Hydrodynamically and aerodynamically optimized leading and trailing edge configurations

• US 7,017,508 B2
• Filed: 10/11/2002
• Issued: 03/28/2006
• Est. Priority Date: 07/12/2002
• Status: Expired due to Fees

• Current Assignee: Arthur Vanmoor
• Original Assignee: Arthur Vanmoor
• Inventors: Vanmoor, Arthur
• Primary Examiner(s): Poon, Peter M.
• Assistant Examiner(s): Parsley, David J.
• Application Number:
  US10/269,584
• Publication Number:
  US 20040007149A1
• Time in Patent Office: 1,264 Days
• Field of Search: 102/501, 102/503, 102/504, 102/508, 102/509, 102/517, 102/518, 102/519, 102/439, 105/1.1, 114/312, 244/119, 244/125
• US Class Current: 114/312
• CPC Class Codes: F42B 5/025 characterised by the dimension of the case or the missile

Abstract

A novel concept for a hydrodynamically and aerodynamically improved leading edge and trailing edge structure is primarily suited for high-speed motion, such as near Mach 1 and above, but also for slow-speed motion and for stationary operation, where stationary structures are subjected to fluid flow. The configuration incorporates the model of the natural wave behavior. The leading edge of the aircraft, of the train, of the submarine, or the like, has a sharp tip which merges smoothly into a cylindrical or rectangular body. The merging segment from the tip to the cylinder may be defined with a tangent function. The rounding of the surfaces promote proper fluid sheet formation along the surface and to reduce undesirable vortice formation and thus to reduce the value of several drag factors.

Claims

1. An aerodynamically optimized train structure, comprising:

a body segment having a substantially rectangular periphery and a longitudinal extent defining a travel direction of the train structure;

a tip segment adjoining said body segment and smoothly merging from said body segment to a tip, said tip segment being symmetrically defined, at least in a vertical section, by a function y=s tan x on one side and y=−

s tan x on an opposite side, where x and y are Cartesian coordinates and y extends parallel to said longitudinal extent, and s is a real number greater than zero.

2. The train structure according to claim 1, wherein the functions y=s tan x and y=−

s tan x are defined by a substantially horizontal section.

3. The train structure according to claim 1, wherein the tip segment is substantially rotationally symmetric about a longitudinal axis of the train structure.

4. A hydro-dynamically optimized hull structure, comprising:

a body segment to be at least partially submerged during an operation of the hull structure;

a tip segment adjoining said body segment and smoothly merging from said body segment to a tip, said tip segment being defined, at least in one section, by a function y=s tan x, where x and y are Cartesian coordinates, x extends in value substantially from pi/2 to −

pi/2, y extends parallel to a direction from said body segment to said tip segment, and s is a real number greater than zero; and

a tail segment adjoining said body segment opposite from said tip segment and smoothly merging from said body segment to a tail, said tail segment being defined, in at least one section through an axis connecting said tip to said tail, by a function mirroring the function y=s tan x of said tip segment.

5. The hull structure according to claim 4, wherein said body segment is substantially cylindrical in a section orthogonal to a longitudinal axis thereof, and said tip segment is defined by the function y=s tan x in a multitude of sections through said longitudinal axis.

6. The hull structure according to claim 5, wherein said body segment, said tip segment and a tail segment together form a submarine hull.

7. The hull structure according to claim 4, wherein said body segment is substantially cylindrical in a section orthogonal to said axis, said tail segment is defined by the function y=s tan x in a multitude of sections through said axis, and said body segment, said tip segment and said tail segment together form a hydrodynamically optimized submarine hull.