CN118618605B - Wing flow control system and method based on periodic blowing and sucking air - Google Patents
Wing flow control system and method based on periodic blowing and sucking air Download PDFInfo
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention belongs to the technical field of aerospace flow control, and particularly relates to a wing flow control system and method based on periodic blowing and sucking air, wherein the wing flow control system comprises at least one first blowing and sucking air mechanism arranged on an aircraft flap, the first blowing and sucking air mechanism comprises a first channel, a first cavity and a second channel which are respectively communicated, the first channel is matched with the upper surface of the flap to form an upper slit, the second channel is matched with the lower surface of the flap to form a lower slit, a first switch is arranged at the upper slit, a second switch is arranged at the lower slit, a first piston is arranged in the first cavity in a sliding manner, the end face of the first piston is matched with the inner wall of the first cavity, and the first channel and the second channel are matched to form a first air storage space.
Description
Technical Field
The invention belongs to the technical field of aerospace flow control, and particularly relates to a wing flow control system and method based on periodic blowing and sucking air.
Background
As an important means for improving the performance of an aircraft, reducing energy consumption and improving effective load, the lightweight technology plays an extremely important role in the aerospace field; the light weight has huge economic and green low-carbon benefits for civil aviation, for example, a large-scale airline company can reduce the weight of each aircraft by 100 kg, reduce the oil consumption by nearly 5000 tons each year, reduce the carbon dioxide emission by nearly 15000 tons, and bring hundreds of millions of net incomes each year.
Taking a large transport aircraft as an example, flaps are generally used for improving the flight performance of the aircraft during take-off and landing phases; the main purpose of the flap is to make the aircraft take off and land at a smaller elevation angle and a lower speed, but the flap is used to increase the lift and bring more resistance, so that the lift-drag ratio and wing efficiency are reduced, and the engine must increase enough thrust to resist the huge resistance brought by the flap; in addition, the large-size flap bearing high aerodynamic load has the advantages that the structural and strength requirements of the control system are obviously increased, the weight of the wing is increased, and the fuel consumption is increased; therefore, it is particularly important how to reduce the side effects of the flap.
The wing circulation control technique takes air from the engine and blows it over the trailing edge of the wing at high speed, exploiting the Coanda Effect, i.e. the tendency of fluid to adhere to a curved surface and change its natural direction of flow as it flows over the surface, thus creating aerodynamic forces and moments required for flight control of the aircraft without changing the angle of attack, allowing the air flow to act as a virtual flap, eliminating the need for a movable control surface. The flow control technology is adopted to replace the control surfaces such as the traditional hinged flap, aileron and elevator to realize the flight control function, so that various defects caused by the movable control surface are relieved or even avoided to the greatest extent, the self weight of the aircraft is lightened, and the aircraft is lighter, faster and better in stealth. The jet flow flight control technology based on the annular quantity control needs larger jet flow speed to realize effective operation, which determines that the technology is difficult to directly obtain the air flow with enough high speed from the external flow field of the aircraft, therefore, the technology is usually realized by adopting an engine bleed air or high-speed air compressor mode, and certain engine power is inevitably consumed. Before the mature application of the control surface-free jet flow flight control technology is truly realized, the problems of reliability of a flight control system, high efficiency of an air supply system and the like are still in need of solving.
Currently, there are generally two solutions in the prior art:
1. Adopt duct fan to carry out upper and lower formula and blow and inhale control to promote wing lift
The prior art also provides a blowing and sucking air control system based on the ducted fan, which flexibly adjusts the lifting force by controlling the rotation direction and the rotation speed of the ducted fan. For example, chinese patent application number 202310397199.5 discloses a wing flow control system based on ducted fan driven synergistic blowoff air, comprising: a co-blowing and suction module symmetrically disposed on a double-sided wing of an aircraft, the co-blowing and suction module comprising: a synergistic blowin area disposed on the airfoil proximate to the trailing edge; according to the scheme, flow separation is effectively reduced by blowing and sucking air through the ducted fan, and meanwhile, equivalent camber of the wing can be increased, so that remarkable lifting force is brought to the wing.
2. Lift control with laminar flow (with front-to-back blowing)
For example, chinese patent publication No. CN101348170a discloses a wing structure with laminar flow control and separation control, in which micropores are formed on the upper wing surface of the wing and an airflow channel is provided in the wing, and a suction pump is provided in the airflow channel to perform laminar flow control on the wing.
Laminar boundary layers are extremely sensitive to minor imperfections in the surface of the structure. And these defects may be caused by unavoidable tolerances in the design and manufacture of the aircraft structure, the presence of various aerodynamic components (e.g., wing/fuselage) joints, and dust adhering to the nose, leading edge and nacelle surfaces, etc., which are difficult to avoid during practical use. There are still a number of technical difficulties in applying laminar flow control techniques to the surfaces of critical components such as aircraft wings.
In view of the foregoing, there is a need for a wing flow control system that is simpler in construction, less costly, and more effective.
Disclosure of Invention
It is an object of the present invention to provide a wing flow control system based on reciprocating pump driven periodic blow and suction to partially alleviate or solve the above problems, providing a blow and suction control scheme for large aircraft to improve wing aerodynamic performance.
In order to solve the technical problems, the invention adopts the following technical scheme: the wing flow control system based on the periodic blowing and sucking air driven by the reciprocating pump comprises at least one first blowing and sucking air mechanism arranged on an aircraft flap, wherein the first blowing and sucking air mechanism comprises a first channel, a first cavity and a second channel which are respectively communicated, an air inlet end of the first channel is arranged on the upper surface of the flap, an air outlet end of the second channel is arranged on the lower surface of the flap, a first piston is arranged in the first cavity in a sliding manner, and the end face of the first piston is matched with the inner wall of the first cavity, and the first channel and the second channel form a first air storage space;
The driving mechanism is used for driving the first piston to slide in the first cavity;
when the first blowing and sucking mechanism is in a sucking state, the first channel and the second channel are respectively in an opening state and a closing state, the first piston slides towards the first end of the first chamber, and at the moment, air enters the first air storage space for storage through the first channel;
When the first blowing and sucking mechanism is in a blowing state, the first channel and the second channel are respectively in a closed state and an open state, the first piston slides to the second end of the first chamber, and at the moment, air in the first air storage space is discharged through the second channel;
so that the first blowing and sucking mechanism can perform periodic alternate blowing and sucking.
