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WO2008017567A1 - Admission d'air d'un moteur à réaction - Google Patents

Admission d'air d'un moteur à réaction Download PDF

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Publication number
WO2008017567A1
WO2008017567A1 PCT/EP2007/057137 EP2007057137W WO2008017567A1 WO 2008017567 A1 WO2008017567 A1 WO 2008017567A1 EP 2007057137 W EP2007057137 W EP 2007057137W WO 2008017567 A1 WO2008017567 A1 WO 2008017567A1
Authority
WO
WIPO (PCT)
Prior art keywords
air inlet
air
inlet
jet engine
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2007/057137
Other languages
German (de)
English (en)
Inventor
Konrad Schafroth
Hans Pflugshaupt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TEAM SMARTFISH GmbH
Original Assignee
TEAM SMARTFISH GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by TEAM SMARTFISH GmbH filed Critical TEAM SMARTFISH GmbH
Publication of WO2008017567A1 publication Critical patent/WO2008017567A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/10—All-wing aircraft
    • B64C2039/105—All-wing aircraft of blended wing body type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • B64D2033/0226—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes comprising boundary layer control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/02—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes
    • B64D2033/0266—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes specially adapted for particular type of power plants
    • B64D2033/0286—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of combustion air intakes specially adapted for particular type of power plants for turbofan engines
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/10—Drag reduction

