Abstract: A Flettner rotor that employs localized suction over its surface improves performance and fuel efficiency. Simulations and analysis show that such a method can significantly improve the performance of the Flettner rotor. Improvements in rotor performance enable reduction in fuel costs and greenhouse gas emission by ships or other modes of transport. Improvements in rotor performance can also reduce noise for applications such as drones or other devices having rotors.

Abstract: Provided is an airflow control system for controlling airflow flowing over an upper surface of an aircraft. The airflow control system includes: a blowout port that is provided on a forward side of the upper surface of the aircraft to blow out the airflow; a suction port that is provided closer to the forward side than the blowout port to suck outside air; a fan that is provided on a rearward side of the blowout port to suck air flowing from a forward side and to discharge the air to a rearward side; and a compressor that is provided in a channel extending from the suction port to the blowout port to increase pressure of the outside air sucked from the suction port and to pressure-feed the resulting outside air to the blowout port.

Abstract: A geometry-based flight control system is disclosed. In various embodiments, a set of inceptor inputs associated with a requested set of forces and moments to be applied to the aircraft is received. An optimal mix of actuators and associated actuator parameters to achieve to an extent practical the requested forces and moments is computed, including by taking into consideration dynamically varying effectiveness of one or more actuators based on a current dynamic state of the aircraft. An output comprising for each actuator in the optimal mix a corresponding set of one or more control signals associated with the set of actuator parameters computed for that actuator is provided.

Abstract: A vertical take-off and landing aircraft using a hybrid electric propulsion system, according to an embodiment of the present invention, includes: a first control step (S1) of changing a destination when an engine (10), a power generator (20), an engine control unit (30), a power management device (40), a control unit (50), a battery management system (60), a main battery (62) and the like malfunction, thereby causing a normal flight to be difficult; a second control step (S2) of performing control so that an aerial vehicle (1) glides to a point (T), at which same has entered a first space (CEP-1) required for landing or a wider second space (CEP-2) considered safe, and maintains lift and has minimized flight air resistance after passing through the point (T); a third control step (S3) of performing control so that lift is increased and performing control so that a nose cone is switched into an upward direction; and a fourth control step (S4) of performing control so that lift is gradually reduced, and contro

Abstract: A control method of an air vehicle for urban air mobility (UAM) is provided. The method enable people to more easily control an air vehicle for UAM, and moves in a flight manner familiar to people during flight to allow a driver and passengers comfortably use the air vehicle without discomfort such as motion sickness, dizziness, etc. The control method includes acquiring air vehicle driving information; adjusting an altitude of the air vehicle to a target altitude; adjusting longitudinal acceleration and longitudinal deceleration of the air vehicle; and operating steering during flight of the air vehicle.

Abstract: A leading edge structure (11) for a flow control system of an aircraft (1), including a leading edge panel (13) that surrounds a plenum (17), wherein the leading edge panel (13) has a first side portion (21), a second side portion (27), an inner surface (33) and an outer surface (37), wherein the leading edge panel (13) having micro pores (45) forming a fluid connection between the plenum (17) and the ambient flow (39), wherein a first air inlet/outlet device (49) is arranged in the first side portion (21) and a second air inlet outlet/device (51) is arranged in the second side portion (27), fluidly connected to the plenum (17), and wherein the first air inlet/outlet device (49) comprises a pivotable first door (55) and the second air inlet outlet/device (51) comprises a pivotable second door (61).

Abstract: An aircraft propulsion system includes a propulsive fan assembly configured for assembly into an aircraft structure, the propulsive fan assembly that includes a fan rotatable about a fan axis, an inlet duct assembly disposed within the aircraft fuselage, the inlet duct assembly that includes an upper inlet duct with an upper inlet opening and a lower inlet duct with a lower inlet opening. The upper inlet duct and the lower inlet duct merge into a common inlet duct forward of the propulsive fan assembly, and an outlet duct is disposed aft of the propulsive fan assembly.

