• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SYSTEMS AND METHODS FOR ATTENUATING NOISE AND TRACKS PRODUCED BY AIRCRAFT. The present invention relates to systems and methods for reducing flight vortexes and reducing noise produced by the side edges of aircraft flight control surfaces, wing tips and winglets, and the tips of rotor blades. A device to reduce noise and relieve trace is described that incorporates an actuator and one or more slit-shaped and air ejection openings coupled to this actuator and located on the upper and / or lower surfaces and / or the lateral edges of a surface of aircraft flight control or the tip of a wing, winglet or blade. The actuation mechanism produces small, fast-moving sets of air jets that pass through the openings in the general current direction. The action destabilizes the flap vortex structure, resulting in reduced escape vortex intensity and lesser plane noise.
    公开号:BR102012008405B1
    申请号:R102012008405-8
    申请日:2012-04-10
    公开日:2020-12-22
    发明作者:Arvin Shmilovich；Abdollah Khodadoust
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    RELATED PATENT APPLICATION
    [001] This application claims the benefit, under Title 35, United States Code, § 119 (e), of U.S. Provisional Application No. 61 / 474,144 filed on April 11, 2011. BACKGROUND
    [002] The modalities described hereinafter generally refer to systems and methods to reduce the rear vortexes and reduce the noise produced by the lateral edges of aircraft flight control surfaces or the tips of the wings or blades of the rotor.
    [003] Over the years, stringent noise standards have led to inefficiencies in air traffic and airport productivity. At many airports, current capacity is largely controlled by operating hours, which are usually confined mostly to hours of the day to limit noise pollution at night. Consequently, noise reduction in airport environments has become a high priority area in the aeronautical transport industry. During takeoff, approach and landing, noise is generated by the fuselage engines and components. With the advent of high shunt ratio engines, a significant reduction in engine noise has been achieved in recent years. Consequently, other noise sources have become more critical, now with a greater focus being placed on reducing fuselage noise. A major component of fuselage noise is the high lift system. In particular, flap elements produce high levels of noise due to the peak vortex pattern.
    [004] Researchers in Europe as well as at NASA demonstrated a substantial reduction in flap noise using blowing jets at the side edges. The jets alter the vortex pattern, resulting in less noise. The problem is that this method requires a significant amount of blowing to achieve significant noise reduction levels.
    [005] Blow jets can be used to reduce flap noise using a fluid source, such as venting an engine or a special purpose compressor. The engine can be used to supply air for actuation. The engine bleed requirement impacts the size of the engines. The greater the amount of bleed, the heavier the engine, leading to an increase in the aircraft's total weight. In addition, the efficiency of the engine is degraded due to bleeding. Alternatively, a compressor can also be used in conjunction with a duct distribution system, but this also leads to significant additional weight.
    [006] Another problem is with the vortex trails of large transports. One area of high priority in the air transport industry is to solve the impending problem of airport congestion. The capacity of many airports is close to saturation, yet the number of aircraft in commercial aviation is projected to increase. A factor in regulating the frequency of landing and takeoff is the time required for the dissipation of trail vortexes produced by moving aircraft, there is an urgent need for systems and methods to relieve vortex trails produced by airplanes during approach and landing .
    [007] Regarding plane trail relief, one solution is to avoid the flight path of large planes. Federal regulations require aircraft separation to be maintained to ensure that severe vortex encounters are avoided. The minimum separation distance represents a key limiting factor in productivity at an increasing number of airports worldwide, with ripple effects on the entire air traffic system, not to mention the inconvenience of passengers. Airport congestion and delays translate into higher costs for air transport. The incentive is very strong to find a solution without compromising flight safety.
    [008] Trail relief is also an imperative need in the rotor aircraft industry. For helicopters, the blade tip vortex passes close to the next blade, which, in certain situations, can lead to strong undesirable blade vortex interactions. Blade vortex interaction is the cause of helicopter noise. Successful control of blade tip vortexes can attenuate noise, increase maneuverability and reduce helicopter operational risk. SUMMARY
    [009] The modalities described hereinafter generally refer to systems and methods to reduce the flight vortexes and reduce the noise produced by the edges of aircraft flight control surfaces. Although some of the modalities described here involve the installation of a device to relieve trail, to reduce noise within a wing flap element, it should be appreciated that such devices can also be installed on other types of control surfaces aircraft, such as inside ailerons, impulse deflectors, spoilers and mobile vanes mounted on fixed wing aircraft. Such trail relief, noise reduction devices can also be installed inside the wing tips or winglets on fixed wing aircraft and the tips of the rotor aircraft blades.
    [0010] According to a particular modality, a device to relieve trail, reduce noise, is located within an aircraft flight control surface, in particular, a wing flap element. The device is positioned along and close to the side edges of the flap element, extending over part of its rope. The device is activated when the high lift system is implanted during the approach and landing. Under these conditions, the rear vortexes are the strongest and the flap noise component is predominant.
    [0011] In an exemplary execution, the noise relief device, noise reduction, comprises a crossed jet actuator and a set of air ejection slit-shaped openings located on the upper surface, the lower surface and the side edges of the flap. The actuation mechanism produces small, fast-moving sets of air jets that pass through the openings in a current direction. The operation of this mechanism destabilizes the flap vortex structure, resulting in reduced rear vortex intensity and lesser plane noise.