Definitions

  • the invention relates to an air intake of a jet engine of an aircraft and a method for operating a jet engine of an aircraft having the features of the independent claims.
  • Modern aircraft are powered by jet engines.
  • a jet engine draws in the ambient air and compresses it to increase the pressure in a compressor.
  • the fuel is injected and the resulting fuel-air mixture is then burned.
  • the combustion associated with expansion increases the temperature and flow rate, with the static pressure of the gas falling slightly.
  • the flow energy supplied to the gas is then discharged in the turbine behind it and converted into rotary motion, with the gas partially expanding further.
  • the turbine serves as the drive of the compressor, the fan and other aggregates such as e.g. of the generator and hydraulic pumps.
  • the gas expands almost to ambient pressure into the exhaust nozzle located behind the turbine, further increasing the flow rate.
  • the actual propulsion force thrust
  • turbofan engines are characterized by at least two coaxial shafts and an enlarged first compressor stage, which is driven by its own turbine part. Behind her, the air flow divides into an inner air flow, which enters the actual gas turbine, and an outer air flow, which is passed outside of the turbine on.
  • Outstanding technical feature of a turbofan is the bypass ratio, so the ratio the amount of air flowing outside through the fan to the amount of air flowing through the gas turbine.
  • the inlet is "only" a pipe, through which the air required by the engine is supplied to the compressor.
  • the geometrical design of the inlet is to be achieved in particular that the flow of the compressor is stable, as evenly as possible over the cross section and with a for the compressor optimum speed (about Mach 0.4 to 0.5) takes place - and at the lowest possible pressure losses and in all attitudes and power settings.
  • the flow velocity is of course zero - the air flow must be accelerated in the inlet.
  • the air is drawn in from all directions: directly from the front, radially or behind the inlet lip.
  • the flow tube which approaches the inlet lip, has a larger diameter than the inlet cross section of the inlet lip.
  • Figure 1 shows the known from the prior art flow conditions of a flow tube at different speeds.
  • Ideal would therefore be an air intake with the largest possible cross-section for take-off and climb and a small cross-section for cruising.
  • the air inlet in the immediate vicinity of the fuselage or wings.
  • the boundary layer formed by the flow of the surfaces in front of the air inlet is removed, for example, by the boundary layer is sucked through a porous surface, or by the energy is supplied to the boundary layer by blowing air at high speed, or by the boundary layer is led away from the engine inlet through a separating plate. All these systems work, but have disadvantages such as additional resistance, or are very complex to implement.
  • the dividers are according to the prior art sharp-edged and mounted with the edge perpendicular to the flow direction. With every mismatch, a small detachment thus occurs at the leading edge of the separating plate. Since the leading edge is unswept, In addition, there is still a local shock, which increases the losses even further.
  • One way to reduce the noise pollution for the residents of an airfield is to place the engine on the fuselage or the wing surface of an aircraft. As a result, the noise generated by the fan is radiated upward and thus reduces the noise.
  • Another advantage of this arrangement is that fewer FOD (Foreign Object Damage) damage occurs because the engine is largely protected by the hull or wings from sucking small rocks or debris from the roadway. Disadvantages of this arrangement, however, are that then the engine is arranged in the region of a thick boundary layer and outside of it in a flow region with increased speed.
  • the aim of the invention is also to be able to arrange the air inlet of an engine where there is a boundary layer, for example on the fuselage / wing top of a blended wing body aircraft and at the same time to have a uniform velocity and pressure distribution at the engine entrance.
  • an air inlet of a jet engine of an aircraft wherein the housing is mounted on the surface of the aircraft, so that the flow located in front of the air inlet has a surface layer facing the surface, the air inlet of two separate inputs, wherein the second air inlet is located near the surface and substantially receives the near-surface boundary layer air and the first air inlet is disposed above the second air inlet and receives substantially air outside the boundary layer, wherein the first air inlet is guided directly into the jet engine, wherein the second air inlet annularly around the first air inlet is guided and opens, if necessary, in front of the jet engine together with the first air inlet into the jet engine.
  • the air inlet is combined from two inlets.
  • the first air inlet receives air outside the boundary layer
  • the second air inlet receives the air of the boundary layer.
  • the second air inlet is annularly guided around the first air inlet and, if necessary, the air of the second air inlet is supplied to the jet engine.
  • the second air inlet can be guided annularly around the first air inlet, the air of the second air inlet is supplied to the jet engine both in the start and in the cruise case.
  • baffles may be present in the second air inlet to achieve a desired velocity and pressure distribution.
  • the engine in cruising flight can advantageously be fed only with the first air inlet and the boundary layer entering the second air inlet can be guided so that it can not get into the engine.
  • the air is used, for example, to cool structures in the engine area and to power the air conditioning; the excess air that is not for the Engine flow and the internal systems of the aircraft is used, is blown out at a point on the aircraft again, where as little air resistance is generated.
