空气动力升力相关的专利数据

序号	专利名	申请号	申请日	公开（公告）号	公开（公告）日	发明人
161	AERODYNAMIC LIFT ENHANCING SYSTEM FOR A FLYING AUTOMOTIVE VEHICLE	US14744858	2015-06-19	US20160368339A1	2016-12-22	Taewoo Nam
An aerodynamic lift enhancing system for increasing aerodynamic lift generated by a body of an automotive flying vehicle is disclosed. The automotive flying vehicle includes a vehicle body enclosing a passenger compartment and having an upper surface at least partially defined by a hood, a roof extending over the passenger compartment, and a front windshield disposed between the hood and roof. The front windshield includes a leading edge positioned proximate a trailing edge of the hood and a trailing edge positioned adjacent the roof. The automotive flying vehicle includes wings extending laterally outward from the vehicle body. The aerodynamic lift enhancing system includes an air discharge nozzle located upstream from the leading edge of the front windshield, the air discharge nozzle operable to discharge a stream of air over the upper surface of the vehicle.
162	Wind-turbine blade, wind power generator equipped with the same, and design method for the same	JP2010238038	2010-10-22	JP2012092657A	2012-05-17	FUKAMI KOJI
PROBLEM TO BE SOLVED: To provide a wind-turbine blade which achieves desired aerodynamic characteristics under condition that the upper-limit value of the chord length on the blade-root side is restricted.SOLUTION: The wind-turbine blade includes a blade body 3 in which the chord length is increased from the blade tip 1b side to the blade root 1a side. The blade body 3 has: a blade tip region 1c provided on the tip side of the blade body and in which the chord length is gradually increased toward the blade root 1a side while having a substantially constant first design lift coefficient; a maximum chord length position 1d located at a position that becomes the maximum chord length on the blade root 1a side and having a second design lift coefficient larger than the first design lift coefficient; and a transition region 1e located between the blade tip region 1c and the maximum chord length position 1d. The design lift coefficient of the transition region 1e is gradually increased from the first design lift coefficient to the second design lift coefficient in a direction from the blade tip 1b side toward the blade root 1a side.
163	Method for easily evaluating drag of model receiving aerodynamic lift in magnetic suspension and balance system	JP2007092049	2007-03-30	JP2008249527A	2008-10-16	SAWADA HIDEO
PROBLEM TO BE SOLVED: To provide a technique capable of rationally evaluating aerodynamic forces by substantially improving the efficiency of wind tunnel test and simultaneously eliminating such waste that both a model suspension device and a mechanical balance device, which should not have been required for a wind tunnel provided with a magnetic suspension and balance system, should be separately provided. SOLUTION: In a method for easily evaluating drag of a model receiving aerodynamic lift in a magnetic suspension and balance system, a known external force in a horizontal direction is provided for the model in a state on which lift is not acting to determine the relation of a drag coil current balancing the horizontal external force. A rate of change (B) of the drag coil current to changes in the horizontal external force is quantitatively evaluated on the basis of the relation. The relation between the drag coil current (I _drag) and attitude angles (θ) when the attitude angle of the model is changed without providing any external force except gravity is determined. Drag (D) when lift (L) is acting is evaluated on the basis of gravity (mg) acting on the model on the basis of a proposed equation. COPYRIGHT: (C)2009,JPO&INPIT
164	Dynamic lift adjustment structure of current collector	JP2012138787	2012-06-20	JP2014003847A	2014-01-09	MITSUMOJI TAKESHI; SATO YUICHI; IKEDA MITSURU
PROBLEM TO BE SOLVED: To provide a dynamic lift adjustment structure of a current collector, which can easily adjust dynamic lift acting on the current collector by reducing aerodynamic force acting on the frame of the current collector with a simple structure.SOLUTION: A turbulent flow transition part 10 allows a laminar flow boundary layer formed on a frame surface 6e by a flow F on the frame surface 6e of a current collector 3 to make a transition to a turbulent flow boundary layer. When there is the turbulent flow transition part 10 on the frame surface 6e, the laminar flow boundary layer on the frame surface 6e makes a transition to the turbulent flow boundary layer, and the flow F is disturbed by the turbulent flow transition part 10, causing active momentum exchange. Thus, the flow F is hardly separated from the frame surface 6e, and the separation of the flow F from the frame surface 6e is retarded. As a result, a separation point of the flow F is moved backward to the downstream side so that Karman vortices generated behind a frame 6 are weakened, and aerodynamic force Lacting on the frame 6 is reduced. Thereby, dynamic lift Lacting on the current collector 3 is adjusted.