    [0012] Although the exemplary modality described here has respective openings coupled to a single actuator to eject through jets of air, whose openings are respectively located along the upper and lower surfaces of the flap near the side edge and along the side edge itself, it should be appreciated that providing a single air ejection opening or two or more of such openings coupled to a single actuator is within the scope of the invention.
    [0013] More generally, an aspect of the invention is an aircraft comprising an aerodynamic element, a pressurized air source, an air jet actuator and a controller, wherein the aerodynamic element comprises a side edge and a localized opening at or near the side edge and generally aligned with a current direction; the air jet actuator comprises a rotating element, the rotating element comprising an inner duct and an opening in fluid communication with the inner duct; and the controller is operable to make the inner duct of the rotating element be placed in fluid communication with the source of pressurized air and also to make the rotating element rotate, as a result of which the inner duct of the rotating element is in fluid communication with the opening of the aerodynamic element through the opening in the rotating element, thereby allowing the pressurized air from the source to exit the opening of the aerodynamic element in the form of an air jet.
    [0014] Another aspect of the invention is a method of attenuating the noise generated by an aerodynamic element during the flight of a vehicle, comprising: (a) forming a gap on or near the lateral edge of an aerodynamic element having upper surfaces and lower, whose slot will generally be aligned with a current direction during the flight; and (b) ejecting air out of the slot at a multiplicity of locations in succession, the locations being arranged along a length of the slot at a distance from an end of the slot that increases with time.
    [0015] An additional aspect of the invention is an apparatus comprising an aerodynamic element and an air jet actuator, wherein the aerodynamic element comprises a side edge and a slot located at or near the side edge; and the air jet actuator comprises a rotating element, the rotating element comprising an inner duct and a slit or series of slits or openings arranged along a line that winds around the rotating element and in fluid communication with the inner duct, wherein the inner duct of the rotating element is in fluid communication with the gap in the aerodynamic element by means of the slot (s) or openings of the rotating element during the rotation of the relative rotating element.
    [0016] The invention involves an aircraft that includes an aerodynamic element, a pressurized air source, an air jet actuator and a controller, wherein said aerodynamic element comprises a side edge and an opening located at or near the edge therein - thermal and generally aligned with a current direction; said air jet actuator comprises a rotating element, said rotating element comprising an inner duct and an opening in fluid communication with said inner duct; and said controller is operable to cause said inner duct of said rotating element to be placed in fluid communication with said pressurized air source and also to make said rotating element rotate, as a result of said inner duct of said rotating element it is in fluid communication with said opening of said aerodynamic element by means of said opening in said rotating element, thereby allowing the pressurized air from said source to exit said opening of said aerodynamic element in the form of an air jet.
    [0017] The aircraft may include an opening of the rotating element comprising a helical slot, and the opening of the control surface comprises a first slot, and the helical slot of the rotating rotating element causes the jet of air to pass through said first crack.
    [0018] The aircraft may include an aerodynamic element that still comprises upper and lower surfaces and a second slit, the first slot being located on one of the upper surface, the lower surface or the side edge where the first slot is not located , additionally in that the helical slot of the rotating element is concurrently in fluid communication with the first and second slots of the aerodynamic element.
    [0019] The aircraft may also include a non-rotating element comprising an inner duct and an opening in fluid communication with the inner and outer duct of the non-rotating element, wherein the rotating element and the non-rotating element are mutually concentric, and the opening of the aerodynamic element is in fluid communication with the opening of the non-rotating element.
    [0020] The aircraft may also include a rotating element that is disposed within the inner duct of the non-rotating element.
    [0021] The rotating element can comprise a plurality of openings in fluid communication with the inner duct, the opening of the control surface comprises a first slot, and each of the multiplicity of openings of the rotating rotating element causes a respective jet of air to be ejected of the first slot each time the opening enters a state of fluid communication with the first slot during the rotation of the rotating element.
    [0022] The multiplicity of openings of the rotating element can be arranged along a helical line, of constant or varied pitch.
    [0023] The aircraft may include a valve that, in an open state, allows fluid communication between the inner duct of the rotating element and the source of pressurized air, the state of the valve being controlled by the controller.
    [0024] The aircraft can also comprise an engine that, when activated, causes the rotating element to rotate, the activation of the engine being controlled by the controller.
    [0025] The aerodynamic element can be one of the following: a flight control surface, a winglet, an airplane wing tip or use a rotor aircraft blade tip.
    [0026] The invention includes a method of attenuating the noise generated by an aerodynamic element during the flight of a vehicle, which includes forming a gap in or near a side edge of an aerodynamic element having upper and lower surfaces, the gap of which will be in general aligned with a current direction during the flight; and ejecting air out of the slot at various locations in succession, the locations being arranged along a length of the slot at a distance from one end of the slot that increases with time. This method may include ejecting an air jet that crosses at least a part of the length of the crack, still comprising extending the air jet when it reaches a termination point. It may also involve rotating a cylinder having an inner duct and a helical slit in fluid communication with the inner duct. The steps of ejecting and extinguishing can be repeated, so that several air jets pass through the crack in succession. In addition, a respective air jet can be ejected at one of the respective locations, the air jets being ejected at different times. The method may also include rotating a cylinder having an inner duct and several openings in fluid communication with the inner duct.