Abstract: A synthetic jet actuator includes a cavity layer having an internal cavity for reception of a fluid volume and an orifice providing a fluid communication between the cavity and an external atmosphere; an oscillatory membrane having a piezoelectric material adapted to deflect the oscillatory membrane in response to an electrical signal; and a controller configured to control delivery of electrical signals to the piezoelectric material for controlling operation of the oscillatory membrane based on input data received from one or more sources that informs on a temperature and/or performance level of a targeted objected for cooling. The actuator may further include a thermal element for affecting modified temperature control; and the actuator may be integrated into a surface of a thermally diffusive structure for dissipating heat from a thermal load.

Abstract: An aerodynamic element includes at least one first, fixed aerodynamic part including a box section that is covered at least partly by a plate with an extreme part, and one second aerodynamic part including a peripheral surface with an end and at least one holding element provided with a shoulder which forms, with the extreme part of the plate, a groove in which the end of the peripheral surface can be housed, such that the peripheral surface and the plate form a junction having an ascending profile. The presence of the groove makes it possible to obtain a continuous ascending junction with favors a laminar airstream on the upper surface of the aerodynamic element.

Abstract: A surface pattern for a vehicle includes an upper body component having a forward end, a rearward end, and an upper surface that tapers as the upper body component extends along a portion of a length of the vehicle from the forward end to the rearward end of the component. The upper surface includes a plurality of rearward facing steps extending along the tapered portion of the upper surface toward the rearward end of the component.

Abstract: An aircraft propulsion unit includes an electric motor, at least one accessory unit used for operating the electric motor, an inverter module, the inverter module including a plurality of inverters for powering the electric motor and the at least one accessory unit, and a cooling system coupled to the electric motor and the inverter module, the cooling system comprising a coolant path for circulating a coolant through or adjacent to the electric motor and the at least one accessory unit.

Abstract: A system includes a surface having a fluid flowing over the surface. The fluid includes a flow regime having a streamwise length scale greater than about 100 times ? and less than about 100,000 times ?, where ? is a viscous length scale of the flow regime, and a convective time scale greater than about 10?? and less than about 10,000??, where ?? is a viscous time scale of the flow regime. The system includes a controller that causes at least one of motion the surface to modify fluid flow in the flow regime based on the streamwise length scale and the convective time scale or motion of the flow regime based on the streamwise length scale and the convective time scale.

Abstract: A gas turbine engine includes a compressor. A turbine is mechanically connected to the compressor by a shaft. An air-driven auxiliary turbine is in fluid communication with the compressor and is configured to receive pressurized air from the compressor. An auxiliary generator is operably connected to the auxiliary turbine. The auxiliary generator is configured to generate electrical energy in response to an operation of the auxiliary turbine. An energy storage device is in electrical communication with the auxiliary generator.

Abstract: A fluid system has a lengthwise axis, a chord length, a first body portion, a second body portion, a spacer, and a fluid pressurizer. The first body portion and the second body portion cooperatively define an injection opening, a suction opening, and a channel that extends from the injection opening to the suction opening. The fluid pressurizer is disposed within the channel cooperatively defined by the first body portion and the second body portion. The first body portion defines a cavity that is sized and configured to filter debris that enters the channel during use and provide a mechanism for removing the debris from the system.

Abstract: A first power source, a second power source, and a power controller are provided, where a vehicle that includes the first power source, the second power source, and the power controller is capable of flying in a transitional mode between a hovering mode and a forward flight mode. The power controller selects one or more of the first power source and the second power source to power a rotor included in the vehicle during the transitional mode.

Abstract: The invention discloses a lift source for an aircraft comprising a fuselage and wings, wherein first channels are formed in the wings, a plurality of first inlets are formed in upper surfaces of the wings, a plurality of first pressure ports are formed in lower surfaces of the wings and are communicated with the first inlets via the first channels; and spoiler devices are arranged in the first channels and under the effect of the spoiler devices, form high-speed fluid layers on the upper surfaces of the wings, thereby generating a pressure difference from the lower surfaces of the wings which counteracts an external fluid pressure on the upper surfaces of the wings in the opposite direction, so a lift is generated by reduction of fluid resistance when fluid flows through the upper and lower surfaces of the wings, thereby developing a high-speed aircraft with a larger lift and thrust.

