阅读说明：本技术 小翼喷射器构造 (Winglet injector configuration ) 是由 A·艾弗莱特 于 2018-06-15 设计创作，主要内容包括：用于推进飞行器的喷射器系统。该系统包括扩散结构和联接至该扩散结构的管道。该管道包括壁,该壁具有穿过其形成的开口,并构造成将由飞行器产生的主要流体引入扩散结构。翼型位于通过开口到达扩散结构的主要流体的流中。(An ejector system for propelling an aircraft. The system includes a diffusion structure and a conduit coupled to the diffusion structure. The duct includes a wall having an opening formed therethrough and configured to direct a primary fluid produced by the aircraft into the diffusion structure. The airfoil is positioned in the flow of the primary fluid through the opening to the diffuser structure.)

1. An ejector system for propelling an aircraft, the system comprising:

a diffusion structure;

a conduit coupled to the diffusion structure, the conduit including a wall having an opening formed therethrough configured to direct a primary fluid produced by the aircraft into the diffusion structure; and

an airfoil positioned in the primary fluid flow through the opening.

2. The system of claim 1, further comprising an air intake structure coupled to the diffusing structure and configured to introduce a secondary fluid into the diffusing structure that is accessible to the aircraft, wherein the diffusing structure comprises an outlet structure from which a propulsive fluid flows at a predetermined adjustable velocity, and the propulsive fluid comprises a primary fluid and a secondary fluid.

3. The system of claim 1, wherein the injector further comprises a convex surface, the diffuser structure is coupled to the convex surface, and the conduit is coupled to the convex surface and configured to introduce the primary fluid into the convex surface through the opening.

4. The system of claim 1, wherein the airfoil is triangular.

5. The system of claim 3, wherein the convex surface comprises a plurality of recesses.

6. The system of claim 1, further comprising an actuating element coupled to the airfoil and configured to vibrate the airfoil.

7. The system of claim 2, wherein the air intake structure is asymmetric.

8. An aircraft, comprising:

a main body;

a gas generator coupled to the body and generating a flow of gas.

A diffusion structure coupled to the body;

a conduit connected to the gas generator, the conduit including a wall having openings formed therethrough configured to introduce a flow of gas into the diffusion structure; and

an airfoil positioned in the flow of the airflow through the opening.

9. The aircraft of claim 8, further comprising an air intake structure coupled to the diffusing structure and configured to introduce a secondary fluid into the diffusing structure that is accessible to the aircraft, wherein the diffusing structure comprises an outlet structure from which the propulsive fluid flows at a predetermined adjustable velocity, and the propulsive fluid comprises the airflow and the secondary fluid.

10. The aircraft of claim 8, wherein the ejector further comprises a convex surface, the diffusing structure is coupled to the convex surface, and the duct is coupled to the convex surface and configured to direct the airflow through the opening into the convex surface.

11. The aircraft of claim 8 wherein the airfoil is triangular.

12. The aircraft of claim 10 wherein the convex surface comprises a plurality of concave portions.

13. The vehicle of claim 8, further comprising an actuating element coupled to the airfoil and configured to vibrate the airfoil.

14. The aircraft of claim 9, wherein the air intake structure is asymmetric.

Background

Aircraft that can hover, take off and land vertically are commonly referred to as Vertical Take Off and Landing (VTOL) type aircraft. This category includes fixed wing aircraft, helicopters, and aircraft with tiltable powered rotors. Some VTOL aircraft may also operate in other modes, such as Short Take Off and Landing (STOL). VTOL is a subset of V/STOL (vertical and/or short take-off and landing).

For ease of illustration, one example of a current VTOL capable aircraft is F-35 Lightning. Conventional methods of directing the vertically-lifted airflow include the use of nozzles that are rotatable in a single direction, and the use of two sets of flat baffle blades that are positioned at 90 degrees to each other and at the outer nozzles. Similarly, the F-35Lightning propulsion system provides vertical lift by combining vector thrust from the turbine engine with a vertically oriented lift fan. The lifting fan is located behind the cabin in a carrier with upper and lower flip doors. The engine exhausts through a three-bearing rotary nozzle that deflects thrust from the horizontal to directly in front of the vertical. Roll control tubes project in each wing and are thrust by the air of the engine fan. Pitch control is affected by the lift fan/engine thrust split. Yaw control is achieved by yaw motion of the rotating nozzles of the engine. Roll control is provided by differentially opening and closing the apertures at the ends of the two roll control tubes. The lift fan has telescoping "D" shaped nozzles to provide forward and aft direction thrust deflection. And a blade is fixed at the outlet hole of the D-shaped nozzle.