    [0027] The method can include repeating steps for two different slits, one slit being located on one of, the upper surface, the bottom surface and the side edge, and a second slit being located on one of, the surface top, bottom surface and side edge on which the first slot is not located.
    [0028] The invention concerns an apparatus comprising an aerodynamic element and an air jet actuator, in which the aerodynamic element comprises a side edge and a first slot located at or near the side edge; and the air jet actuator comprises a rotating element, the rotating element comprising an inner duct and a slit or a series of slits or openings arranged along a line that winds around the rotating element and in fluid communication with the inner duct, where the inner duct of the rotating element is in fluid communication with the gap in the aerodynamic element through the slot (s) or openings of the rotating element during the rotation of the rotating element with respect to the aerodynamic element .
    [0029] The aerodynamic element can also comprise upper and lower surfaces and a second slot, the first slot being located on one of the upper surface, the lower surface or the lateral edge, and the second slot being located on one of the surface. upper surface, the lower surface or the lateral edge on which the first slot is not located, and yet the respective parts of the respective slot or slits or respective openings are in fluid communication with the respective parts of the first and second phenomena. aerodynamic element during air ejection.
    [0030] The apparatus may include a non-rotating element comprising an inner duct, and the first to third slits in fluid communication with the inner and outer duct of the non-rotating element, in which the rotating element and the element non-rotating are mutually concentric, and the first to third slots of the aerodynamic element are respectively in fluid communication with the first, second and third slots of the non-rotating element.
    [0031] The aerodynamic element can be one of the following: a flight control surface, a winglet, an airplane wing tip, or a rotor aircraft blade tip.
    [0032] Other aspects of the invention are described and claimed below. BRIEF DESCRIPTION OF THE DRAWINGS
    [0033] Figure 1 is a diagram showing an isometric view of an airplane having flight control surfaces with air ejection slits along its lateral edges according to the modalities described here.
    [0034] Figure 2 is a diagram showing an isometric view of a side edge part of the plane's interior flap system shown in Figure 1. The dash-point lines indicate an X plane that intersects this side edge part. .
    [0035] Figure 3 is a block diagram showing components of a system that is incorporated in a platform capable of flight (for example, a plane or aircraft with rotor), the system itself being able to relieve noise and vibration, produced by a lateral edge of an aerodynamic element.
    [0036] Figure 4 is a diagram showing a cross-sectional view of the side edge of the front element of the interior flap system shown in Figure 2, the cross section being taken along the X plane indicated in Figure 2.
    [0037] Figure 5 is a diagram showing an exploded isometric view of two components of an air jet actuator according to an alternative modality.
    [0038] Figure 6 is a flow chart showing the air flow according to an additional modality having a noise / vortex reduction device installed on a multiplicity of flap edges.
    [0039] Hereafter reference will be made to the drawings in which similar elements in different drawings carry the same reference numbers. DETAILED DESCRIPTION
    [0040] A modality will now be described with reference to an airplane and its flight control surface respectively represented in figures 1 and 2. In particular, this modality involves the installation of devices to relieve trail and reduce noise inside the aircraft. wing flap elements. However, it should be appreciated that such trail-relieving and noise-reducing devices can also be installed on other types of aircraft flight control surfaces, such as inside ailerons, thrust deflectors, spoilers, and mobile vanes mounted on fixed-wing aircraft. Such trail-relieving and noise-reducing devices can also be installed inside the wing tips or winglets in fixed wing aircraft and the tips of the rotor aircraft blades.
    [0041] Figure 1 shows an airplane 100 having a noise relief system that is used in conjunction with the implantation of high support of control surfaces fixed on wings 102 (only one wing is visible in figure 1). The wing 102 seen in figure 1 has the following flap elements coupled to its trailing edge: a system and internal flap 104 comprising a front flap element 106 and a rear flap element 108, a thrust deflector 114, and a flap 118. When the plane flies, the current of air through which the plane passes establishes a current direction. According to an embodiment of the invention, the flap elements listed above have trail-relieving and noise-reducing devices installed near or on the side edges of these flap elements. The only parts of devices to relieve trail and reduce noise that appear in figure 1 are: the holes 110a and 110b on the upper surface and close to the side edges of the front flap element 106; the slits 112a and 112b on the upper surface and close to the respective side edges of the rear flap element 108; the slits 116a and 116b on the top surface and close to the respective side edges of the thrust deflector 114, and the slit 120 on the top surface and close to the inner side edge of the outer flap 118.
    [0042] All devices to relieve trail and reduce noise installed in flap elements seen in figure 1 can have the same construction and operate on the same principles. The structure and operation of various modalities of the trail-relieving and noise-reducing devices associated with the slits 110a and 110b in the front flap element 106 will now be described with reference to figures 2, 4 and 5. Other trail-relieving, noise-relieving devices associated with the slots of the thrust deflector 114 and outer flap 118 they can have a similar construction and operate in a similar manner.