  • the first air inlet is chosen so that the area of the air inlet at the entrance has the same cross-section as the corresponding power tube in cruising flight.
  • the boundary layer has to be removed with a dividing element which is rounded everywhere and swept everywhere.
  • the separating element takes the form of a protruding, "gothic" or pointed arched arrowhead.
  • Fig. 1 shows the flow conditions of a flow tube known from the prior art at different speeds
  • Fig. 2 shows a view of an air inlet according to the invention, which consists of two separate inlets, each having the cross-sectional area A1 and A2;
  • FIG. 3 shows an overall view of a jet engine according to the invention with the flow conditions in the air inlet during starting;
  • FIG. 4 shows an overall view of a jet engine according to the invention with the flow conditions in the air inlet in cruising flight;
  • FIG. 5 shows a front and a side view of the cross-sectional areas A1 and A2 of the two air inlets in front of the jet engine;
  • FIG. 6 illustrates a first embodiment of an air inlet according to the invention with a separating plate;
  • Fig. 7 shows a first embodiment of an inventive air inlet with a separating plate
  • Fig. 8 shows an embodiment of a tapered air inlet
  • FIG. 9 shows an example of an aircraft (blended wing body) with an inventive air intake on the surface.
  • Figure 2 shows a front and a side view of an inventive air intake 2, 3 of a jet engine 1.
  • the air inlet 2, 3 is surrounded by a semi-circular housing 5, which is mounted on the surface 6 of the aircraft.
  • the surface 6 could be the fuselage or the wings of the aircraft.
  • the housing 5 has on the front side an inlet lip 51, which is acted upon directly by the incoming flow.
  • the inventive air inlet consists of two separate inlets 2, 3, each having the cross-sectional area A1 and A2.
  • the second air inlet 3 is arranged directly on the surface 6 and has a substantially square inlet cross-section, while the first air inlet 2 is arranged above the second air inlet 3 and has a substantially semicircular inlet.
  • FIG. 2 also shows the velocity distribution which the flow has directly in front of the air inlet.
  • the flow has a boundary layer 9 directed towards the surface 6, which has a variable speed, while a substantially uniform speed is established thereabove.
  • the air inlet according to the invention is now constructed in such a way that the first air inlet 2 with the cross-sectional area A1 receives substantially air outside the boundary layer 9, while the second air inlet 3 is provided with the transverse air flow.
  • Section A2 is essentially only the near-surface boundary layer air is supplied.
  • the boundary layer thickness can vary depending on the flow conditions and velocities, it is conceivable within certain limits that the second air inlet 3 also receives additional air outside the boundary layer.
  • a very large boundary layer 9 is present on the surface 6, it could happen that the boundary layer 9 grows beyond the second air inlet 3 into the first inlet 2.
  • a partition wall for example, a separating plate 7 (engl, splitter plate) arranged.
  • the separating plate 7 also has a flow-in inlet lip 71 at the front side.
  • FIG. 3 shows a section through a jet engine 1 according to the invention with the flow conditions in the air inlet 2, 3 when starting the aircraft.
  • the engine 1 is additionally supplied with air from the second inlet 3 (boundary layer inlet).
  • the air from the boundary layer inlet 3 is annularly mixed with the air from the inlet 2.
  • This annular admixture is shown very well in FIG. 5.
  • Figure 5 shows a front and a side view of the cross-sectional areas A1 and A2 of the two air inlets 2, 3 in front of the engine inlet 11 of the jet engine 1.
  • the engine 1 receives sufficient air, and the velocity and pressure distribution on entering the engine. 1 is OK. With increasing airspeed but less and less air from the boundary layer inlet is needed so that the engine 1 works optimally.
  • FIG. 4 shows an overall view of a jet engine 1 according to the invention with the flow conditions in the air inlet 2, 3 in cruising flight.
  • the engine 1 In cruising the engine 1 is fed only with the air inlet 2.
  • the area A1 is smaller than the cross section of the engine inlet 11, ie the air inlet 2 at the same time has the function of a diffuser.
  • the air inlet 3 with the cross-sectional area A2 plays the role of the boundary layer diverters. In cruise, the boundary layer 9, which enters the air inlet 3, guided so that they can not get into the engine 1.
  • the air may be used to cool structures in the engine compartment and / or to power the aircraft's air conditioning system; the excess air, which is not used for the engine cooling and internal systems of the aircraft, is blown out again at a point on the aircraft where it produces low air resistance.
  • the air inlet 2 is selected so that the surface A1 has the same cross-section as the corresponding flow tube in cruising flight.
  • FIG. 4 A conceivable configuration is shown in Figure 4:
  • the air from the second air inlet 3 is guided around the engine 1 and then admixed with the flow of the outlet 4, which exits the engine 1.
  • the geometry can even be designed so that the engine jet at least sucks in the air from the second air inlet 3, which is roughly comparable to a water jet pump. In cruising flight, therefore, the engine 1 is essentially supplied with air outside the boundary layer 9 from the first air inlet 2, and the air of the boundary layer 9 is taken up by the inlet 3, guided by the engine 1 and blown out at the back.
  • a system of controlled flaps may also be installed, which are controlled manually or with a computer depending on the operating condition of the aircraft and the engine, so that the efficiency of the engine is optimal and the external air resistance is minimized by the engine installation.