As an improvement, the device also comprises at least one second blowing and sucking mechanism, wherein the second blowing and sucking mechanism comprises a third channel, a second chamber and a fourth channel which are sequentially arranged, the air inlet end of the third channel is arranged on the upper surface of the flap, the air outlet end of the fourth channel is arranged on the lower surface of the flap, a second piston is slidably arranged in the second chamber, and the second piston divides the second chamber into a first space and a second space;
The air outlet end of the third channel extends to two sides and is respectively communicated with the air inlet ends of the first space and the second space, and the air inlet end of the fourth channel extends to two sides and is respectively communicated with the air outlet ends of the first space and the second space;
the driving mechanism is also used for driving the second piston to slide in the second cavity;
When the second piston slides to the direction of the first space, the air inlet end of the first space and the air outlet end of the second space are closed, and the air outlet end of the first space and the air inlet end of the second space are opened, so that air in the first space is discharged through the fourth channel; while air outside the flap enters the second space for storage via the third channel;
When the second piston slides to the direction of the second space, the air inlet end of the first space and the air outlet end of the second space are opened, the air outlet end of the first space and the air inlet end of the second space are closed, and at the moment, air in the second space is discharged through the fourth channel; while air outside the flap enters the first space for storage via the third channel;
so that the second blowing and sucking mechanism can perform periodic synchronous blowing and sucking.
As an improvement, the device also comprises a third blowing and sucking mechanism, wherein the third blowing and sucking mechanism comprises a fifth channel, a third chamber and a sixth channel, an air inlet end of the fifth channel is arranged on the upper surface of the flap, an air outlet end of the sixth channel is arranged on the upper surface or the rear edge end part of the flap, a third piston is slidably arranged in the third chamber, the end surface of the third piston is matched with the inside of the third chamber, and the fifth channel and the sixth channel are matched to form a second air storage space; the driving mechanism is also used for driving the third piston to slide.
As an improvement, the flap is divided into a first area and a second area in sequence along the direction from the front edge to the rear edge, the first blowing and sucking mechanism is arranged at the first area, and the third blowing and sucking mechanism is arranged at the second area;
in a first state, the flap is unfolded relative to the main wing, and both the first region and the second region are in an exposed state;
in a second state, the flap is stowed and positioned below the main wing, with the first region being covered by the main wing, thereby restricting air from entering the first air-handling mechanism, and the second region being exposed.
As an improvement, the first state corresponds to an aircraft takeoff and landing state and the second state corresponds to an aircraft cruise state.
As an improvement, the air inlet end and the air outlet end of the first air blowing and sucking mechanism are provided with electric control valves; the air inlet end and the air outlet end of the second air blowing and sucking mechanism are provided with electric control valves, or the air inlet end and the air outlet end of the second air blowing and sucking mechanism are not provided with valves.
The application also provides a wing flow control method based on the periodic blowing and sucking air, which comprises the following steps:
S100 provides a wing flow control system based on periodic blow-in air, the wing flow control system comprising: the second air blowing and sucking mechanism comprises a third channel, a second chamber and a fourth channel which are sequentially arranged, the air inlet end of the third channel is arranged on the upper surface of the flap, the air outlet end of the fourth channel is arranged on the lower surface of the flap, a second piston is slidably arranged in the second chamber, and the second piston divides the second chamber into a first space and a second space; the air outlet end of the third channel extends to two sides and is respectively communicated with the air inlet ends of the first space and the second space, and the air inlet end of the fourth channel extends to two sides and is respectively communicated with the air outlet ends of the first space and the second space;
s101, when the aircraft is in a first state, acquiring a first lift lifting value required by the aircraft, wherein the first state comprises the following steps: take-off status and/or landing status;
s102, controlling a first working state of the second blowing and sucking mechanism according to the first lifting force lifting value; wherein S102 includes: when the first lifting force lifting value is smaller than or equal to a preset first lifting threshold value, one of the first space and the second space is closed, and the other is opened; and when the first lifting force lifting value is larger than the first lifting threshold value, enabling the first space and the second space to be opened simultaneously.
As an improvement, the flap of the aircraft is provided with a plurality of second blowing and sucking mechanisms, and correspondingly, the method further comprises:
S103, respectively selecting a plurality of periodic motion functions for the second blowing and sucking mechanisms, wherein the periodic motion functions are used for describing the amplitude of the piston at the first time t Frequency omega and initial phaseIsokinetic parameters; wherein at least two of the periodic motion functions have a phase difference;
s104, passing the first time t and the amplitude by using a preset flow calculation rule Frequency omega and initial phaseCalculating the total mass flow of the blowing and sucking mechanism at a plurality of second moments under at least one period according to the motion parameters; the flow calculation rule is as follows: (1) By means of mass flow functionsCharacterizing the mass flow corresponding to one of the periodic motion functions; (2) Determining at least one phase difference of the remaining at least one periodic motion function and the periodic motion function in step (1)And adoptsCharacterizing mass flow corresponding to the rest of the at least one periodic motion function; (3) Calculating the total mass flow under a plurality of second moments through the mass flow of the plurality of periodic motion functions;
S105, judging whether the mass flow accords with a preset flow evaluation rule, wherein the flow evaluation rule requires that the number of mass flow difference values larger than a set mass flow threshold is smaller than a first number; wherein the mass flow difference is the difference between the mass flow at two adjacent second moments; if yes, the current multiple periodic motion functions are adopted to respectively control the second blowing and sucking mechanism to perform periodic motion; if not, modifying the corresponding phase difference.
As an improvement, the flap is divided into a first area and a second area in sequence along the direction from the front edge to the rear edge, and when the aircraft is in a take-off/landing state, the first area and the second area are in an exposed state; when the aircraft is in a cruising state, the first area is covered by the wing of the aircraft, and the second area is in an exposed state; and the wing flow control system further comprises: the third air blowing and sucking mechanism is arranged at the second area and comprises: a fifth channel, a third chamber, and at least one sixth channel, an inlet end of the fifth channel disposed on an upper surface of the flap, the at least one sixth channel comprising: the air outlet end of the first sub-channel is arranged on the upper surface of the flap, and the air outlet end of the second sub-channel is arranged at the end part of the rear edge of the flap.