    [0043] Figure 2 shows an outer part (including an outer side edge) of an interior flap system for an airplane of the type shown in figure 1. More specifically, figure 2 shows an outer part (including a side edge) 142) of the rear flap element 108 of the interior flap system. Transverse actuators (not visible in figure 2 because they are below the surface) are embedded in the flap elements 106 and 108 at or near the flap side edges and generally aligned with the current direction. Several flow ejection slots are fluidly coupled to the actuators. In the mode shown in figure 2, several flow ejection slots are coupled to a single actuator. However, a single actuator could be connected to only one flap slot. The flow ejection slots are flush with the flap element mold lines and can be constructed on the top and bottom surfaces, as well as on the side edges of the flap elements. However, in other modalities, a single actuator could be connected to only one flap slot.
    [0044] As seen in figure 2, the front flap element 106 has a flow ejection slit 100 on its upper surface 136 and a flow ejection slit 120 on its outer side edge 140; and the rear flap element 108 has a flow ejection slit 112 on its upper surface 138. Optionally, additional flow ejection slits (not shown in figure 2) can be constructed on the lower surfaces of front and rear flap elements 106 and 108, close to the respective flap side edges 140 and 142, and generally aligned with the current direction. Optionally, another flow ejection slit can be constructed on the side edge 142 of the rear flap element 108. Similarly, rotor blade tips, airplane wing or winglet tips and side edges of flight control surfaces other than flaps can be provided with one, two or three flow ejection slots to attenuate resulting noise and trailing vortexes.
    [0045] In figure 2, each air jet is represented by a pair of closely spaced and mutually parallel arrows. To avoid confusion in the design, three air jets 122 are shown exiting the flap slot 110 on the top surface 136 of the front flap element 106; two air jets 130 are shown exiting flap slit 120 at side edge 140 of front flap element 106; and two air jets 126 are shown exiting flap slit 112 on the upper surface 138 of the rear flap element 108. However, the actuator unit described hereinafter is capable of producing any number of air jets spaced along the along the length of a crack. Thus, the invention is not limited to any particular number of air jets flowing out of the slot concurrently.
    [0046] According to the scenario represented in figure 2, the air jets 122 leaving the slit 110 move in a current direction, as indicated by the dashed arrow 124. The air jets 122 cross a given slit length 110 concurrently at a rate that can remain constant during each displacement (for example, for a helical slit of constant pitch) or that can change during displacement (for example, for a helical slit having a varying pitch). For the modality shown in figure 2, each air jet 122 starts at or near the front end of the slit 110, then crosses the slit 110 in the current direction, and is finally extinguished when it reaches or almost reaches the rear end of the slit 110.
    [0047] The air jets leaving slit 112 on the upper surface 138 of the rear flap element 108 behave in a similar manner, in which each air jet 126 starts at or near the front end of the slit 112, then crosses the slit 112 in a current direction (as indicated by the dashed arrow 128 in figure 2), and is finally extinguished when it reaches or almost reaches the rear end of the slit 112.
    [0048] Likewise, each jet of air 130 exiting slit 120 on the side edge of the front flap element 106 starts at or near the front end of slit 120, then passes through slit 120 in a current direction (as indicated by dashed arrow 132 in figure 2), and is finally extinguished when it reaches or almost reaches the rear end of the slit 120.
    [0049] Although arrows 124, 128 and 132 in figure 2 show all the air jets crossing the various slits in a current direction, the transverse actuators described here can be designed to make the air jets pass through the slits of flap in the forward direction. Transverse actuators capable of generating effective transverse air jets in each direction are described completely in U.S. Patent Application Publication No. 2100/0108672.
    [0050] When the system shown in figure 2 is activated during approach and landing, air in the form of separate jets is ejected through each of the flap slits. These jets move continuously in a current direction. In general, blowing jets can significantly alter the peak flow structure and thereby reduce noise. The described system provides a series of very small jets, which move quickly in a current direction. The moment given to the flow effectively introduces continuous disturbances that impact the vortex structure and the subsequent noise generation. Using transverse action, the cortex and noise suppression mechanism is achieved with only a fraction of the input required by a constant blowing system.
    [0051] A brief description, highlighting aspects of executions according to various modalities, will now be provided with reference to figure 4, which is a cross-sectional view of the lateral edge of the front element of the interior flap system shown in the figure Section 2, the cross section being taken along the X plane indicated in figure 2. An actuator structure that would produce eight air jets leaving each of the slots 110, 120, 150 at any time in time will now be described . It should be borne in mind, however, that the invention is not limited to the production of any particular number of competing jets.
    [0052] As seen in figure 4, the actuator according to a model comprises an external cylindrical element 402 and an internal cylindrical element 404 that is disposed within the external cylindrical element 402, concentric with it. Both cylindrical elements have circular cross sections. The inner cylindrical element 404 defines an inner channel 414 and several helical slots 412 that are in fluid communication with the inner channel 414. In the particular embodiment shown in figure 4, there are eight helical slits 412 spaced at equal angles (45 °) in around the circumference of the internal cylindrical element 404. Each helical slit extends from near one end to the other end of the internal cylindrical element.
    [0053] In the described modalities, the helical slits follow a helical line of constant or varied pitch. For example, in the case where the pitch is constant along the length of the slot, the slot would appear upright if the inner cylindrical element were unrolled and left flat. In contrast, in the case where the pitch varies abruptly along the length of the gap, the gap would look like a series of straight segments, connected to the end of the end, if the inner cylindrical element were unrolled and left flat . In the case where the pitch varies continuously along the length of the slot, the slot would be curved if the inner cylindrical element were unrolled and left flat.