Abstract: A gas turbine engine includes a compressor. A turbine is mechanically connected to the compressor by a shaft. An air-driven auxiliary turbine is in fluid communication with the compressor and is configured to receive pressurized air from the compressor. An auxiliary generator is operably connected to the auxiliary turbine. The auxiliary generator is configured to generate electrical energy in response to an operation of the auxiliary turbine. An energy storage device is in electrical communication with the auxiliary generator.

Abstract: Sound absorbers and airframe components comprising such sound absorbers are disclosed. In one embodiment, an airframe component comprises an aerodynamic surface (48) and a sound absorber (38). The sound absorber (38) comprises a perforated panel (40) having a front side exposed to an ambient environment outside of the airframe component and an opposite back side. The panel (40) comprises perforations extending through a thickness of the panel for permitting passage of sound waves therethrough. The sound absorber (38) also comprises a boundary surface spaced apart from the perforated panel. The boundary surface and the back side of the perforated panel (40) at least partially define a cavity in the airframe component for attenuating some of the sound waves entering the cavity via the perforations in the perforated panel (40).

Abstract: An environmental control system (ECS) for a multi-engine aircraft includes a controller configured to switch the ECS between a plurality of operating modes. The plurality of operating modes includes a first operating mode configured to receive bleed air from each engine of the aircraft in a first environmental condition, wherein the pressure of the bleed air is about equal from each engine. The plurality of operating modes includes a second operating mode configured to receive bleed air from at least one engine of the aircraft in a second environmental condition, wherein the pressure of the bleed air is different between at least two engines.

Abstract: An aerodynamic body operable to both promote laminar flow and satisfy structural requirements is disclosed. A perforated panel skin comprises an inner surface and an outer surface of the aerodynamic body. At least one hollow member is coupled to the inner surface and is operable to suction air from the outer surface and through the perforated panel skin. The at least one hollow member is oriented in a substantially chord-wise direction relative to an airflow over the aerodynamic body.

Abstract: An air vehicle includes an airfoil designed for transonic flight. The airfoil has a region of supersonic flow during transonic flight. A surface of the airfoil has upstream and downstream orifices at or within the region. The air vehicle further includes an active flow control system for controlling air vehicle motion during transonic flight by controlling flow through the orifices to alter strength and location of a shock wave in the region. The system creates an aerodynamic imbalance to move the shock wave.

Abstract: A wing including an airfoil section and having a leading edge, a trailing edge, an upper surface and a lower surface, wherein a region within the airfoil section adjacent the leading edge is ventilated to establish a sub-static pressure in that region during flight. Vents in the upper surface of the wing provide the ventilation.

Abstract: A wing of an aircraft is described, having: a main wing, at least one high lift flap which can be moved between a retracted and an extended position, and a spoiler. The main wing has ejection openings, arranged side-by-side along the main wing spanwise direction, and in the main wing chordwise direction, and which are connected via an air conduit with the outlet device of a flow delivery driver device on the main wing or on the spoiler. The spoiler has inlet openings for the intake of air, which are connected via an air conduit with the inlet device of the flow delivery driver device. The flow delivery driver device has a receiver device for the reception of command signals for purposes of adjustment of the flow delivery driver device. An arrangement of a wing with a device for purposes of flow control with such a wing is also described.

Abstract: The invention discloses an aircraft generating a larger lift from its interior. The fluid channel inside the aircraft communicates with the engine and the ports on the upper surface of the outer shell. With the powerful suction of the engine, the fluid on the upper surface of the outer shell is quickly sucked into the fluid channel via respective ports under conditions of long path, large area, high speed and low air pressure, which results in large lift from the interior of the aircraft. In the course of generating the lift, the fluid resistances of the fluid wall and the fluid hole are sucked into the fluid channel through the ports at the front and the surrounding area of the aircraft, then high-speed fluid is emitted from the rear port. This approach contributes greatly to the transformation of the existing aircraft. The unified big wing significantly improves the lift, the speed and the carrying capacity of the existing aircraft with lowered energy consumption.