As an improvement, the method further comprises:
s106, when the aircraft is in a second state, acquiring a second lifting force lifting value required by the aircraft, wherein the second state comprises the following steps: a cruising state;
S107, controlling a second working state of the third blowing and sucking mechanism according to the second lifting force lifting value; wherein S107 includes: when the second lift force lifting value is smaller than or equal to a preset second lift force lifting threshold value, the first sub-channel is kept open, and the second sub-channel is closed; and when the second lift force lifting value is larger than the second lift force lifting threshold value, keeping the first sub-channel closed and opening the second sub-channel.
The principle and the beneficial effects of the invention are as follows:
1. The flap is divided into a first area and a second area (namely static partition arrangement) according to the characteristics of the flap in different working states, and different types of blowing and sucking mechanisms are arranged in different areas.
On the one hand, the dynamic and static cooperative scheme can dynamically adjust the opening and closing of the blowing and sucking mechanisms on different areas of the flap according to different flight states of the aircraft, and effectively improve the aerodynamic performance of the wing under the condition of adapting to the characteristics of the wing; meanwhile, for each area, the lift force lifting effect can be dynamically managed by adjusting the number or the position of channels of the blowing and sucking air structure.
For example, through carrying out dynamic management to different blowing and sucking mechanism, for example open the binary channels of second blowing and sucking mechanism when lift value promotes the demand great, open single passageway when lift value promotes the demand less, can effectively carry out the regulation to lift value and promote the size in real time to satisfy the lift value under the different flight states and promote the demand. Meanwhile, fluctuation of the lift force value is effectively reduced under the condition of larger lift force value, and safety is improved.
2. Furthermore, the application also provides a method for evaluating the phase difference of the operation of different blowing and sucking structures aiming at the coordination work demands of a plurality of blowing and sucking mechanisms; make each blow and suction mechanism can utilize the phase difference design to cooperate to on the basis of great degree promotion lift, ensure the stability that the lift promoted (or, reduce the fluctuation degree in the lift promotion process, promote the security).
In summary, the scheme comprehensively provides the wing flow control system and the method which are reasonable in partition and capable of flexibly regulating and controlling the wing lift force value, and the aerodynamic performance of the wing is greatly improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. Like elements or portions are generally identified by like reference numerals throughout the several figures. In the drawings, elements or portions thereof are not necessarily drawn to scale. It will be apparent to those of ordinary skill in the art that the drawings in the following description are of some embodiments of the invention and that other drawings may be derived from these drawings without inventive faculty.
FIG. 1 is a schematic view of the overall structure of a flap in accordance with a first embodiment of the invention;
FIG. 2 is a schematic view of the whole mechanism of the first blowing and sucking mechanism in the present invention;
FIG. 3a is a view showing the first blowing and sucking mechanism of the present invention in a state of sucking air;
FIG. 3b is a view showing the first air blowing and sucking mechanism of the present invention in the air blowing state;
FIG. 4 is a schematic view of the overall structure of a flap in a second embodiment of the invention;
FIG. 5 is a schematic view of the whole mechanism of the second blowing and sucking mechanism in the present invention;
fig. 6a is a state diagram of the second piston in the second blowing and sucking mechanism of the present invention when it moves in the first spatial direction;
Fig. 6b is a state diagram of the second piston in the second blowing and sucking mechanism of the present invention when it moves in the second spatial direction;
FIG. 7 is an exemplary schematic illustration of a flap in a stowed condition in accordance with the third embodiment of the invention;
FIG. 8 is another exemplary schematic illustration of a flap in a stowed condition in accordance with the third embodiment of the invention;
FIG. 9 is a schematic view of the relative position of the flap and the main wing in the open position in a first state;
FIG. 10 is a schematic view of the relative position of the flap and main wing in the stowed position in the second position;
FIG. 11a is a schematic diagram of a verification computing grid of a periodic blowing and suction configuration 1 in accordance with the present invention;
FIG. 11b is a schematic diagram of a verification calculation setup of a periodic blowing and suction configuration 1 in the present invention;
FIG. 11c is a schematic diagram of a verification computing grid of the periodic blowing and suction configuration 2 of the present invention;
FIG. 11d is a schematic illustration of a verification calculation setup for periodic blow and suction configuration 2 in accordance with the present invention;
FIG. 12a is a graph showing a first mass flow function according to the present invention;
FIG. 12b is a graph of a second mass flow function according to the present invention;
FIG. 13 is a graph showing the correspondence between time and lift coefficient under different conditions;
FIG. 14 is a graph showing the correspondence between time and drag coefficient under different conditions;
FIG. 15 is a bar graph of average lift coefficient for different conditions;
FIG. 16 is a bar graph of average drag coefficients under different conditions;
FIG. 17 is a bar graph of average lift-to-drag ratio for different operating conditions;
FIG. 18 is a table of numerical calculation conditions in one embodiment;
FIG. 19 is a flow chart of a wing flow control method of the present invention.
The marks in the figure: 1. a flap; 11. a leading edge; 12. a trailing edge; 2. a first blowing and sucking mechanism; 21. a first channel; 22. a first chamber; 23. a second channel; 24. a first piston; 25. an air inlet end of the first channel; 26. an outlet end of the second channel; 3. a second blowing and sucking mechanism; 31. a third channel; 32. a second chamber; 321. a first space; 322. a second space; 33. a fourth channel; 34. a second piston; 35. an air inlet end of the first space; 36. an air outlet end of the first space; 37. an air inlet end of the second space; 38. an air outlet end of the second space; 4. a third blowing and sucking mechanism; 5. and a main wing.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In this document, suffixes such as "module", "component", or "unit" used to represent elements are used only for facilitating the description of the present invention, and have no particular meaning in themselves. Thus, "module," "component," or "unit" may be used in combination.
The terms "upper," "lower," "inner," "outer," "front," "rear," "one end," "the other end," and the like herein refer to an orientation or positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not denote or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "mounted," "configured to," "connected," and the like, herein, are to be construed broadly as, for example, "connected," whether fixedly, detachably, or integrally connected, unless otherwise specifically defined and limited; the two components can be mechanically connected, can be directly connected or can be indirectly connected through an intermediate medium, and can be communicated with each other. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Herein, "and/or" includes any and all combinations of one or more of the associated listed items.