    [0054] Return to figure 4, the internal cylindrical element 404 is rotatably arranged inside the external cylindrical element 402. The latter, in turn, is installed in a fixed way or mounted inside a side edge part of the element front flap 106. In the particular embodiment shown in figure 4, the front flap element 106 incorporates three slits 110, 120, 150 and the outer cylindrical element 402 incorporates three slits 406, 408, 410 respectively aligned with and in direct fluid communication with slits 110, 120, 150 (slits 110 and 120 were previously represented in figure 2). In one embodiment, slots 110, 20, 150, 406, 408, 410 comprise narrow rectangular openings. The outlet end of the slot 110 ends at an upper surface 136 of the casing of the front flap element 106 and the input end ends in the slot 406 formed in the outer cylindrical element 402; the outlet end of the slot 120 ends at the side edge 140 of the lining of the front flap element 106 and the entry end in the slot 408 formed in the outer cylindrical element 402; and the outlet end of the slot 150 ends at the bottom surface 148 of the casing of the front flap element 106 and the inlet end ends at the slot 410 formed in the outer cylindrical element 402. The casing of the front flap element 106 could be aluminum (conventional), compounds or other material (for example, a new aluminum-based material that could be as strong and as light as the composite material). In some applications (mainly military), there are segments of flaps that are made of titanium (for protection of hot plumes outside the engines).
    [0055] As a result of the arrangement shown in figure 4 (that is, having eight helical slits), eight spaced air jets will concurrently escape from each of the flap slits 110, 120 and 150 during the rotation of internal cylindrical element 404 inside the outer cylindrical element 402. The position of each air jet is determined by which parts of the eight helical slits 412 confront the opposite parts of slits 406, 408, 410 formed in the outer cylindrical element 402. In gold executions, the number of helical slits formed in the internal cylindrical element can be different from eight, for example, one to seven. Alternatively, the number of helical slits could be greater than eight.
    [0056] Figure 4 shows a cross section cut through the front flap element 106 at the moment when one of the helical slots 412 overlaps the slot 10 connected in the upper surface 136 of the front flap element 106. This is the moment wherein the jet (indicated by the arrow J in figure 4) that moves along the slit 110 passes through this particular cross section.
    [0057] According to several modalities described here, the internal cylinder 404 is a rotating element whose rotational speed is controlled by an electric motor. The inner cylindrical element 404 may have one or more helical slits whose width is approximately equal to the width of the slits formed in the outer cylinder 402 and the flap slits. The high pressure air is supplied at one end of the inner duct 414 formed by the inner cylinder 404. When the inner cylinder 404 rotates, a finite opening is formed at the current station where the helical slit momentarily overlaps the slit of the outer stationary cylinder 402 , thereby forcing air through and ejecting air out of the corresponding flap slot and into the external flow. The continuous rotation of the inner cylinder 404 effectively produces a jet of air that passes through the flap slot, for example, from one end to the other end. In an execution having eight helical slits, each helical slit consisting of one turn, eight air jets can be produced. The same effect can be achieved by providing four helical slots, each helical slit consisting of two turns; or two helical slits, each helical slit consisting of four turns, and so on. Alternatively, the number of air jets coming out of a flap slot may be different than eight. For example, an inner cylinder having four helical slits, each helical slit consisting of one turn, would concurrently produce four jets of air. The same effect can be achieved by providing two helical slits, each helical slit consisting of two turns, and so on.
    [0058] Each slot in an aerodynamic element can be connected to a single actuator. However, optional installations could also be considered. For example, each slot could be connected to a set of in-line actuation units.
    [0059] Figure 5 shows components of an actuator assembly 500 according to an alternative modality. The actuator assembly 500 comprises an inner cylindrical element 502 and an outer cylindrical element 506, the former being shown disassembled from the latter. The arrow 510 in figure 5 indicates that the inner cylindrical element 502 can be slid into the outer cylindrical element 506 during assembly. When inserted, the inner cylindrical element 502 is rotatable with respect to the outer cylindrical element 506. The latter is fixedly installed or mounted on an aerodynamic element, such as the flap elements seen in figure 2. The cylindrical element outer 506 comprises a straight longitudinal slot 508, which will be in fluid and coextensive communication with a corresponding flap slot (not shown in figure 5).
    [0060] The internal cylindrical element shown in figure 5 differs from that shown in figure 4 in that the internal cylindrical element 502 has several slots spaced along a single helical line that has four turns, while the modality shown in figure 4 has eight slits helical, each comprising a single turn. In the particular embodiment shown in figure 5, there is a set of 504 spaced slits that follow a single helical line with four turns. In other embodiments, the number of spaced slit sets formed in the inner cylindrical element may differ from one. For example, analogous to the modality shown in figure 4, eight sets of spaced slits, each set following a respective helical line having a turn, could be formed in the internal cylindrical element. Alternatively, there could be four sets of spaced slits, each set following a respective helical line having two turns, and so on. Furthermore, consistent with previous discussions of helical slits having varying pitch, the helical lines along which spaced gap sets are arranged, could have a varying pitch.