The design of an aircraft or drone generally includes its propulsion elements and a fuselage into which these elements are integrated. Traditionally, the propulsion device in an aircraft may be a turbojet, a turbofan, a turboprop or turboshaft engine, a piston engine, or an electric motor equipped with a propeller. The propulsion system (propeller) in a small Unmanned Aerial Vehicle (UAV) is typically a piston engine or electric motor that is powered by an axial propeller or propellers. The propellers of large aircraft, whether manned or unmanned, are traditionally jet engines or turboprop engines. Propellers are typically attached to the fuselage, body or wing of an aircraft by a pylon or strut that is capable of transmitting forces to the aircraft and carrying loads. Emerging mixed jets of air and gas (jet outflow) propel the aircraft in a direction opposite to the flow of the jet outflow.

Conventionally, the jet of air flow from a large propeller is not used for lift in horizontal flight and therefore does not draw a lot of kinetic energy to benefit the aircraft unless it is rotated as in some applications already existing today, namely Bell Boeing V-22 Osprey. In contrast, the lift on most existing aircraft is generated by the wings and the tail. Furthermore, even though some special VTOL applications are found on the osprey (e.g., takeoff from transition to horizontal flight), the lift caused by the propeller itself during horizontal flight is small and most of the lift still comes from the wing.

The current state of the art for generating lift on aircraft is to generate high velocity airflow over the wings and wing elements (typically airfoils). The airfoil is characterized by a chord line extending primarily in an axial direction from a leading edge to a trailing edge of the airfoil. Depending on the angle of attack formed between the incident airflow and the chord line, and on the principle of airfoil lift generation, low pressure air flows over the suction (upper) side, whereas its velocity of movement is higher than the lower (pressure) side, according to bernoulli's law. The lower the aircraft's airspeed, the less lift, the greater the surface area of the wing, or the greater the angle of incidence, including take-off conditions.

Large UAVs are no exception. Lift is generated by designing the wing airfoil with the appropriate angle of attack, chord, span and camber line. Flaps, slots and many other devices are other conventional tools for maximizing lift by increasing the lift coefficient and wing surface area, but it will produce lift corresponding to aircraft airspeed. (according to the formula L ═¹/₂ρV²SC_LIncreasing the area (S) and the lift coefficient (C)_L) Similar lift can be generated at lower aircraft airspeeds (V0), but at the expense of more drag and weightHigh. ) These current techniques also perform poorly in high crosswinds, with significant efficiency degradation.

While small UAVs can be said to utilize propeller generated thrust to lift an aircraft, current technology relies strictly on control of motor speed, and small UAVs may or may not have the ability to rotate a motor to generate thrust and lift or transition to level flight by tilting a propeller. Furthermore, small UAVs using these propulsion elements have the problem of inefficiency associated with batteries, power density, and large propellers, which can be efficient in hover but inefficient in horizontal flight, and cause operational difficulties and hazards due to the fast moving tips of the blades. Since the weight of the electric motor system and the battery is already well in excess of 70% of the weight of the aircraft, most current quadrotors and other electric aircraft can only fly in a short flight time and cannot efficiently lift or carry a large payload. Similar aircraft using jet fuel or any other hydrocarbon fuel commonly used in transportation will carry at least an order of magnitude more available fuel. This can be explained by the much higher energy density of the hydrocarbon fuel (at least an order of magnitude higher) and the low weight of the hydrocarbon fuel based system compared to the total weight of the aircraft compared to the battery system.

Accordingly, there is a need for improved efficiency, improved capabilities, and other technological advances in aircraft, particularly UAVs and certain manned aircraft.