Herein, "plurality" means two or more, i.e., it includes two, three, four, five, etc.
An example is substantially as shown in figures 1-10:
The invention provides a wing flow control system based on periodic blowing and sucking air, which comprises at least one blowing and sucking air mechanism, wherein the blowing and sucking air mechanism comprises:
a first channel, a gas inlet of which is arranged on the upper surface of a flap of the wing;
a second channel, the gas outlet of which is preferably arranged on the lower flap surface of the wing;
the air inlet end and the air outlet end of the middle channel are respectively communicated with the first channel and the second channel;
a cavity is further arranged between the first channel and the second channel, a piston is arranged in the cavity, the piston can reciprocate along the axis direction of the cavity, and the cavity is communicated with the middle channel;
The blowing and sucking mechanism works in a mode of periodically and alternately blowing and sucking air, and the process of periodically and alternately blowing and sucking air comprises the following steps of:
When the piston moves along the direction approaching at least one middle channel, the air inlet end of the corresponding at least one middle channel (or the same middle channel) is closed, and the air outlet end blows;
When the piston moves in a direction away from at least one of the intermediate passages, the intake end of the corresponding at least one intermediate passage (or the same intermediate passage) is aspirated and the outlet end is closed.
The first channel and the second channel may be referred to as a third channel and a fourth channel in the second embodiment and the fourth embodiment.
The chamber is also referred to as a first chamber in the first embodiment and as a second chamber in the second and fourth embodiments.
The structure and operation mode of the above-described blowing and sucking mechanism will be exemplarily described below taking the first blowing and sucking mechanism and the second blowing and sucking mechanism as examples:
Example 1
In this embodiment, the first channel, the middle channel and the second channel are sequentially connected to form an integral channel, and correspondingly, the air inlet end of the middle channel may be regarded as the air inlet end of the first channel, and the air outlet end of the middle channel may be regarded as the air outlet end of the second channel.
As shown in fig. 1, a wing flow control system based on periodic blow and suction, comprises at least one first blow and suction mechanism 2 arranged on an aircraft flap 1; the structure of the specific first blowing and sucking mechanism is shown in fig. 2, and the structure of the specific first blowing and sucking mechanism comprises a first channel 21, a first cavity 22 and a second channel 23 which are respectively communicated, wherein an air inlet end 25 of the first channel is arranged on the upper surface of the flap 1, an air outlet end 26 of the second channel is arranged on the lower surface of the flap 1, a first piston 24 is slidably arranged in the first cavity 22, and the end face of the first piston 24 is matched with the inner wall of the first cavity 22, and the first channel 21 and the second channel 23 form a first air storage space.
A drive mechanism is also included for driving the first piston 24 to slide within the first chamber 22.
As shown in fig. 3a, when the first blowing and sucking mechanism 2 is in the sucking state, the first channel 21 and the second channel 23 are opened and closed respectively, the first piston 24 slides toward the first end of the first chamber 22 (i.e. the end far away from the first channel and the second channel), and at this time, air enters the first air storage space through the first channel 21 for storage; as shown in fig. 3b, when the first blowing and sucking mechanism 2 is in the blowing state, the first passage 21 and the second passage 23 are closed and opened, respectively, and the first piston 24 slides toward the second end (opposite direction to the first end) of the first chamber, and at this time, the air in the first air storage space is discharged through the second passage 23; so that the first blowing and suction mechanism 2 can perform periodic alternate blowing and suction.
The first blowing and sucking system in the scheme obtains blowing and sucking fluid (such as air) from an external flow field, does not need to provide a gas storage system or bleed air from an engine, and avoids increasing the weight of the gas storage system and the power consumption of the engine.
In the cruising state, the flap is not opened usually, but the weight of the control system required for driving the flap in the prior art is heavy (a plurality of mechanical devices with larger volumes are arranged below the wing of the airplane if required), so the scheme realizes part of the action of the flap by replacing the blowing and sucking system, only a smaller flap area is needed for taking off and landing, the strength requirement on the flap control system can be reduced, the weight is further reduced, and the weight reduction of 1 kg also generates great economic benefit for the airplane.
In this embodiment, the gas inlet of the first channel is the gas inlet end of the first channel, and the gas outlet of the second channel is the gas outlet end of the second channel.
Example two
The first difference between this embodiment and the embodiment is that, as shown in fig. 4, the wing flow control system may include at least one second blowing and sucking mechanism 3, and the specific second blowing and sucking mechanism 3 includes, as shown in fig. 5, a third channel 31, a second chamber 32 and a fourth channel 33 that are sequentially disposed, where an air inlet end of the third channel 31 is disposed on an upper surface of the flap, an air outlet end of the fourth channel 33 is disposed on a lower surface of the flap, and a second piston 34 is disposed in the second chamber 32 in a sliding manner, and the second piston 34 divides the second chamber 32 into a first space 321 and a second space 322.
The air outlet end of the third channel 31 extends to two sides and is respectively communicated with the air inlet end 35 of the first space and the air inlet end 37 of the second space, and the air inlet end of the fourth channel 33 extends to two sides and is respectively communicated with the air outlet end 36 of the first space and the air outlet end 38 of the second space.
In this embodiment, the channel formed between the air inlet end 35 of the first space and the air outlet end 36 of the first space can be regarded as an intermediate channel; accordingly, the channel formed between the inlet end 37 of the second space and the outlet end 38 of the second space may be regarded as another intermediate channel.
The drive mechanism is also used to drive the second piston 34 to slide within the second chamber 32.
As shown in fig. 6a, when the second piston slides in the direction of the first space 321, the air inlet end 35 of the first space and the air outlet end 38 of the second space are closed, and the air outlet end 36 of the first space and the air inlet end 37 of the second space are opened, and at this time, the air in the first space is discharged through the fourth channel; while air outside the flap is stored via the third channel into the second space 322.