    [0061] A single helical slit in the internal cylindrical element 404 (seen in figure 4) is capable of producing (in conjunction with a straight longitudinal slit of the external cylindrical element 402) an air jet that crosses a corresponding straight longitudinal slit formed in the front flap element 106 from near one end to near the other end, it is extinguished only when the air jet has reached or almost reached the opposite end of the slit from where the air jet was started. In contrast, a single set of spaced slits (for example, the set 504 seen in Figure 5) in the inner cylindrical element 502 would not produce jets that continuously cross the flap slot. Instead, each slot in each set would produce a respective air jet each time the slot overlaps with the slot 508 formed in the outer cylindrical element 506. For example, if the set of spaced slots seen in figure 5 has been arranged symmetrically around the circumference of the internal cylindrical element 502 and if the slits within the assembly 504 were equally spaced from each other, then during the rotation of the internal cylindrical element 502 while the pressurized air is being supplied in its con - inner duct, respective sets of four air jets would be intermittently ejected from the corresponding flap slot (because the set of slots wind around the inner cylindrical element four times). The air jets in each set would be quickly extinguished as a result of further rotation of the internal cylindrical element and then a new set of air jets would be ejected. This pattern would continue, with the difference that a first set of four air jets would leave the flap slot at a last moment in time, all the air jets in the second set being displaced by the same incremental distance from the respective locations where the first set of air jets was produced (if the helical line pitch followed by the slits was constant). In this way, successive sets of air jets would appear intermittently and would be moved incrementally across the length of the flap slot.
    [0062] According to additional variations, instead of sets of spaced slits, the internal cylindrical element could be formed with sets of spaced openings having different slit shapes, for example, circular openings.
    [0063] According to the modalities described with reference to figures 2 and 4, the aerodynamic element is a flap coupled to the wing of an aircraft. There are several different types of flaps, such as a Krueger flap, single flap, split flap, Fowler flap, broken flap, simple hinge flap and / or any other suitable type of flap. However, the trail relief and noise reduction devices described here are not limited to flap applications, but can also be installed in ailerons, impulse deflectors, spoilers, air brakes and mobile vanes mounted on the wing aircraft. fixed, wing tips or winglets in fixed wing aircraft, and blade tips of rotor aircraft. The architecture of the devices to relieve trail and reduce noise, having a wide application, will now be described with reference to figure 3.
    [0064] Figure 3 in general represents an apparatus 300 to reduce the noise produced by the edges of an aerodynamic element 306 of a platform 302 (for example, an airplane or a helicopter), which the general description covers the modalities already described on here. The aerodynamic element 306 can be a flight control surface, a wing or winglet tip or a blade tip, as previously described. The aerodynamic element 306 has an ejection slot 326 which is preferably a straight longitudinal opening.
    [0065] As seen in figure 3, the aerodynamic element 306 incorporates an actuation unit 310. The actuation unit 310 comprises an outer element 312 and an inner element 316. In the example described in figure 3, the outer element 312 and internal element 316 can be concentric hollow cylinders of the type previously described, the latter being installed rotatably within the former. The outer element 312 has a slot 314. The outer element 312 is positioned on the aerodynamic element 306 such that the ejection slot 326 and the slot 314 are in fluid communication. Preferably, slots 314 and 326 have similar shapes (for example, rectangles) and dimensions.
    [0066] In contrast, the inner element 316 has a helical slit 318 that allows fluid communication between the inside and outside of the inner element. In an illustrative example, the helical slot 318 is formed so that a number of parts of the helical slot 318 and the slot 314 overlap at each angular position of the inner element. Each time, the respective helical slit parts 318 and sliver 314 intersect, creating respective overlapping areas. Depending on how the very helical slit can wrap around the inner element axis 316, multiple helical slit parts 318 and the slit 314 can overlap or be in direct fluid communication at any given time, thereby producing several spaced air jets concurrently exiting the ejection slot 326.
    [0067] The inner element 316 and the outer element 312 can be composed of several different materials. For example, without limitation, the inner element 16 and outer element 312 can be made of aluminum, steel, titanium, composite material, and / or any other suitable material.
    [0068] As seen in figure 3, a motor 320 is coupled to the inner element 316. The motor 320 takes a shape in the inner element 316 to make the inner element 316 rotate about its axis. A control unit 330 is connected to the motor 320. The control unit 330 can regulate a rotational speed 350 of the inner element 316 in a well known manner. For example, without limitation, motor 320 can be an electric motor, a hydraulic motor, a pneumatic motor, or any other suitable type of motor.
    [0069] The apparatus shown in figure 3 still comprises a fluid source 322, which supplies an air flow 324 inside the internal element 316. Air flow 324 is a pressurized air flow. Airflow 324 may have a pressure greater than a relative external air pressure for a given platform 302 altitude. The pressure difference between airflow 324 and external flow determines the speed of each air stream 328 leaving the ejection slot 326. The control unit 330 is connected to the fluid source 322. The control unit 330 can regulate an airflow speed and pressure 324 in a well-known manner. Fluid source 322 can be a separate device included in platform 302, such as an air compressor 342. Alternatively, fluid source 322 can be engine 344 for platform 302. Platform 302 can be configured to bleed the compressed air from engine 344 to supply airflow 324. If aerodynamic element 306 was a tip of a helicopter's rotor blade, then the helicopter would carry a dedicated compressor or auxiliary power unit, which would be connected to the element internal 316 by a duct system.