165	HYBRID AIRSHIP	US12429542	2009-04-24	US20100270424A1	2010-10-28	James D. DeLaurier
A hybrid airship comprises a non-rigid body having a delta-wing shape and an airfoil cross-section. The body is shaped for generating aerodynamic lift during forward flight, and contains a gas for generating buoyancy lift. At least one splitter plate is pivotally connected along a trailing edge of the body. The splitter plate is configured to be controllably pivoted for controlling the airship.
166	SPLITTER PLATE FOR HYBRID AIRSHIP CONTROL	PCT/CA2010/000631	2010-04-23	WO2010121384A1	2010-10-28	DELAURIER, James D.
A hybrid airship comprises a non-rigid body having a delta-wing shape and an airfoil cross-section. The body is shaped for generating aerodynamic lift during forward flight, and contains a gas for generating buoyancy lift. At least one splitter plate is pivotally connected along a trailing edge of the body. The splitter plate is configured to be controllably pivoted for controlling the airship.
167	Gliding ring	US3992	1979-01-16	US4456265A	1984-06-26	Alan J. Adler
A gliding ring toy comprised of an annular airfoil angled in order to compensate for air downwash effects and to balance the aerodynamic lift, fore and aft, in gliding flight.
168	DEVICE AND METHOD FOR INCREASING THE AERODYNAMIC LIFT OF AN AIRCRAFT	EP11767986.0	2011-10-05	EP2625096A1	2013-08-14	WEBER, Carsten; FISCHER, Markus; GROTE, Arne; RADESPIEL, Rolf; DREYER, Martin
A lift arrangement for an aircraft (2) comprises an aircraft fuselage section with an outside (3), an aerodynamic lift body (6, 8)attached to the aircraft fuselage section and extending from the aircraft fuselage section outwardly, and a pair of movably held add-on bodies (12)arranged upstream of a leading edge (14) of the aerodynamic lift body (6, 8). The add-on bodies(12) comprise an aerodynamically effective surface and are equipped with incoming airflow to generate vortices (18) that impinge on the aerodynamic lift body (6, 8), thus leading to an increase inlift on the aerodynamic lift body (6, 8). Consequently it becomes possible with simple means to effectively influence lift generation on a lift body (6, 8), in particular to compensate for loss of lift as a result of icing. Preferably, the add-on bodies are moveable, and, when operational conditions do not require the use of said add-on bodies, can be moved to a neutral position in which they do not project into the flow around the aircraft, and are thus not effective from the point of view of fluid dynamics.
169	Marine Propulsion Multihull Ship	US15111896	2015-01-15	US20160332700A1	2016-11-17	Lionel Huetz; Gianluca Guelfi; Matthieu Kerhuel; Hubert Thomas
A ship having a length to width ratio smaller than two and including a superstructure and at least two hulls, the superstructure forming a wing able to generate an aerodynamic lift comprised between 20 and 90% of the weight of the ship at a cruising speed thereof, the wing including curved ends connected to each of the hulls and having a developed surface of an extrados of the wing substantially equal to the product of the length by the width of the ship, wherein a point for application of the aerodynamic lift generated by the superstructure is situated behind the center of gravity for application of the gravitational forces on the ship, and a point for application of the resultant of the hydrodynamic forces generated by the hulls is situated in front of the center of gravity.