Abstract: An aerodynamic body operable to both promote laminar flow and satisfy structural requirements is disclosed. A perforated panel skin comprises an inner surface and an outer surface of the aerodynamic body. At least one hollow member is coupled to the inner surface and is operable to suction air from the outer surface and through the perforated panel skin. The at least one hollow member is oriented in a substantially chord-wise direction relative to an airflow over the aerodynamic body.

Abstract: An oscillatory vorticity generator device for controlling the flow on an aero- or hydrodynamic surface of an element, the oscillatory vorticity generator device comprising: two main walls, positioned opposite to each other, forming a first pair of walls and two other walls, the four walls each having proximal and distal ends, the distal ends connected to an aero- or hydrodynamic surface; a connection connecting the walls at their proximal ends; and an opening in the aero- or hydrodynamic surface, the opening being substantially contiguous with the two main walls and the two other walls.

Abstract: An active and passive boundary layer control system and method for reducing boundary layer separation and the resulting form drag from ground vehicles. Tubings with multiple venturis connected in series are attached to the side and/or roof of the ground vehicle. A flow of compressed air is created by an engine auxiliary, e.g., a turbocharger or a supercharger, or by a designated blower and injected into the tubings. Suction created by the venturis actively removes decelerated fluid from the boundary layer and keeps the boundary layer flow attached. Optionally, the system exhausts the air in concentrated free jets along the vehicle body to a series of passive boundary layer control devices, such as vortex generators.

Abstract: A device for reducing the aerodynamic drag of a leading surface of an aircraft includes at least one air permeable structure disposed in an area of the leading surface and a suction device configured to interact with the at least one air permeable structure.

Abstract: A device for boundary layer suction on the outer skin of an aircraft, on which outer skin a surface where drawing off by suction can take place comprising openings is connected to a suction source by way of at least one suction line, wherein the surface where drawing off by suction can take place is formed by at least one panel-shaped composite component that comprises an extruded profile, made of light metal, as a base body, which extruded profile comprises several suction channels that are open towards the outer skin, onto which base body, for the purpose of forming the outer skin, a micro-perforated metal cover sheet has been applied in the region of the surface where drawing off by suction can take place.

Abstract: An aerodynamic body operable to both promote laminar flow and satisfy structural requirements is disclosed. A perforated panel skin comprises an inner surface and an outer surface of the aerodynamic body. At least one hollow member is coupled to the inner surface and is operable to suction air from the outer surface and through the perforated panel skin. The at least one hollow member is oriented in a substantially chord-wise direction relative to an airflow over the aerodynamic body.

Abstract: An airfoil boundary layer control system may be provided. The airfoil boundary layer control system may include at least one airfoil that may include a first surface and a second surface coupled together at a leading edge and a trailing edge; at least one hollow chamber defined within the at least one airfoil; and an aperture defined in the airfoil and positioned substantially near the trailing edge, the aperture coupled in flow communication with the at least one hollow chamber; a pressure source coupled in flow communication with the at least one hollow chamber.

Abstract: An air pump positioned within a hollow space in an aerodynamic structure for controlling the flow over an aerodynamic surface thereof, includes a movable member linearly displaced by a very low friction piston mechanism and a compression chamber open to the exterior of the aerodynamic surface through an orifice. Reciprocal displacement of the very low friction movable member changes the volume of the compression chamber to alternately expel fluid (e.g., air) from and pull fluid into the compression chamber through the orifice. The movable member includes a piston oscillating within a piston housing each having an ultra-low friction coating for improved thermal performance and reduced maintenance. Fluid intake to the compression chamber may be increased through the use of a one-way valve located either in the aerodynamic surface, or in the piston. Multiple flapper valves may surround the orifice in the aerodynamic surface for increased fluid control.

Abstract: A flow body is disclosed, particularly for aircraft. The flow body includes an outer side impinged on in a predetermined manner by a fluid in a direction of impinging flow, the flow body having on its outer side at least one flow control device including micro-perforations arranged in at least one segment of the outer side, at least one connecting passage communicated with the micro-perforations via at least one suction chamber so fluid flowing through the micro-perforations flows via the suction chamber into the connecting passage, at least one suction device having a first inlet communicated with the connecting passage, a second inlet communicated with at least one ram fluid feed line, wherein the ram fluid feed line is in a region of the flow body opposite to the direction of impinging flow of the flow body, and an outlet device for discharging the fluid.

