Turbulence Dampening Mechanism

A turbulence dampening system for an aircraft. Using a motion sensor positioned in an airfoil or fuselage of the aircraft, a motion sensor generates signals indicative of relative motion of an airfoil. Lifting action of the airfoil is dampened based upon the signals from the motion sensor. Dampening of the lifting action is through the use of disruption of the air flowing over the airflow.

BACKGROUND OF THE INVENTION

This invention relates generally to airplanes and more particularly to stabilizing mechanism for turbulence.

In fluid dynamics, turbulence is characterized by chaotic changes in pressure and flow velocity and is commonly observed in billowing storm clouds but also occurs in what is termed clear air turbulence. Clear air turbulence occurs at high altitudes and is often encountered by commercial and military aircraft. At lower altitudes, often turbulence is created by rising air from mountains or the terrain configurations or thermals.

Whether at high altitudes or low altitudes, turbulence creates a “rocky” ride disrupting the passengers, scientific instruments, and armaments. If turbulence could be either eliminated or at least dampened, then these problems would be diminished or eliminated completely.

A variety of attempts have been made to address the turbulence problem, including, but not limited to those described in U.S. Pat. No. 7,971,850, issued Jul. 5, 2011, to Heim et al. and entitled “Electroactive Polymer Devices for Controlling Fluid Flow”; U.S. Pat. No. 10,099,793, issued Oct. 16, 2018, to Ulman et al. and entitled “Distributed Electric Ducted Fan Wing”; and, U.S. Pat. No. 11,174,002, issued Nov. 16, 2021, to Kota et al. and entitled “Edge Morphing Arrangement for an Airfoil”, all of which are incorporated hereinto by reference.

It is clear there is a need for automatically dampening turbulence for an airplane in rough weather.

SUMMARY OF THE INVENTION

The invention is a turbulence dampening system for an aircraft. Using a motion sensor positioned in an airfoil or fuselage of the aircraft, the motion sensor generates signals indicative of relative motion of the airfoil. Lifting action of the airfoil is dampened based upon the signals from the motion sensor to “balance” the overall lift experienced by the airfoil. Dampening of the lifting action is via disruption of the air flowing over the airflow.

An aircraft typically has a fuselage with two airfoils attached thereto. It is the wing that provides the lifting action by causing a difference in the speed of air over the airfoil compared to that under the airfoil. A higher velocity airflow exerts less pressure, hence the pressure on the top of the airfoil is less, allowing the pressure below the airfoil to push upwards on the airfoil.

Airfoils are well known in the art and include, but are not limited to: U.S. Pat. No. 11,396,368, issued Jul. 26, 2022, to Petscher et al., and entitled “Airplane Wing”; and, U.S. Pat. No. 4,365,774, issued Dec. 28, 1982, to Coronel and entitled “Convertible Delta Wing Aircraft”; both of which are incorporated hereinto by reference.

As noted above, turbulence, whatever the cause, causes the aircraft to experience bumpy conditions. In the present invention, a motion sensor is positioned within the aircraft. The motion detector identifies when the turbulence is attempting to raise the airfoil by exerting additional lift to airfoil. When this occurs, the motion sensor generating signals to cause the airfoil dampening mechanism to engage. The airfoil dampening mechanism decreases the natural lift of the airflow on the airfoil to compensate/balance for the turbulence.

This dampening or lowering of the lifting property of the airflow takes on various configurations which are intended to reduce the lifting area of the wing by re-directing the air flowing over the airfoil.

In some embodiments, the turbulence dampening system of this invention is ideally on both airfoils of the aircraft allowing the motion sensor to address whichever airfoil is being affected most by the turbulence. In this way, if the motion sensor is positioned on the starboard airfoil, the motion sensor is able to control the dampening mechanism on the port airfoil as well as the starboard airfoil.

In the preferred embodiment, the motion sensor is located within the fuselage.

Wherever the motion sensor is located, it's purpose is to identify rotational motion of the first and second airfoil around an axis formed by the fuselage. In some embodiments, the motion sensor also identifies an upward and downward angle of the fuselage (rising or falling). In this situation, corrective action by disabling the dampening mechanisms when the rise/fall exceeds a predefined angle allows the pilot can properly control the aircraft without being hampered by the dampening mechanisms.

A wide variety of dampening mechanisms are contemplated in this invention. In a first one, a central support extends through the skin of the airfoil. The central support is controlled by a solenoid or motor. Attached to the central support is at least one extendable wing. These extendable wings disrupt the flow of air over the airfoil thereby, reducing the “lifting surface” of the airfoil.

In another embodiment of the dampening mechanism, a vane swivelly extends from the central support. A solenoid or motor within the airfoil is connected the support to direct the vane. The solenoid/motor selectively rotates the vane based on signals from the motion sensor to reduce the “lifting surface” of the airfoil.