As shown in fig. 6b, when the second piston slides in the direction of the second space 322, the air inlet end 35 of the first space and the air outlet end 38 of the second space are opened, and the air outlet end 36 of the first space and the air inlet end 37 of the second space are closed, and at this time, the air in the second space 322 is discharged through the fourth passage; while air outside the flap is stored in the first space 321 via the third channel; so that the second blowing and sucking mechanism can perform periodic synchronous blowing and sucking.
It should be noted that, the second air blowing and sucking mechanism in this embodiment may be optionally combined with the first air blowing and sucking mechanism in the first embodiment and mounted on the flap according to need, so as to cope with different aircraft and flight environments, and achieve a better effect of improving aerodynamic performance of the wing.
Example III
The difference between this embodiment and the first and second embodiments is that, as shown in fig. 7, the wing flow control system further includes a third blowing and sucking mechanism 4, where the third blowing and sucking mechanism 4 includes a fifth channel, a third chamber and a sixth channel, an air inlet end of the fifth channel is disposed on an upper surface of the flap, an air outlet end of the sixth channel is disposed on an upper surface of the flap, a third piston is slidably disposed in the third chamber, an end surface of the third piston and an interior of the third chamber, and the fifth channel and the sixth channel cooperate to form a second air storage space; the driving mechanism is also used for driving the third piston to slide.
In some embodiments, as shown in fig. 8, the air outlet end of the sixth channel may also be disposed at the trailing edge end of the flap (the end far away from the leading edge, that is, the junction between the upper airfoil and the lower airfoil of the flap), and of course, the air outlet end of the sixth channel may be disposed at the trailing edge end and the upper surface of the flap at the same time, that is, two air outlet ends are disposed, and when in use, one or two air outlet ends are selectively opened according to the actual lift value requirement (for example, a valve is disposed at the two air outlet ends, and opening and closing of the two air outlet ends are controlled by controlling opening and closing of the valve).
In some embodiments, the flap is divided into a first region and a second region in sequence along the direction from the leading edge 11 to the trailing edge 12, the first air-blowing mechanism being arranged at the first region and the third air-blowing mechanism being arranged at the second region; in a first state, the flap is deployed against the main wing 5, both the first and the second region being exposed;
In a second condition, shown in figure 10, the flap is stowed and positioned below the main wing 5, with the first region covered by the main wing, thereby restricting air from entering the first air-handling mechanism, and the second region is exposed.
In some embodiments, the first state corresponds to an aircraft takeoff and landing state and the second state corresponds to an aircraft cruise state.
In some embodiments, at least one of the inlet or outlet ends (including in particular the first channel, the second channel, the first space, the second space, etc. all references herein to inlet and outlet ends) is provided with an electrically controlled valve.
In some embodiments, different valves may be provided for the upper and lower airfoils at the inlet and outlet ends, for example, a one-way valve on one side and a two-way valve on the other side, so that only air suction or only air blowing is performed on one side of the one-way valve, and air suction or air blowing is performed on one side of the two-way valve; specific functions that can be implemented by those skilled in the art are set according to the needs.
In some embodiments, the first air blowing and sucking mechanism, the second air blowing and sucking mechanism and the third air blowing and sucking mechanism are reciprocating pumps, and the reciprocating pump technology is mature and high in realizability.
The effect of the present solution to improve the lift drag characteristics of the wing is verified by the following model, as shown in fig. 11 to 17:
Taking an NACA0015 airfoil with a characteristic chord length of 1m as an example, the corresponding incoming flow velocity is approximately 14.6m/s at a Reynolds number Re of 1X 10 6. In order to simplify calculation, a periodic air blowing and sucking control system is arranged at the rear edge of the airfoil, mass flow outlet and mass flow inlet boundary conditions are respectively adopted for the slits of the upper airfoil and the lower airfoil, and through the periodic change of specified mass flow, the periodic change of air flow driven by the periodic movement process of the piston in the double-acting reciprocating pump is simulated, a numerical calculation geometric model and a grid are shown in fig. 11, and the width of the slits is 2mm. Wherein, the periodic air blowing and sucking configuration 1 is that the upper airfoil surface breathes in, and the lower airfoil surface blows in, and the periodic air blowing and sucking configuration 2 is that the upper airfoil surface breathes in, and the trailing edge blows in. The mass flow function represents the change over time of the mass flow of the gas flow at the slit (i.e., the inlet and outlet ends) driven by the double-acting reciprocating pump, the frequency in the function being consistent with the frequency of piston movement.
The mass flow function in this embodiment includes:
first mass flow function: ；
second mass flow function: ；
Wherein the frequency 。
Fig. 12a and 12b show graphs of mass flow rate over time for different functions, respectively; the numerical calculation conditions are shown in fig. 18. Working conditions C2 and C4 are combinations of two periodic functions (first mass flow function and first mass flow function) for simulating a periodic air-blowing and air-sucking control system driven by two double-acting reciprocating pumps simultaneously, and the phase difference of the two reciprocating pumps is set as in calculation. As can be seen from fig. 12a, the first mass flow functionThere is an instant in time when the mass flow is 0, the second mass flow function is calculated by designing a combination of two periodic functionsIt is ensured that the mass flow of the blowing gas is not 0 throughout the entire cycle. Unsteady calculations were performed using the SST k- ω turbulence model, time step 0.01s. Under the condition of re=1×10 6, the lift coefficient in the 10 ° attack angle state is 1.01 tested in the related literature （Sheldahl R E , Klimas P C .Aerodynamic characteristics of seven symmetrical airfoil sections through 180-degree angle of attack for use in aerodynamic analysis of vertical axis wind turbines[J].Sandia National Laboratories, 2017.DOI:10.2172/6548367.）, the lift coefficient calculated under the working condition of C0 is 0.98, the error is not more than 4%, and the correctness of the numerical method is verified.
Referring to FIGS. 13-17, it can be seen that at the second mass flow function #) Under the action of the blowing and sucking air control system of the configuration 1 and the configuration 2, the average lift coefficient is respectively improved by 13.9 percent and 8.1 percent, the resistance coefficient is increased to a certain extent, but the increment is smaller than the variation level of the lift coefficient, and the lift-resistance ratio is improved wholly under the action of the periodic blowing and sucking air control system.
