single large protruding components. Each local thrust element is integrated into the surface geometry, creating localized flow control and thrust generation that maintains a streamlined overall profile and reduces form drag.
Solution Approach 2:
The invention transitions from traditional three-dimensional protruding propulsion components to a two-dimensional surface-integrated system. The thrust generation occurs within the plane of the airframe surface using the Coanda effect, allowing the propulsion system to be essentially flush with the airframe and eliminating the need for large external nacelles or housings that increase drag.
3Object-affected harmful factors
If fluidic propulsive elements are integrated into the airframe, then drag is reduced and weight is saved, but system complexity increases
Solution Approach 1:
The patent designs the fluidic propulsive elements to serve multiple functions simultaneously: they generate thrust, control boundary layer flow, reduce drag, and can be integrated with existing airframe structures. This multi-functionality reduces the need for separate systems and components, thereby managing overall system complexity despite the advanced physics involved.
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
This approach results in a streamlined airframe with reduced drag, enhanced propulsion efficiency, and weight savings by eliminating rotating parts, while maintaining high thermal and propulsive efficiency across various flight conditions.
Implementation Method 1
utilizing Coanda effect-based nozzles and dimples to enhance entrainment and mixing of fluids
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.