In yet another embodiment, a panel lies substantially flush with the upper surface of the airfoil when the panel is in an inactive position. When activated, the rearward side of the panel is raised to change the airflow over the airfoil. Again, a solenoid or motor is used to move the rearward portion of the panel.

Also within this invention, a variety of motion sensors are contemplated. In one embodiment, a “plump bob” hangs pointing towards the ground due to its weighted tip. As the plane moves thereunder, this movement is detected and used to establish motion signals.

The use of plump-bobs or plummets are well known in the art and include, but are not limited to, those described in: U.S. Pat. No. 6,948,253, issued Sep. 27, 2005, to Lin and entitled “Plumb-bob”; U.S. Pat. No. 5,195,248, issued Mar. 23, 1993, to Juhasz and entitled “Plumb-bob”; and U.S. Pat. No. 11,320,264, issued May 3, 2022, to Melton and entitle “Laser Plumb Bob and Level Aid”; all of which are incorporated hereinto by reference.

Another motion sensor of this invention uses a curved clear housing having a cavity therein. Opaque liquid or a reflective liquid is partially fills the housing forming a “leveling” bubble therein. A light source is focused on a first side of the curved clear housing, and, at least two light receptors positioned on the second side of the curved clear housing to sense the movement of the bubble within the housing. This movement identifies what rotation is being experienced.

In this embodiment, one class of motion sensors uses a tubular shaped housing. This provides a left/right sensing. In another class of this embodiment, the curved clear housing is circular and concave in shape; this class provides motion sensing in 360 degrees.

In still another embodiment of the motion sensor, the motion sensor utilizes a gyroscope aligned along an axis of the airfoil to sense movement.

Those of ordinary skill in the art readily recognize the use of gyroscopes which include, but is not limited to, those described in: U.S. Pat. No. 5,134,394, issued Jul. 28, 1992, to Beadle and entitled “Light Aircraft Navigation Apparatus”; U.S. Pat. No. 6,161,062, issued Dec. 12, 2000, to Sicre, et al. and entitled “Aircraft Piloting Aid System Using a Head-up Display”; and, U.S. Pat. No. 8,305,238, issued Nov. 6, 202, to Wegner, et al. and entitled “Man-machine Interface for Pilot Assistance”; all of which are incorporated hereinto by reference.

The invention, together with various embodiments thereof, will be explained in detail by the accompanying drawings and the following descriptions thereof.

DRAWINGS IN DETAIL

FIG.1illustrates an airplane with one embodiment for the placement of the airfoil dampening mechanisms and the motion sensor.

The airplane of this depiction has a fuselage10with two airfoils11A and11B. In this embodiment, dampening mechanisms12A,12B,12C, and12D are spread along airfoils11A and11B. Motion sensor13is mounted within wing11B and communicates with all of the dampening mechanisms. Note, motion sensor13is able to activate dampening mechanisms13A and13B on the opposing airfoil11A.

FIGS.2A and2Billustrate the balancing nature of the invention.

Due to the shape of airfoil20A, as airfoil20A travels through the air, an upper air flow21A and a lower air flow21B is created. The difference in speeds of these two air flows creates the upper lift22A.

During turbulence, an additional lift21A is encountered on airfoil20B, thereby creating excessive lifting forces which cause the “bumpy ride”. The present invention, through the use of the dampening mechanisms reduces the upper lift22B to compensate/balance for the turbulence lift21A so as to level out the lifting forces on airfoil20B.

FIGS.3A and3Billustrate the use of a vane for the airfoil dampening mechanism.

Looking at the top of airfoil30A, as airfoil30A travels through the air, airflow31A is created in a smooth manner around vane32A which acts as the dampening mechanism, now in an inactive state. When the motion sensor (not shown) wants to dampen the lifting of airfoil30B, vane32B moves to disrupt the flow of air31B, creating an area33which does not have as much lift as before inFIG.3A. Air31A is not affected.

Note, the disrupted air31B also affects, to a lesser manner, the lift of airfoil30B in the area where airflow31B is redirected.

Operation of vane32A is done via a motor or solenoid located within airfoil30A.

FIGS.4A and4Billustrate the use of wings for the airfoil dampening mechanism.

The top-view of airfoil40B illustrates the uniform flow of air41A to generate the lifting action on airfoil40B. Wing mechanism43A is in its inactive mode.

When turbulence is identified by the motion sensor, not shown, wings42A and42B are extended to disrupt the airflow as shown by arrows41B and41C. This disruption causes a reduced lifting zone44on airfoil40B so as to compensate for the turbulence.

FIGS.5A and5Billustrate the use of a panel for the airfoil dampening mechanism.