  • two flaps can be installed.
  • One flap controls the air flow of the boundary layer inlet 3 to the engine inlet 11
  • the second flap controls the air flow from the boundary layer inlet to the engine end 12 or to the outlet 4 and / or the other structures of the engine.
  • the flaps must be controlled in any case so that they allow the air from the boundary layer inlet 3 only in one direction, the first flap from the boundary layer inlet 3 towards engine inlet 11, the second flap from the boundary layer inlet 3 towards engine outlet 12. It must be prevented that warm Retract air from engine exit 12 and enter engine entrance 11. Likewise, it must be prevented that air from the main inlet 2 can enter the boundary layer inlet 3 in front of the engine inlet 11.
  • the flaps may be simple check valves 8 or flaps 8 with a check valve, which are preferably equipped with a damping device, so that the system is not susceptible to vibration.
  • a check valve is in fluid technology, a directional valve, which automatically blocks the passage of the medium (hydraulic fluid, compressed air) in a flow direction. Constructively, the lock is released by a spring which presses a flap or a membrane into the respective seat. If there is a pressure in the direction of the passage that can overcome the force of the return spring, the sealing element is lifted off the seat and the flow is released.
  • the air from the second inlet 3 is only annularly guided around the first air inlet 3 and the air of the second air inlet 3 is supplied to the jet engine 1. Since in cruising the boundary layer is large, the amount of air that is supplied via the boundary layer inlet, low. In this case, guide baffles may be present in the second air inlet 3 in order to achieve a desired velocity and pressure distribution there. It may be necessary in this case that the turbine blades are shaped differently for this design case.
  • the first and the second air inlet 2, 3 can be separate inlets, but can also only be separated by a separating plate 7, as can be seen in FIG.
  • An embodiment with a separating plate 7 is shown in FIGS. 6 and 7.
  • the shown separating plate 7 of the two figures 6 and 7 protrudes from the air inlet 2, 3 against the flow direction.
  • the flow conditions are almost never ideal, and therefore sharp edges must be avoided so that detachment can be avoided.
  • additional resistance arises, and secondly, it can then not be ensured that the engine 1 is provided with sufficient air, which, thirdly, can lead to a loss of efficiency and / or loss of thrust.
  • This can be achieved by providing the separating plate 7 with a round, thick inlet lip 71 (compare FIGS. 3, 4, 7).
  • the thickness of the inlet lip 71 of the separating plate 7 should be at least one fifth of the thickness of the inlet lip 51 of the housing 5.
  • the baffle 7 is fixed laterally to the housing 5 of the air inlet 2, 3 and has a substantially round or ellipsoidal shape, which extends with a counter to the flow radius of the housing 5 in a plane of the incoming flow.
  • An imaginary center of the circle or the ellipse lies on the separating plate 7 in the middle of the housing 5.
  • the separating plate 7 receives a rounded and sharply swept inlet lip 71, as is visible in FIG. This can be avoided that at high Mach numbers and because of the thick inlet lip 71 problems caused by bumps.
  • the separator has the shape of a protruding, "gothic" or pointed arched pointed tip.
  • the second air inlet 3 is further away from the first air inlet 2, and the engine outlet 12 with the channel arranged around it acts like a water jet pump with sufficient suction force, which sucks the boundary layer air from the second air inlet 3 and so generates a unique flow direction. So that as much air with little resistance can be sucked in at the second air inlet 3, it is advantageous if the second air inlet 3 is designed as a separate air inlet with round shapes as possible.
  • the inlet can also be specially designed.
  • One possibility for this is, as visible in FIG. 8, for example, to bevel the housing 5 of the inlet 2 and to pull it forward in the direction of flow.
  • the flow from the forwardly projecting part of the air inlet 2 is partially displaced, which thus results in a concentration of the flow at the cut-off point. This effect can now be exploited to influence the speed and pressure distribution at the engine inlet 11.
  • FIG. 8 shows a chamfer against the direction of flow, but within the scope of the present invention it is also conceivable to reset the housing 5.
  • one air inlet 2, 3 is arranged on the left and right of the surfaces 6 of an aircraft.
  • the second air inlet 3 is in each case guided in a semicircular manner around the first air inlet 2, so that the second air inlet 3 is guided overall annularly around the first air inlet 2.
  • the two partial flows of the air of the first air inlet 2 are brought together and passed together with the air of the second inlet 3 into the jet engine 1. This happens depending on the case of execution as already described if necessary or only in the starting case.
  • the air channel of the first air inlet 2 between the air inlet 2 and the engine inlet 11 has at least one point at least one at least at one point kidney-shaped cross-section.
  • the embodiment of an air inlet which consists of two parts, wherein both parts are merged, is independent of the described embodiment. In front of the jet engine 1, the two partial flows of the air of the first air inlet are brought together and passed together in the jet engine.
  • the air channel of the first air inlet between the air inlet and the engine inlet can have a kidney-shaped cross section at at least one point.
  • FIG. 9 shows by way of example an aircraft with an air inlet according to the invention.
  • This aircraft is a so-called blended wing body.
  • A1 Cross section of the first air inlet A2 Cross section of the second air inlet