Abstract: A surface element, e.g. a wing, of an aircraft includes a leading edge, a high lift device arrangement positioned along the leading edge and at least one add-on body positioned in a leading edge region, wherein the high lift device arrangement is interrupted in the region of at least one add-on body for preventing collision with the add-on body and wherein the surface element includes an arrangement of openings in a region covering the add-on body, which openings are connected to an air conveying device for conveying air through the openings. Thereby an additional flap for harmonizing the flow above a pylon or other add-on body can be eliminated.

Abstract: A system and method for reducing the noise penalty of a pusher propeller, allowing an aircraft to retain its advantages for UAV configurations, while allowing acoustic performance similar to that of a tractor propeller by reducing, or eliminating, propeller noise emissions. The system and method provide an airfoil-shaped flight surface with (i) a scoop configured to route boundary layer air and associated wake from said flight surface, and (ii) a suction device configured to provide a suction pressure, wherein the scoop routes boundary layer air from the flight surface to the suction device via an opening in the flight surface.

Abstract: A high-lift system for an aircraft with a main wing and a slat that by way of an adjustment device is adjustable relative to the main wing to various adjustment states, with a gap resulting between the rear of the slat, which rear faces the main wing, and the main wing, where the size of the gap results from the adjustment state of the slat relative to the main wing, where in the interior of the slat an air guidance channel with at least one inlet and an outlet is formed, where the inlet is arranged at the rear, which faces the main wing, in order to influence the airflow in the gap.

Abstract: Concepts and technologies described herein provide for the creation of an actuating fluid flow utilizing a multi-stage actuator. According to one aspect of the disclosure provided herein, a fluid actuation system includes at least two stages, each stage having a plenum and one or two diaphragms acting on the plenum to create an actuating fluid flow. The diaphragms of each stage may be substantially aligned along an axis. The actuating flow is aggregated between stages and expelled into a fluid flow to be controlled. According to various aspects, the diaphragms may include piezoelectric discs.

Abstract: An air-sucking vehicle fuselage component includes an outer delimitation part, and inner delimitation part, and connecting elements. The inner delimitation part is connected via the connecting elements to the outer delimitation part. The outer delimitation part includes a continuously curved shape. The inner delimitation part includes two or more flat delimitation part components, which are each connected to one another at one edge to form a connection edge, and the connection edge is configured to be attached to the outer delimitation part. A type of framework structure is thus provided, which causes increased stability and can split impacting objects in particular if two inner delimitation part components are used on the vehicle fuselage component.

Abstract: A flow body is disclosed, particularly for aircraft. The flow body includes an outer side impinged on in a predetermined manner by a fluid in a direction of impinging flow, the flow body having on its outer side at least one flow control device including micro-perforations arranged in at least one segment of the outer side, at least one connecting passage communicated with the micro-perforations via at least one suction chamber so fluid flowing through the micro-perforations flows via the suction chamber into the connecting passage, at least one suction device having a first inlet communicated with the connecting passage, a second inlet communicated with at least one ram fluid feed line, wherein the ram fluid feed line is in a region of the flow body opposite to the direction of impinging flow of the flow body, and an outlet device for discharging the fluid.

Abstract: This invention relates to a method and system (10) for controlling the boundary layer of an airfoil (12) to reduce profile drag during flap deflection. The system (10) comprises first means for blowing air from a lower surface (14) of the airfoil (12) to trip airflow from laminar flow to turbulent flow during positive flap deflection; and second means for applying a suction force at the lower surface (14) of the airfoil (12) to preserve laminar flow during negative flap deflection.