Example IV
Because the aircraft should ensure the stability of the flight as much as possible in the flight process, in order to make the lift value of the aircraft tend to be stable in the flight state, the application further provides a wing flow control method based on periodic blowing and sucking air, as shown in fig. 19, which comprises the following steps:
S100 provides a wing flow control system based on periodic blow-in air, the wing flow control system comprising: the second air blowing and sucking mechanism comprises a third channel, a second chamber and a fourth channel which are sequentially arranged, the air inlet end of the third channel is arranged on the upper surface of the flap, the air outlet end of the fourth channel is arranged on the lower surface of the flap, a second piston is slidably arranged in the second chamber, and the second piston divides the second chamber into a first space and a second space; the air outlet end of the third channel extends to two sides and is respectively communicated with the air inlet ends of the first space and the second space, and the air inlet end of the fourth channel extends to two sides and is respectively communicated with the air outlet ends of the first space and the second space;
Of course, it is understood that the wing flow control system described in any of the embodiments above may be employed in S100.
S101, when the aircraft is in a first state, acquiring a first lift lifting value required by the aircraft, wherein the first state comprises the following steps: take-off status and/or landing status;
s102, controlling a first working state of the second blowing and sucking mechanism according to the first lifting force lifting value; wherein S102 includes: when the first lifting force lifting value is smaller than or equal to a preset first lifting threshold value, one of the first space and the second space is closed, and the other is opened; and when the first lifting force lifting value is larger than the first lifting threshold value, enabling the first space and the second space to be opened simultaneously.
Wherein the opening and closing of the first space and the second space can be controlled by setting a valve.
The channel of the second blowing and sucking mechanism is adjusted, so that the dynamic regulation and control of the lift value of the aircraft in a take-off/landing state is realized.
In some embodiments, a plurality of the second blowing and suction mechanisms are disposed on a flap of the aircraft, and correspondingly, the method further comprises:
S103, respectively selecting a plurality of periodic motion functions for the second blowing and sucking mechanisms, wherein the periodic motion functions are used for describing the amplitude of the piston at the first time t Frequency omega and initial phaseIsokinetic parameters; wherein at least two of the periodic motion functions have a phase difference;
s104, passing the first time t and the amplitude by using a preset flow calculation rule Frequency omega and initial phaseCalculating the total mass flow of the blowing and sucking mechanism at a plurality of second moments under at least one period according to the motion parameters; the flow calculation rule is as follows: (1) By means of mass flow functionsCharacterizing the mass flow corresponding to one of the periodic motion functions; (2) Determining at least one phase difference of the remaining at least one periodic motion function and the periodic motion function in step (1)And adoptsCharacterizing mass flow corresponding to the rest of the at least one periodic motion function; (3) Calculating the total mass flow under a plurality of second moments through the mass flow of the plurality of periodic functions;
S105, judging whether the mass flow accords with a preset flow evaluation rule, wherein the flow evaluation rule requires that the number of mass flow difference values larger than a set mass flow threshold is smaller than a first number; wherein the mass flow difference is the difference between the mass flow at two adjacent second moments;
If yes, the current multiple periodic motion functions are adopted to respectively control the second blowing and sucking mechanism to perform periodic motion;
if not, modifying the corresponding phase difference.
For example, in some embodiments, use is made ofTo calculate the mass flow of blowing and suction produced when the two channels of the second blowing and suction mechanism are simultaneously operated. Wherein ω is the frequency of movement of the piston;
For example, a plurality of second blowing and sucking mechanisms such as mechanism 1, mechanism 2 and mechanism 3 … … are arranged on the wing; which adopts a periodic function 1, a periodic function 2 and a periodic function 3 … … to control the periodic motion form of the piston, including amplitude Frequency omega and initial phaseAnd motion parameters. For example, a periodic motion function is used to control the frequency of motion of the piston. Alternatively, the periodic motion function is used to define a period length of the motion of the piston, i.e., a period t=2pi/ω.
In some embodiments, a function library may be pre-constructed, where the function library may include a plurality of preset periodic functions (which may be selected by an engineer) that may be randomly selected from the function library when coordinated control of a plurality of blowing and suction mechanisms is desired.
Further, each periodic function may have a certain phase difference, e.g. the phase difference between periodic function 2 and periodic function 1 isThe phase difference between the periodic function 3 and the periodic function 1 is… … The phase difference between the periodic function n and the periodic function 1 is；
Correspondingly, the overall mass flow function of the plurality of mechanisms is:
; the right-side various function formulas respectively represent mass flow values of a plurality of second blowing and sucking mechanisms at the first moment t;
Calculating the total mass flow of the plurality of mechanisms at the plurality of second moments, such as a second moment t 1、, a second moment t 2, a second moment t 3 … … and a second moment t n, respectively:
wherein,
；；
……
；
Then calculating the mass flow difference at two adjacent second moments, e.g. the first difference is-The second difference is-… …, And determining whether the number of mass flow differences greater than the set mass flow threshold is less than a first number;
If so, the current multiple periodic motion functions are adopted to respectively control the second blowing and sucking mechanisms to perform periodic motion, and the mass flow value at each moment tends to be stable under the synergistic effect of the multiple second blowing and sucking mechanisms, so that the flight stability and safety of the aircraft are improved;
If not, modifying at least one corresponding phase difference, and recalculating the mass flow difference value at two adjacent second moments until the mass flow difference value meets the corresponding judgment rule.
In some embodiments, the flap is divided into a first region and a second region in sequence along a leading edge to trailing edge direction, and the wing flow control system further comprises: the third air blowing and sucking mechanism is arranged at the second area and comprises: a fifth channel, a third chamber, and at least one sixth channel, an inlet end of the fifth channel disposed on an upper surface of the flap, the at least one sixth channel comprising: the air outlet end of the first sub-channel is arranged on the upper surface of the flap, and the air outlet end of the second sub-channel is arranged at the end part of the rear edge of the flap.
In some embodiments, the method further comprises:
s106, when the aircraft is in a second state, acquiring a second lifting force lifting value required by the aircraft, wherein the second state comprises the following steps: a cruising state;
S107, controlling a second working state of the third blowing and sucking mechanism according to the second lifting force lifting value; wherein S107 includes: when the second lift force lifting value is smaller than or equal to a preset second lift force lifting threshold value, the first sub-channel is kept open, and the second sub-channel is closed; and when the second lift force lifting value is larger than the second lift force lifting threshold value, keeping the first sub-channel closed and opening the second sub-channel.