170	Negative lift measurement device for automobile	JP2004253559	2004-08-04	JP2006044623A	2006-02-16	TANAKA YUJI
PROBLEM TO BE SOLVED: To measure intensity of negative lift of an automobile gradually varied at traveling of the automobile and to inform a driver of intensity of the negative pressure at the present time. SOLUTION: In the negative lift measurement device 9 for the automobile, a (screw type) load sensor 7 is provided between a trunk lid 2 of the automobile 1 and an aerodynamic power device (wing) 3, an input part for converting a signal of the load sensor to a numerical value and an operation part for calculating the numerical value from the input part are provided and a numerical value display part for receiving the signal from the operation part and displaying the negative lift. COPYRIGHT: (C)2006,JPO&NCIPI
171	DEVICE AND METHOD FOR INCREASING THE AERODYNAMIC LIFT OF AN AIRCRAFT	EP11767986.0	2011-10-05	EP2625096B1	2017-07-19	WEBER, Carsten; FISCHER, Markus; GROTE, Arne; RADESPIEL, Rolf; DREYER, Martin

172	High lift force-generating device, wing and slat	JP2010030075	2010-02-15	JP2011162154A	2011-08-25	HAYASHI KENSUKE; ISHIHARA KENYA; YAHATA YUSAKU; HIRAI MAKOTO
PROBLEM TO BE SOLVED: To provide a high lift force-generating device and a wing, which can suppress generation of aerodynamic noise while suppressing increase in body weight. SOLUTION: A recess and projection part 20 is formed in a bottom plate 7 extending rearward in a lower surface of a slat 3, so that a position in which air flow flowing along the surface of the slat 3 is exfoliated from the bottom plate 7 to generate a vortex is made uneven in the air flow direction. Thereby, the vortex generated in a recess 20A and the vortex generated in a projection 20B are short in correlation with each other, and the vortices are hardly connected to each other, and becomes the independent vortexes, so that the generated vortex is weak in strength, which can reduce the pressure fluctuation on a body surface, and suppress generation of the aerodynamic sound. COPYRIGHT: (C)2011,JPO&INPIT
173	Low aerodynamic noise type current collection equipment	EP94305343.9	1994-07-20	EP0635392A1	1995-01-25	Hidaka, Hideto; Iwamoyto, Kengo; Noguchi, Yasuhiro; Miyamura, Motohiro; Yazima, Seiichi; Sakai, Inao
A low aerodynamic noise type current collection equipment is provided for reducing variation in aerodynamic force applied to a current collector during the train operation. A central region (2a) of a current collector (1) having a collector head (2) with a top surface in which a contact strip (3) is embedded is rectangular in cross-section, and each side region is shaped in cross-section convex in the front and rear directions, such as an elliptical shape. The rectangular shape has characteristics such that the magnitude of the aerodynamic lift force would be kept substantially constant even if the inclination angle against the aerial flow would be changed. Accordingly, the cross-sectional shape of the central region (2a) of the current collector (1) which is liable to receive the turbulent aerial flow by the support portion (4) in the current collector (1), whereby it is possible to suppress the variation in aerodynamic lift force generated in the current collector even if the angle of the aerial flow that would collide against the current collector (1) would be unstable. The cross-sectional shape of each side region (2b) is made convex in the front and rear directions such as an elliptical shape to thereby reduce the aerodynamic noise.
174	Ground effect craft with divergent channel	US3726246D	1971-04-07	US3726246A	1973-04-10	WUKOWITZ E
This invention relates to an advanced marine ground effect design concept achieving aerodynamic lift with thrust contributing forces by fluid flow through a divergent channel in the bottom of the craft. The invention is illustrated as applied to a motor boat hull having catamaran sections on both sides of the divergent channel. Velocity head of air is converted into pressure head in the channel to develop lift and forward thrust.
175	Automobile body having improved aerodynamic shape	US10443169	2003-05-23	US20040232727A1	2004-11-25	Vitaliy L. Lyakir; Alla Litouchenko; Dmitry Denikin
Automobile body performing with reduced aerodynamic lift while speeding, and therefore having a fuselage of a parallelogram shape where the fuselage is made with roof projected backward and also having its body rear plate, or otherwise rear half of the car's bottom plate, slanted upward toward its car's rear end to create a body of parallelogram shape at the side section. Reducing aerodynamic lift which normally occurs while a car is moving at a high speed, will happen when separation of air flow around the top and bottom of the car's body will distributed with less than a standard difference in length, speed, and air density of both parts, and will result in more or less equality in air pressure occurring around the top and bottom of the automobile fuselage.
