50results about "Air braking surfaces" patented technology

An aircraft wing including a wing structure supporting a wing cover having an outer aerodynamic surface, and a pop-up spoiler unit including an actuation mechanism and a spoiler coupled to the actuation mechanism. The spoiler is moveable by the actuation mechanism to deploy through an aperture in the wing cover. The pop-up spoiler unit is mounted to the wing structure to be substantially isolated from wing bending deflections. The wing structure has a neutral plane which is substantially neither stretched nor compressed during bending of the wing structure. The pop-up spoiler unit is mounted to the wing structure at only two pin joints each having a respective pin axis about which the pop-up spoiler unit is substantially free to rotate, and each pin axis substantially lies in the neutral plane.

A jet aircraft maneuvering characteristic simulation system for a single propeller aircraft includes a power lever, speed brakes, and a controller. The power lever is configured to change a thrust of the single propeller aircraft. The speed brakes are provided on respective right and left sides of the single propeller aircraft. The controller is configured to, in response to an operation of the power lever to raise the thrust of the single propeller aircraft, deploy both the right and the left speed brakes to cause an increase in speed of the single propeller aircraft to be moderate, and control the speed brakes to cause a force in a yaw direction and a force in a roll direction to be generated that act against a turning tendency of the single propeller aircraft by making amounts of the deployment of the right and the left speed brakes different from each other.

Vortex generators include a vane that rotates between a stowed position and a deployed position. In the deployed position, the vane is configured to reduce noise created by an airflow around or along the aerodynamic surface. A spring controls deployment of the vane and includes an elongate tube formed of a superelastic shape memory alloy. To deploy or stow the vane, the elongate tube is twisted due to a stress-induced response caused by airflow around or along the aerodynamic surface, thereby building up and storing torque in the elongate tube. A mounting base receives the vane when it is in the stowed position, and operatively couples the vortex generator to the aerodynamic surface. To create the torque in the elongate tube, a first end of the elongate tube is fixed with respect to the aerodynamic surface while a second end of the elongate tube is free to rotate.

The invention provides an electric steering engine load braking control method, and belongs to the field of aircraft control. According to the method, on the premise of no current closed-loop control, the current peak value and the pumping voltage of the electric steering engine under the load braking working condition are remarkably reduced, and the impact on a controller is reduced. An electric steering engine load braking module is designed, an output voltage amplitude limiting value is dynamically adjusted through an electric steering engine speed signal, reverse voltage braking is used when the load speed is too high, the electric steering engine is decelerated and braked in advance, braking energy is reduced, and finally the braking current peak value and pumping voltage are reduced. A speed weighting calculation module is synchronously designed, and an electric steering engine speed input signal with higher signal quality is provided for a load braking module. The method realizes the suppression of the braking current and the pumping voltage of the electric steering engine under the condition of no current closed-loop control, and has the characteristics of simple algorithm, low hardware requirement and good suppression effect.

An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing. The leading edge device is moveable between a first configuration, a second configuration and a third configuration. In the first configuration, the leading edge device is retracted fully within the wing profile. In the second configuration, a portion of a surface of the leading edge device is extended away from the wing profile and into the oncoming airflow on the lower surface of the wing as the wing moves through the airflow to increase lift produced by the wing. In the third configuration, a portion of the surface of the leading edge device is extended away from the wing profile into the oncoming airflow over the upper surface of the wing to impair lift produced by the wing.

An aircraft wing is disclosed having a trailing edge system including a pivotable spoiler and a moveable flap. The flap has a pivotable trailing edge device, which is for example able to rotate independently of the flap by up to + / −20 degrees. The flap is translatable and rotatable relative to the wing independently of the movement of the spoiler. The trailing edge system is configured to adopt one of several different configurations or modes of operation facilitating all of camber and / or wing chord change during cruise, high speed and low speed roll control mode, enhanced high lift, and load alleviation. As such, the wing may not need any separate ailerons or other trailing edge control surfaces, and may also offer improved aerodynamics, reduced drag and other efficiency improving benefits.

An aircraft control surface deployment system for an aircraft structure, that can be a spoiler deployment system for an aircraft wing, includes a cam body, an actuator, and a coupling mechanism. The actuator moves the cam body such that it raises and lowers the aircraft control surface. The actuator is connected to the cam body via the coupling mechanism. The coupling mechanism has a first portion connected to the cam body and a second portion connected to the actuator, configured such that the coupling mechanism allows some free relative movement and rotation of the first and second portions. Loads transverse to the axis of movement of the actuator, resulting from relative movement of the cam body, are not transferred to the actuator.

An actuator for a control surface is provided. The actuator includes a frame, a motor, an epicyclic gear, a power-off brake, a power-on brake, and a one-way bearing. The sun gear is operably coupled to an output of the motor. A planet carrier can be coupled to the control surface such that rotation of the planet carrier in a first direction transitions the control surface towards a deployed position and rotation of the planet carrier in a second direction transitions the control surface towards a stowed position. The power-off brake is coupled to the sun gear to fix the sun gear upon power off. The energized brake is coupled to the ring gear to secure the ring gear when energized. The one-way bearing allows the ring gear to rotate in the second direction and prevents the ring gear from rotating in the first direction when the power-on brake is powered off.