The channel of the third blowing and sucking mechanism is adjusted, so that the dynamic regulation and control of the lift force value of the aircraft in the cruising state is realized.
For example, in some embodiments, to simplify the wing control system, a solution in which the periodic function is relatively fixed (for example, for the third blowing and sucking mechanism, a preferred periodic function may be preset by an engineer at the beginning of the flight to control the movement rule of the piston), and the position of the air outlet end is directly adjusted, so as to simply adjust the lift efficiency, and reduce the design pressure of the adjusting system.
Therefore, the scheme controls the plurality of blowing and sucking mechanisms by adopting different motion functions, and correspondingly provides a phase evaluation method applied to the multi-period function, so that the lifting force value generated by the blowing and sucking mechanisms on the aircraft is lifted to be stable, the fluctuation of the lifting force variation is effectively reduced, and the flight safety is improved.
Preferably, in order to improve the reliability of the phase difference adjustment, in some embodiments, the calculating the total mass flow at the plurality of second moments by the mass flow of the plurality of periodic motion functions includes:
step a), selecting a target period from a plurality of periods T of a plurality of periodic motion functions by adopting a first selection rule, wherein the first selection rule is as follows:
when a plurality of periods are ordered according to the length of the periods, a corresponding target period is selected from the periods ordered at the head positions in the corresponding formed sequence (for example, one period can be arbitrarily selected as the target period), the head position is the head period in the sequence, and the head position refers to a position area occupying a first proportion in the sequence (for example, the range pointed by the head position can comprise the previous bit, the previous two periods or the like, and the specific value of the first proportion can be set by a user);
in particular, in some embodiments, the period with the largest period length may be directly selected as the target period.
Step b) selecting a plurality of second moments in the target period;
For example, in some embodiments, a different number of second moments in the target period may be selected in conjunction with different aircraft safety performance requirements, or in conjunction with different flight scenarios.
Step c) calculating the total mass flow at a plurality of second moments;
Correspondingly, in the flow evaluation rule, the mass flow difference at one of the second moments is referred to as: the difference between the total mass flow at the current second time and the maximum mass flow at the target period may also refer to the difference between the total mass flow at the current second time and the minimum mass flow at the target period.
Of course, the maximum mass flow rate herein may refer to a value corresponding to the position of the peak in the mass flow curve, or may also refer to a flow value at a position adjacent to the peak; likewise, the minimum mass flow rate herein may refer to a value corresponding to a trough position in the mass flow curve, or may also refer to a flow rate value at a position adjacent to the trough.
In still or in other embodiments, it refers to the difference between the total mass flow at two adjacent second moments.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many forms may be made by those having ordinary skill in the art without departing from the spirit of the present invention and the scope of the claims, which are to be protected by the present invention.
Claims (9)
1. Wing flow control system based on periodic blowing and sucking air, its characterized in that: the air inlet end of the first channel is arranged on the upper surface of the flap, the air outlet end of the second channel is arranged on the lower surface of the flap, a first piston is slidably arranged in the first chamber, and the end face of the first piston is matched with the inner wall of the first chamber, and the first channel and the second channel form a first air storage space;
The driving mechanism is used for driving the first piston to slide in the first cavity;
when the first blowing and sucking mechanism is in a sucking state, the first channel and the second channel are respectively in an opening state and a closing state, the first piston slides towards the first end of the first chamber, and at the moment, air enters the first air storage space for storage through the first channel;
When the first blowing and sucking mechanism is in a blowing state, the first channel and the second channel are respectively in a closed state and an open state, the first piston slides to the second end of the first chamber, and at the moment, air in the first air storage space is discharged through the second channel; enabling the first blowing and sucking mechanism to perform periodic alternate blowing and sucking;
the second air blowing and sucking mechanism comprises a third channel, a second chamber and a fourth channel which are sequentially arranged, an air inlet end of the third channel is arranged on the upper surface of the flap, an air outlet end of the fourth channel is arranged on the lower surface of the flap, a second piston is slidably arranged in the second chamber, and the second piston divides the second chamber into a first space and a second space;
The air outlet end of the third channel extends to two sides and is respectively communicated with the air inlet ends of the first space and the second space, and the air inlet end of the fourth channel extends to two sides and is respectively communicated with the air outlet ends of the first space and the second space;
the driving mechanism is also used for driving the second piston to slide in the second cavity;
When the second piston slides to the direction of the first space, the air inlet end of the first space and the air outlet end of the second space are closed, and the air outlet end of the first space and the air inlet end of the second space are opened, so that air in the first space is discharged through the fourth channel; while air outside the flap enters the second space for storage via the third channel;
when the second piston slides to the direction of the second space, the air inlet end of the first space and the air outlet end of the second space are opened, the air outlet end of the first space and the air inlet end of the second space are closed, and at the moment, air in the second space is discharged through the fourth channel; while air outside the flap enters the first space for storage via the third channel; so that the second blowing and sucking mechanism can perform periodic synchronous blowing and sucking.
2. The periodic blow-in gas based wing flow control system of claim 1, wherein: the third air blowing and sucking mechanism comprises a fifth channel, a third chamber and a sixth channel, an air inlet end of the fifth channel is arranged on the upper surface of the flap, an air outlet end of the sixth channel is arranged on the upper surface or the rear edge end part of the flap, a third piston is slidably arranged in the third chamber, the end face of the third piston is matched with the inside of the third chamber, and the fifth channel and the sixth channel are matched to form a second air storage space; the driving mechanism is also used for driving the third piston to slide.
3. The periodic blow-in gas based wing flow control system of claim 2, wherein: the flap is divided into a first area and a second area in sequence along the direction from the front edge to the rear edge, the first blowing and sucking mechanism is arranged at the first area, and the third blowing and sucking mechanism is arranged at the second area;
In a first state, the flap is unfolded relative to the main wing of the aircraft, wherein both the first region and the second region are in an exposed state;
in a second state, the flap is stowed and positioned below the main wing, with the first region being covered by the main wing, thereby restricting air from entering the first air-handling mechanism, and the second region being exposed.