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Jet Pumps And Other Pumps (AREA)

Abstract

L'invention concerne une admission d'air (2, 3) d'un moteur à réaction (1). L'admission d'air (2, 3) présente un boîtier (5) avec une lèvre d'entrée (51) qui est fixée sur la surface (6) de l'avion. Le flux qui se trouve devant l'admission d'air (2, 3) présente une couche limite (9). L'admission d'air est constituée de deux admissions (2, 3) séparées l'une de l'autre. La première admission d'air (2) reçoit sensiblement de l'air en dehors de la couche limite (9), et la deuxième admission d'air (3) reçoit sensiblement l'air de la couche limite. La première admission d'air (2) est dirigée vers le moteur à réaction (1) et la deuxième admission d'air (3) est dirigée annulairement autour de la première admission d'air (2), les deux admissions d'air débouchant dans le moteur à réaction (1). L'invention concerne également un procédé d'exploitation d'un moteur à réaction (1).
PCT/EP2007/057137 2006-08-11 2007-07-12 Admission d'air d'un moteur à réaction Ceased WO2008017567A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH12952006 2006-08-11
CH01295/06 2006-08-11

Publications (1)

Publication Number Publication Date
WO2008017567A1 true WO2008017567A1 (fr) 2008-02-14

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PCT/EP2007/057137 Ceased WO2008017567A1 (fr) 2006-08-11 2007-07-12 Admission d'air d'un moteur à réaction

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Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2496751A (en) * 2011-11-18 2013-05-22 Snecma Aircraft turbojet intake with boundary layer feed
WO2014077922A2 (fr) 2012-08-24 2014-05-22 United Technologies Corporation Admission de déflecteur de nacelle
US20150122952A1 (en) * 2013-02-28 2015-05-07 United Technologies Corporation Gas turbine engine inlet wall design
EP2597037A3 (fr) * 2011-11-24 2015-11-25 Rolls-Royce plc Aéronef
EP3109153A1 (fr) * 2015-06-25 2016-12-28 Northrop Grumman Systems Corporation Déviateur de couche limite de gradient balayée
EP2578491A3 (fr) * 2011-10-05 2017-11-01 Rolls-Royce plc Conduit pour l'ingestion de la couche limite
CN109550748A (zh) * 2017-09-25 2019-04-02 国家电投集团科学技术研究院有限公司 气体吹扫装置
US10718272B2 (en) 2017-04-18 2020-07-21 United Technologies Corporation Variable-geometry boundary layer diverter
JP2020522644A (ja) * 2017-06-06 2020-07-30 レイセオン カンパニー 障害物を有するアイソレータを備えたフライトビークルエアブリージング推進システム
WO2021007216A1 (fr) * 2019-07-08 2021-01-14 DZYNE Technologies Incorporated Système de récupération de traînée utilisant l'ingestion de couche limite
CN116513466A (zh) * 2023-04-21 2023-08-01 中航西安飞机工业集团股份有限公司 一种涡桨飞机发动机整流唇口及其柔性整体成形方法
EP4219316A1 (fr) * 2022-01-31 2023-08-02 Raytheon Technologies Corporation Échangeur de chaleur à conduit décalé
EP4219314A1 (fr) * 2022-01-28 2023-08-02 Raytheon Technologies Corporation Système de propulsion de ventilateur canalisé par couche limite
US11827339B1 (en) 2023-01-27 2023-11-28 Jetzero, Inc. Apparatus for ingesting boundary layer flow for an aircraft