    [0070] Airflow 324 enters the interior of the inner element 16 and then flows out through the helical slit 318 of the inner element 316, through the slit 314 of the outer element 312, and then out of the ejection slit 326 of the aerodynamic element 306. As the air flow 324 flows out of the ejection slot 326, and exits the element 306 to form one or more air jets, such as the air jet 328. In the case where the inner element 316 has a helical slit only 318, so the number of air jets produced is a function of the number of turns of this helical slit, as previously described. Also, the inner element 316 can have multiple helical slits, as previously described.
    [0071] More specifically, when the inner element 16 rotates, an opening is provided in a number of parts where the helical slit 18 momentarily overlaps with the slit 314. Air flow 324 flows from within the inner element 316, through aligned slots 318, 314 and 326, and within an external era flow field. The continuous rotation of inner element 316, together with the higher airflow pressure 324, produces one or more air jets such as air jet 328 that flow in a direction substantially perpendicular to the axis of inner element 316 As the internal element continues to rotate, rotation of the inner element 316 causes each air stream 328 to move in a direction parallel to the axis of the inner element 316. Each air stream starts at one end of the ejection slot 326 and moves to the other end of the ejection slit, where the jet of air is extinguished. If the number of turns of the helical gap is greater than or equal to two, then several spaced jets of air will be ejected concurrently and will move continuously at the same speed. The helical slit 318 of the inner element 316 can be configured so that each time an air jet is extinguished at one end of the ejection slit 326, a new air jet is produced at the other end of the ejection slit. Each jet of air 328 moves along or through the ejection slot 326.
    [0072] The length of the air jet 328 is determined by the length of the helical overlap 318 with the slot 314. The width of the air jet 328 is determined by the width of the slot 314. The speed with which the jet of air air 328 passes through the aerodynamic element 306 is determined by the rotational speed 350 of the inner element 316 and the angle or pitch of the helical slot 318.
    [0073] The illustration of platform 302 in figure 3 does not mean to imply physical or architectural limitations in the way in which different advantageous modes can be executed. Other components in addition to and / or in place of those illustrated can be used. Some components may be unnecessary in some advantageous ways. Also, the blocks are presented to illustrate some functional components. One or more of these blocks can be combined and / or divided into blocks when executed in different advantageous modalities. For example, in some embodiments, the actuation unit 310 may not include the outer element 312 and the inner element 316. Instead, the inner element 316 can be mounted directly rotatable on the aerodynamic element 306.
    [0074] A flow chart of an air flow distribution system for the general application is shown in figure 6. A 322 fluid source (engine bleed, compressor) is used to provide the high pressure inlet to operate the system. The source is connected to a main distribution valve 602 via a main conduit 604. A controller 330 electrically activates the distribution valve 602 by means of electrical line 606 when the vortex / noise reduction system is required. Controller 330 can be activated by the pilot or can be pre-programmed according to the flight conditions. When the main distribution valve 602 is open, it distributes pressurized air to a set of aerodynamic element valves 608 through a 610 pipe. The open valves in turn suppress pressurized air through internal ducts 614 for on-board valves 61 arranged on the left (L) and right (R) edges of each aerodynamic element. Each on-board valve 614, when opened, distributes fluid in appropriate quantities to each of the transverse actuators 618 located in each wing edge region through a respective pipe 616. The fluid is discharged by actuators 518 in the form of jets moving quickly along each of the flap slits.
    [0075] As previously discussed, producing a series of very small jets of air that move quickly in the rope direction can reduce flap noise. Each ejection slot can be rectangular in shape and have a certain aspect ratio (the long side is aligned with the flap string). The periodic movement of the jets alters the tip vortex structure at its origin, reducing its intensity and thus its impression of noise.
    [0076] Another unique aspect of this invention is the relief of escape trails. This has direct implications for air traffic in airport environments, particularly when it comes to requirements for minimum separation distances from planes. Analyzes have shown that time-varying excitation is very effective both in reducing vortex resistance and in introducing disturbances that lead to vortex destabilization. For transport planes this allows for shorter and safer separation distances that will relieve airport management. Another foot application for rotor aircraft, where performance helps to mitigate blade vortex interactions, thereby improving maneuverability and reducing acoustic signature and operational risk.
    [0077] The executions described here have improved the economy over current performance systems. Compared with constant blowing, the transverse actuation system results in reduced inlet, and therefore reduced fluid requirements. This implies that the transverse actuators can be integrated with smaller engines, which translates into less airplane weight, less degradation in engine performance and less space requirement. Also, the advantages realized from the transversal action have direct implications with respect to fuel consumption and emissions.