4. A wing flow control system based on periodic blow-in gases as claimed in claim 3, wherein: the first state corresponds to an aircraft takeoff and/or landing state and the second state corresponds to an aircraft cruise state.
5. The periodic blow-in gas based wing flow control system of claim 1, wherein: the air inlet end and the air outlet end of the first blowing and sucking mechanism are provided with electric control valves; and the air inlet end and the air outlet end of the second blowing and sucking mechanism are provided with electric control valves.
6. A wing flow control method based on periodic blowing and sucking air is characterized by comprising the following steps of: the method comprises the following steps:
S100 provides a wing flow control system based on periodic blow-in air, the wing flow control system comprising: the second air blowing and sucking mechanism comprises a third channel, a second chamber and a fourth channel which are sequentially arranged, the air inlet end of the third channel is arranged on the upper surface of the flap, the air outlet end of the fourth channel is arranged on the lower surface of the flap, a second piston is slidably arranged in the second chamber, and the second piston divides the second chamber into a first space and a second space; the air outlet end of the third channel extends to two sides and is respectively communicated with the air inlet ends of the first space and the second space, and the air inlet end of the fourth channel extends to two sides and is respectively communicated with the air outlet ends of the first space and the second space;
s101, when the aircraft is in a first state, acquiring a first lifting value required by the aircraft, wherein the first state comprises the following steps: take-off status and/or landing status;
s102, controlling a first working state of the second blowing and sucking mechanism according to the first lifting force lifting value; wherein S102 includes: when the first lifting force lifting value is smaller than or equal to a preset first lifting threshold value, one of the first space and the second space is closed, and the other is opened; and when the first lifting force lifting value is larger than the first lifting threshold value, enabling the first space and the second space to be opened simultaneously.
7. A wing flow control method based on periodic blow-in air as in claim 6 wherein: the flap of the aircraft is provided with a plurality of second blowing and sucking mechanisms, and correspondingly, the method further comprises:
S103, respectively selecting a plurality of periodic motion functions for the second blowing and sucking mechanisms, wherein the periodic motion functions are used for describing the amplitude of the second piston at the first moment t Frequency ω and initial phase; wherein at least two of the periodic motion functions have a phase difference;
s104, passing the first time t and the amplitude by using a preset flow calculation rule Calculating the total mass flow of the second blowing and sucking mechanism at a plurality of second moments in time under at least one period by the frequency omega and the initial phase; the flow calculation rule is as follows:
(1) By means of mass flow functions Characterizing the mass flow corresponding to one of the periodic motion functions;
(2) Determining at least one phase difference of the remaining at least one of the periodic motion functions and the periodic motion function in step (1) The phase difference is the difference value of the initial phases between the two periodic motion functions and is adoptedCharacterizing mass flow corresponding to the rest of the at least one periodic motion function;
(3) Calculating the total mass flow under a plurality of second moments through the mass flow of the periodic motion functions;
s105, judging whether the mass flow accords with a preset flow evaluation rule, wherein the flow evaluation rule requires that the number of mass flow difference values larger than a set mass flow threshold is smaller than a first number; wherein the mass flow difference is the difference between the mass flows at two adjacent second moments;
If yes, the current multiple periodic motion functions are adopted to respectively control the second blowing and sucking mechanism to perform periodic motion;
If not, modifying at least one corresponding phase difference.
8. A wing flow control method based on periodic blow-in air as in claim 7 wherein: the flap is divided into a first area and a second area sequentially along the direction from the front edge to the rear edge, and when the aircraft is in a take-off/landing state, the first area and the second area are both in an exposed state; when the aircraft is in a cruising state, the first area is covered by the wing of the aircraft, and the second area is in an exposed state; and the wing flow control system further comprises: a third air-blowing and sucking mechanism provided at the second region, the third air-blowing and sucking mechanism including: a fifth channel, a third chamber, and at least one sixth channel, an inlet end of the fifth channel disposed on an upper surface of the flap, the at least one sixth channel comprising: the air outlet end of the first sub-channel is arranged on the upper surface of the flap, and the air outlet end of the second sub-channel is arranged at the end part of the rear edge of the flap.
9. A wing flow control method based on periodic blow-in air as in claim 8 wherein: further comprises:
s106, when the aircraft is in a second state, acquiring a second lifting force lifting value required by the aircraft, wherein the second state comprises the following steps: a cruising state;
S107, controlling a second working state of the third blowing and sucking mechanism according to the second lifting force lifting value; wherein S107 includes:
when the second lift force lifting value is smaller than or equal to a preset second lift force lifting threshold value, the first sub-channel is kept open, and the second sub-channel is closed; and when the second lift force lifting value is larger than the second lift force lifting threshold value, keeping the first sub-channel closed and opening the second sub-channel.
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| US6899302B1 (en) * | 2003-12-12 | 2005-05-31 | The Boeing Company | Method and device for altering the separation characteristics of flow over an aerodynamic surface via hybrid intermittent blowing and suction |
| CN116119002A (en) * | 2023-04-14 | 2023-05-16 | 成都流体动力创新中心 | Wing flow control system based on duct fan driving cooperative blowing and sucking air |
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| GB2324351A (en) * | 1997-04-18 | 1998-10-21 | British Aerospace | Reducing drag in aircraft wing assembly |
| US20060102801A1 (en) * | 2004-11-01 | 2006-05-18 | The Boeing Company | High-lift distributed active flow control system and method |
| DE102009006145A1 (en) * | 2009-01-26 | 2010-08-12 | Airbus Deutschland Gmbh | High-lift flap, arrangement of a high-lift flap with a device for influencing the flow on the same and aircraft with such an arrangement |
| JP2016107958A (en) * | 2014-12-06 | 2016-06-20 | 井上 冨士夫 | Boundary layer controller for aircraft |
| ES2967158T3 (en) * | 2018-06-22 | 2024-04-26 | Airbus Operations Slu | air intake system |
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|---|---|---|---|---|
| US6899302B1 (en) * | 2003-12-12 | 2005-05-31 | The Boeing Company | Method and device for altering the separation characteristics of flow over an aerodynamic surface via hybrid intermittent blowing and suction |
| CN116119002A (en) * | 2023-04-14 | 2023-05-16 | 成都流体动力创新中心 | Wing flow control system based on duct fan driving cooperative blowing and sucking air |
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