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US2557522A (en) * 1946-05-28 1951-06-19 Sncase Aerodynes equipped with reaction jet propulsion means
US2604277A (en) * 1945-03-31 1952-07-22 Rateau Soc Jet propulsion and boundary layer control system for aircraft
GB756319A (en) * 1949-07-07 1956-09-05 Edward Archibald Stalker Improvements in aircraft
FR1443200A (fr) * 1965-04-21 1966-06-24 Bristol Siddeley Engines Ltd Groupe propulseur utilisant une turbine à gaz, pour aéronefs
US3532305A (en) * 1967-10-09 1970-10-06 Entwicklungsring Sued Gmbh Variable profile air inlet lip for an aircraft engine
US4590644A (en) * 1985-05-29 1986-05-27 Maniscalco Nunzio T Clam opener
EP1243782A2 (fr) * 2001-03-23 2002-09-25 The Boeing Company Double l'entrée d'air d'un réacteur

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2604277A (en) * 1945-03-31 1952-07-22 Rateau Soc Jet propulsion and boundary layer control system for aircraft
US2557522A (en) * 1946-05-28 1951-06-19 Sncase Aerodynes equipped with reaction jet propulsion means
GB756319A (en) * 1949-07-07 1956-09-05 Edward Archibald Stalker Improvements in aircraft
FR1443200A (fr) * 1965-04-21 1966-06-24 Bristol Siddeley Engines Ltd Groupe propulseur utilisant une turbine à gaz, pour aéronefs
US3532305A (en) * 1967-10-09 1970-10-06 Entwicklungsring Sued Gmbh Variable profile air inlet lip for an aircraft engine
US4590644A (en) * 1985-05-29 1986-05-27 Maniscalco Nunzio T Clam opener
EP1243782A2 (fr) * 2001-03-23 2002-09-25 The Boeing Company Double l'entrée d'air d'un réacteur

Cited By (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2578491A3 (fr) * 2011-10-05 2017-11-01 Rolls-Royce plc Conduit pour l'ingestion de la couche limite
FR2982842A1 (fr) * 2011-11-18 2013-05-24 Snecma Avion
GB2562433B (en) * 2011-11-18 2019-05-15 Snecma A boundary layer air intake for an aeroplane turbojet
US9126679B2 (en) 2011-11-18 2015-09-08 Snecma Airplane including means for taking at least a portion of the boundary layer of the flow of air over a surface
GB2496751A (en) * 2011-11-18 2013-05-22 Snecma Aircraft turbojet intake with boundary layer feed
GB2496751B (en) * 2011-11-18 2018-12-19 Snecma A boundary layer air intake for an aeroplane turbojet
GB2562433A (en) * 2011-11-18 2018-11-14 Snecma An airplane
EP2597037A3 (fr) * 2011-11-24 2015-11-25 Rolls-Royce plc Aéronef
WO2014077922A2 (fr) 2012-08-24 2014-05-22 United Technologies Corporation Admission de déflecteur de nacelle
EP2888461A4 (fr) * 2012-08-24 2016-03-02 United Technologies Corp Admission de déflecteur de nacelle
US9291101B2 (en) * 2013-02-28 2016-03-22 United Technologies Corporation Gas turbine engine inlet wall design
US20150122952A1 (en) * 2013-02-28 2015-05-07 United Technologies Corporation Gas turbine engine inlet wall design
US9758253B2 (en) 2015-06-25 2017-09-12 Northrop Grumman Systems Corporation Swept gradient boundary layer diverter
EP3109153A1 (fr) * 2015-06-25 2016-12-28 Northrop Grumman Systems Corporation Déviateur de couche limite de gradient balayée
US10718272B2 (en) 2017-04-18 2020-07-21 United Technologies Corporation Variable-geometry boundary layer diverter
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