As shown inFIG.5A, the airfoil50is in normal flight mode having the airflows51A and51B configured to provide lift to airfoil50. Panel52A is structured to mimic the leading surface of airfoil50and is in an inactive state inFIG.5A.

When turbulence is sensed, the trailing or rearward portion of panel52B is raised to disrupt the airflow51A as shown by arrow51C. This redirected airflow51C is incapable of providing the same normal lift which was experienced inFIG.5A, to compensate for the turbulence.

FIGS.6A and6Billustrate the use of a plumb bob arrangement for the motion sensor.

Plumb bob60is supported by swivel connection61which allows plumb bob to freely rotate thereon and due to gravity and the weighted end64, points towards the ground. Swivel connection61is aligned along the longitudinal axis of the airframe and for purposes of this discussion, this view is from the stern of the aircraft. Plumb bob60has a heavy pointed end64, which in this embodiment, is also magnetized.

Below end64is a series of magnetically activated switches62A,62B, and62C which are closed or activated when magnetic end64is proximate to an individual switch.

As the starboard airfoil lifts, as indicated by arrow63, magnetic switches62A,62B, and62C move beneath the plumb bob61to that shown inFIG.6B. When this happens, magnetic switch64A is closed/activated which is activates the dampening mechanism(s) on the starboard airfoil.

FIGS.7aand7B illustrate one embodiment of leveling bubble arrangement for the motion sensor.

In this embodiment, curved tube76is filled with an opaque liquid71leaving a bubble72A therein. Bubble72A may be a gas such as air or can be a clear liquid that doesn't mix with the opaque liquid; and in some situations, a mercury bubble is surrounded by water. Light source74shines upward through bubble72A and impacts, and energizes one of the optical switches73A,73B, or73C.

InFIG.7A, optical switch73B is being energized, indicating that no adjustment of the dampening mechanisms (not shown) needs to be done. When turbulence75causes the right side of curved tube76to move (FIG.7B), bubble72B moves and the light source74causes optical switch73C to be energized indicating that the dampening mechanism towards the right should be activated to counter the effects of the turbulence.

FIGS.8A and8Billustrate one embodiment of a mercury switch arrangement for the motion sensor.

As withFIGS.7A and7B, tubes80A and80B is hollow and, in this embodiment, are inverted so that the mercury bubble82A and82B move therein making contact with electrodes83A,83B, and83C as well as contacts86A,86B, and86C. Movement, as indicated by arrow85, indicates turbulence causing the right side (starboard) to rise as indicated inFIG.8B. In this situation, mercury bubble82B makes contact with, and electrically connects, electrode83A and contact86A indicating that the turbulence has been encountered and that the appropriate dampening mechanism should be activated.

FIGS.9A,9B, and9Cillustrate the use of a disc arrangement for the motion sensor.

The motion sensor of this illustration identifies not only left/right motion but also upward/downward and all 360 degrees of motion which may be encountered.

This illustration utilizes the bubble sensor technology described earlier inFIGS.7A and7B, that is where the light passes through a clear bubble to be sensed. Other embodiments of this invention utilize the sensors earlier described inFIGS.8A and8B, the mercury switch sensing.

In the embodiment ofFIGS.9A,9B, ad9C, the hollow container90is filled with an opaque liquid95with a bubble96contained therein and is generally concave (upward) in shape. In another embodiment, the container is concave downward when the mercury switches are used.

In this embodiment, light source91shines through bubble96which then activates the various fiber optics92A,92B, and92C (only three are shown for simplicity).

AsFIG.9Billustrates, the ends of the fiberoptics93in some embodiments are positioned outside of bubble96. In this situation, a dormant fiberoptic indicates that the bubble has not moved in that direction.

FIG.9Cillustrates the placement of the fiberoptics93within the bubble's96circle. For this embodiment, when a fiberoptic is activated by the light source, this indicates that that airplane has experienced an elevation in that direction so that proper dampening can occur.

This motion sensor is particularly important when it is desired to disable the motion dampening mechanisms when a significant upward or downward angle is sensed. To get such a limiting angle determination, another ring of fiberoptics97encircle the bubble96at a wider diameter to make a determination as to the angle being experienced.

FIG.10graphically illustrates the orientation consideration for the gyroscope motion sensor in an airplane.

In this embodiment, the motion sensor (gyroscope)102is located within the cockpit of the airplane100. Ideally, this motion sensor is a gyroscope arrangement which is aligned103A substantially parallel with the alignment103B of the airfoils101A and101B.

FIG.11illustrates the motor/solenoid for the dampening mechanisms.

Activating the dampening mechanism is accomplished using solenoid/motor113which is secured to an arm111B of protrusion11A which extends through the airfoil's skin110to move vane112(in this illustration) to create the dampening action.

It is clear that the present invention provides for an improved stabilizer for airplanes during rough weather.