176	Aerodynamic Body And High-Lift System Comprising Such An Aerodynamic Body	US12936421	2009-04-07	US20110024574A1	2011-02-03	Thomas Lorkowski
An aerodynamic body with an outside with a top and bottom in relation to the direction of airflow, with lateral end parts that form the lateral ends of the aerodynamic body when viewed across the direction of airflow, where in the interior of the aerodynamic body a duct with an airflow drive with a drive motor and a compressor means that is driven by the aforesaid and that is arranged in the duct is arranged, with at least one inlet at the bottom and/or at at least one of the lateral end parts of the aerodynamic body and with at least one outlet at the top of the aerodynamic body for influencing the airflow at the aerodynamic body is arranged, where in the duct a sleeve is arranged which is rotatable by means of a drive motor, which sleeve includes at least one recess which at a particular rotational position of the sleeve can be made to at least in part coincide with the outlet at the top of the aerodynamic body so that the air that has been compressed by the compressor flows through the recess in the sleeve and through the outlet, as well as a high-lift system comprising such an aerodynamic body.
177	高揚力発生装置、翼および高揚力発生装置の騒音低減構造	PCT/JP2008/059215	2008-05-20	WO2008146656A1	2008-12-04	平井誠; 前田一郎
機体重量の増加を抑制しつつ、空力騒音の発生を抑制することができる高揚力発生装置、翼および高揚力発生装置の騒音低減構造を提供する。母翼に対して展開収納可能に配置されたスラット本体（４）と、スラット本体（４）における母翼と対向する位置に、少なくとも母翼の前縁の一部を収納可能に形成された凹部（５）と、凹部（５）における母翼の上面と対向する領域に配置され、スラット本体（４）が母翼に収納された際には、母翼と凹部との間に収納され、スラット本体（４）が母翼から展開された際には、凹部（５）における母翼の上面と対向する領域に衝突する流れにおける乱れの発生を抑制する整流部（６）と、が設けられていることを特徴とする。
178	Low aerodynamic noise type current collection equipment	US375830	1995-01-20	US5566799A	1996-10-22	Hideto Hidaka; Kengo Iwamoyto; Yasuhiro Noguchi; Motohiro Miyamura; Seiichi Yazima; Inao Sakai
Low aerodynamic noise type current collection equipment is provided for reducing variations in aerodynamic force applied to a current collector during train operation. A central region (2a) of a current collector (1) having a collector head (2) with a top surface in which a contact strip (3) is embedded is rectangular in cross-section, and each side region is shaped convex in cross-section in the front and rear directions, with e.g. an elliptical shape. The rectangular shape has characteristics such that the magnitude of the aerodynamic lift force would be kept substantially constant even if the inclination angle against the aerial flow would be changed. Accordingly, the cross-sectional shape of the central region (2a) of the current collector (1), which is liable to receive the turbulent aerial flow from the support portion (4) in the current collector (1), makes it possible to suppress the variation in aerodynamic lift force generated in the current collector even if the angle of the aerial flow that would collide against the current collector (1) would be unstable. The cross-sectional shape of each side region (2b) being made convex in the front and rear directions reduces the aerodynamic noise.
179	Golf ball with improved flight performance	US11907195	2007-10-10	US07491137B2	2009-02-17	Laurent C. Bissonnette; Jeffrey L. Dalton; Steven Aoyama
A golf ball with aerodynamic coefficient magnitude and aerodynamic force angle, resulting in improved flight performance, such as increased carry and flight consistency regardless of ball orientation. In particular, the present invention is directed to a golf ball having increased flight distance as defined by a set of aerodynamic requirements at certain spin ratios and Reynolds Numbers, and more particularly the golf ball has a low lift coefficient at a high Reynolds Number.
180	Golf ball with improved flight performance	US11108812	2005-04-19	US20050192123A1	2005-09-01	Laurent Bissonnette; Jeffrey Dalton; Steven Aoyama
A golf ball with aerodynamic coefficient magnitude and aerodynamic force angle, resulting in improved flight performance, such as increased carry and flight consistency regardless of ball orientation. In particular, the present invention is directed to a golf ball having increased flight distance as defined by a set of aerodynamic requirements at certain spin ratios and Reynolds Numbers, and more particularly the golf ball has a low lift coefficient at a high Reynolds Number.

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