Abstract: The invention relates to a device for boundary layer suction on the outer skin of an aircraft, on which outer skin a surface where drawing off by suction can take place comprising openings is connected to a suction source by way of at least one suction line, wherein the surface where drawing off by suction can take place is formed by at least one panel-shaped composite component that comprises an extruded profile, made of light metal, as a base body, which extruded profile comprises several suction channels that are open towards the outer skin, onto which base body, for the purpose of forming the outer skin, a micro-perforated metal cover sheet has been applied in the region of the surface where drawing off by suction can take place. Furthermore, the invention also relates to a method for producing such a panel-shaped composite component.

Abstract: A cooling system on board an aircraft includes a device for removing by suction a boundary layer, and a heat exchanger through which flows the boundary layer air that has been removed by suction. Cooling by way of a ram air channel can be reduced or entirely stopped, depending on the flight phase, such that the air drag of the aircraft and thus the fuel consumption can be reduced.

Abstract: A system and method for control of a fluid flow. The system includes an array of interdependent fluidic actuators, each including a chamber, a flow control port, and opposite side walls configured to expand apart and contract together to flow a control fluid through the flow control port in response to an input, wherein adjacent actuators in the array of interdependent fluidic actuators are integrally coupled together via a common side wall of the opposite side walls.

Abstract: An aerodynamic body operable to both promote laminar flow and satisfy structural requirements is disclosed. A perforated panel skin comprises an inner surface and an outer surface of the aerodynamic body. At least one hollow member is coupled to the inner surface and is operable to suction air from the outer surface and through the perforated panel skin. The at least one hollow member is oriented in a substantially chord-wise direction relative to an airflow over the aerodynamic body.

Abstract: A helicopter comprising a drive having an air intake conduit, a main rotor connected functionally to the drive and a transmission interposed functionally between the main rotor and the drive and housed in a housing. The helicopter further comprises at least one air intake having a first inlet fluidly connected to the intake conduit, at least one second inlet fluidly connected to the housing and deflecting means interacting, in use, with an airflow to divide the airflow into a first and a second airflow. The air intake also has guide means for guiding the first airflow along a first path extending from the deflecting means to the first inlet, and for guiding the second airflow along a second path separate from the first path and extending from the deflecting means to the second inlet.

Abstract: An aerodynamic body with a plurality of nozzles for throttling a fluid flow to be removed by suction through the nozzles in a self-regulated fashion is disclosed. The aerodynamic body according to one example, includes a plurality of throttling nozzles with a throttle section that is defined by an inlet and an outlet. In one example, the interior wall of the throttle section may be designed such that an effective flow cross section is reduced in a self-regulated fashion due to the creation of turbulences on the interior wall of the throttle section as the pressure differential between the inlet and the outlet of the throttle section increases.

Abstract: An air discharge device includes a grid that is connected to an aerodynamic surface of an aircraft. The grid includes a number of openings delimited by intermediate zones that are arranged in the extension of the aerodynamic surface of the aircraft and at least one longitudinal reinforcement separating the openings into at least two stages. The dimensions and/or the surface ratio of the perforated zones that correspond to openings and non-perforated zones that correspond to intermediate zones or to the longitudinal reinforcement are such that they create a depression close to the air discharge.

Abstract: A system and method for generating lift provided by a multi-element aircraft wing are provided. The system includes a main wing element, a slat interconnected to the main wing element, and a flap interconnected to the main wing element. The system also includes at least one port defined in at least one of the slat, main wing element, and flap. In addition, the system includes at least one fluidic device operable to regulate fluid flow into and out of the at least one port to control boundary layer flow over at least one of the slat, main wing element, and flap.

Abstract: Passive removal of suction air for producing a laminar flow, and associated systems and methods are disclosed. One such method includes forming a laminar flow region over an external surface of an aircraft by drawing air through the external surface and into a plenum. The method can further include passively directing the air from the plenum overboard the aircraft. For example, the air can be passively directed to a region external to the aircraft having a static pressure lower than a static pressure in the plenum, as a result of the motion of the aircraft. Flows from different sections of the external surface can be combined in a common plenum, and the corresponding massflow rates can be controlled by the local porosity of the external surface.

Abstract: A device for reducing the aerodynamic drag of a leading surface of an aircraft includes at least one air permeable structure disposed in an area of the leading surface and a suction device configured to interact with the at least one air permeable structure.