    [0078] While the invention has been described with reference to the various modalities, it will be understood by those skilled in the art that various changes can be made and equivalents can be replaced by elements of the same without departing from the scope of the invention. For example, helical slits having less than one full turn could be employed. In addition, many modifications can be made to adapt the teaching of the invention to a particular situation without departing from its essential scope. Therefore, it is understood that the invention is not limited to the particular modality described as the best way considered to carry out this invention. [0079] As used in the claims, the term "aircraft" should be broadly constructed to include the following: fixed-wing aircraft or rotor aircraft; the term "aerodynamic element" should be broadly constructed to include the following: flight control surfaces, airplane wings and winglets, and ripped aircraft blades; and the term "side edge" should be broadly constructed to include the following: side edges of flight control surfaces, wing tips for aircraft and winglets, and wing tips for rotor aircraft.
    权利要求:
    Claims (12)
    [0001]
    1. Aircraft comprising an aerodynamic element (306), a pressurized air source (322), an air jet actuator (310) and a controller (330), wherein the aerodynamic element (306) comprises a side edge and a opening (326) located at or near the side edge and generally aligned with a current direction; characterized by the fact that said air jet actuator (310) comprises a rotating element (316), said rotating element (316) comprising an inner duct and an opening (318) in fluid communication with said inner duct ; and said controller (330) is operable to cause said inner duct of said rotating element (316) to be placed in fluid communication with said pressurized air source (322) and also to make said rotating element (316) rotate , as a result of which said inner duct of said rotating element (316) is in fluid communication with said opening (326) of said aerodynamic element (306) by means of said opening (318) in said rotating element (316), in order to allow the pressurized air from said source (322) to exit said opening (326) of said aerodynamic element (306) in a multiplicity of locations in succession, the locations being arranged along a length of said opening (326) of said aerodynamic element (306) at a distance from one end of said opening (326) of said aerodynamic element (306) which increases with time.
    [0002]
    2. Aircraft according to claim 1, characterized by the fact that said opening (318) of the rotating element (316) comprises a helical slot (318) that winds around an axis of said rotating element (316) ), said opening (326) of said aerodynamic element (316) comprising a first slot, and said helical slot (318) of said rotating element (316) causing said jet of air to pass through said first slot.
    [0003]
    3. Aircraft according to claim 1, characterized by the fact that it still comprises a non-rotating element (312) comprising an inner duct and an opening (314) in fluid communication with said inner and outer duct of said non-rotating element (312), wherein said rotating element (316) and said non-rotating element (312) are mutually concentric, and said opening (326) of said aerodynamic element (306) is in fluid communication with said opening (314) of said non-rotating element (312).
    [0004]
    4. Aircraft, according to claim 1, characterized by the fact that said rotating element (316) comprises a multiplicity of openings in fluid communication with said interior duct, said opening (326) of said control surface (306) comprises a first slot, and each of said multiplicity of openings of said rotating element (316) causing a respective air jet (328) to be ejected from said first slot each time the opening enters a state of fluid communication with said first slot during the rotation of said rotating element (316).
    [0005]
    5. Aircraft, according to claim 1, characterized by the fact that it still comprises a valve (602) that, in an open state, allows fluid communication between said inner duct of said rotating element (316) and the said pressurized air source (322), the state of said valve (602) being controlled by said controller (330).
    [0006]
    6. Aircraft, according to claim 1, characterized by the fact that it still comprises: an engine (320) that, when activated, causes said rotating element (316) to rotate, the activation of said engine (320 ) being controlled by said controller (330).
    [0007]
    7. Aircraft, according to claim 1, characterized by the fact that said aerodynamic element (306) is one of the following: a flight control surface, a winglet, an airplane wing tip or use a wing tip blade of a rotor aircraft.
    [0008]
    8. A method of attenuating the noise generated by an aerodynamic element (306) during the flight of a vehicle, comprising: (a) forming a gap (326) on or near the lateral edge of an aerodynamic element (306) having upper and lower surfaces, whose slot (326) will generally be aligned with a current direction during the flight; characterized by the fact that it still comprises: (b) ejecting air out of the gap (326) in a multiplicity of locations in succession, the locations being arranged along a length of the gap (326) at a distance of one extreme - slit humidity (326) that increases with time.
    [0009]
    9. Method according to claim 8, characterized by the fact that step (b) comprises ejecting an air jet (328) that crosses at least part of the length of the crack (326), still comprises extinguishing the jet of air (328) when it reaches a termination point.
    [0010]
    10. Method according to claim 9, characterized by the fact that step (b) comprises rotating a cylinder (316) having an inner duct and a helical slot (318) in fluid communication with the inner duct .
    [0011]
    11. Method according to claim 8, characterized by the fact that step (b) comprises ejecting a respective air jet (328) in one of several respective locations, the air jets being ejected at different times.
    [0012]
    12. Method, according to claim 8, characterized by the fact that it comprises repeating steps (a) and (b) for two different slits (326), a slit (326) being located on one of, the upper surface , the bottom surface and the side edge, and a second slot (326) being located on one of, the top surface, the bottom surface and the different side edge of which the first slot is located.
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    法律状态:
    2013-06-11| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-12-10| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-09-24| B09A| Decision: intention to grant|
    2020-12-22| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 10/04/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US201161474144P| true| 2011-04-11|2011-04-11|
    US61/474,144|2011-04-11|
    US13/178,556|US8632031B2|2011-04-11|2011-07-08|Systems and methods for attenuation of noise and wakes produced by aircraft|
    US13/178,556|2011-07-08|
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