Vortex generators include a vane that rotates between a stowed position and a deployed position. In the deployed position, the vane is configured to reduce noise created by an airflow around or along the aerodynamic surface. A spring controls deployment of the vane and includes an elongate tube formed of a superelastic shape memory alloy. To deploy or stow the vane, the elongate tube is twisted due to a stress-induced response caused by airflow around or along the aerodynamic surface, thereby building up and storing torque in the elongate tube. A mounting base receives the vane when it is in the stowed position, and operatively couples the vortex generator to the aerodynamic surface. To create the torque in the elongate tube, a first end of the elongate tube is fixed with respect to the aerodynamic surface while a second end of the elongate tube is free to rotate.

The invention relates to an actuation system for actuating a control surface of an aircraft, a control surface assembly, an aircraft and an actuation method. The actuation system (22) comprises: an actuation device (26) comprising a first end (30) configured to be connected to the main portion (18) and a second end (32) configured to be connected to the control surface (20); and at least one articulation device (28) comprising at least one articulation member (34) and configured for guiding movement of the control surface (20) relative to the main portion (18), the actuating device (26) is configured to move the first end (30) and the second end (32) thereof in translation along an actuator axis (A-A '), the articulation device (28) defining a plurality of articulation axes (H-H'), the articulation axes intersecting to define a pivot axis (P-P '), the pivot axis (P-P') being offset relative to the articulation device (28), the hinge device (28) is configured for guiding a movement of the control surface (20) in rotation about the pivot axis (P-P ').

An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing is disclosed. The leading edge device is moveable between a first configuration and a second configuration. In the first configuration, the leading edge device is substantially flush with the low pressure surface. In the second configuration, the surface of the leading edge device is retracted into the wing profile. The second configuration creates a void in the lower surface of the wing which modifies the airflow over the surfaces. The oncoming airflow can enter the void. In the second configuration, the leading edge device reduces the lift on the wing, acting to reduce the lift induced strain on the wing during high speed flight or to help manoeuvre the wing. The leading edge device may also be configured to move into a third configuration.

An aircraft spoiler system comprises a spoiler, a motor (4) arranged to drive the spoiler to move between a retracted position and a deployed position, a power supply connector (12) for connection to an external power supply, and a movement limiting portion (14). The movement limiting portion (14) is selectively engageable. The movement limiting portion is arranged to, when engaged, move the spoiler toward the retracted position and prevent the spoiler from moving toward the deployed position. The movement limiting portion (14) includes a mechanical actuator (32) actuatable to move between a first position and a second position. Actuating the mechanical actuator (32) to the second position disengages the movement limiting portion (14). In the second position, the mechanical actuator (32) obstructs the power supply connector (12) such that if the power supply connector (12) is connected to an external power supply, the mechanical actuator (32) cannot be actuated to the second position, and such that if the mechanical actuator (32) is in the second position, the power supply connector (12) cannot be connected to the external power supply.

An aircraft wing having a wing profile and a multifunctional pop-up spoiler unit. The pop-up spoiler unit has a first spoiler panel and a second spoiler panel with at least one cutout. The first spoiler panel is movable between a retracted position in which the first spoiler panel is located within the wing profile and an extended position in which the first spoiler panel protrudes outside the wing profile. The second spoiler panel is movable between a retracted position in which the second spoiler panel is located within the wing profile and an extended position in which the second spoiler panel protrudes outside the wing profile. The pop-up spoiler unit is arranged to move between: a first configuration in which the first spoiler panel and the second spoiler panel are in their retracted positions; a second configuration in which the first spoiler panel is in an extended position in which the at least one first cutout is exposed to airflow above the airfoil profile; and a third configuration in which the first spoiler panel and the second spoiler panel are in their extended positions and exposed to airflow above the airfoil profile.

A High Altitude Pseudo Satellite (HAPS) aircraft is disclosed for maintaining the span-wise shape of the wing and maintaining total bending and torsion loads. The aircraft including at least one aeroelastic span loaded fixed wing having an aspect ratio greater than 15 and wing loading less than 6 kg / m2, the wing having a plurality of spoilers distributed across the span of the wing and each spoiler being chordwise located adjacent the center of pressure of the wing. The HAPS aircraft further includes a control system for controlling the spoilers, and sensors which determine the amount of lift at points or regions along the wing span, the pitch and roll at points or regions along the wing span, the bending and torsional strain at points or regions along the wing span, or the absolute speed and roll and pitch angle of the wing.

The invention relates to an aircraft wing comprising a wing structure and a spoiler. The spoiler is movable between a stowed configuration and a deployed configuration in a "pop-up" manner. The spoiler comprises a hinged top flap movable between a first position, in which the hinged top flap is constrained by an actuator, and a second position, in which the hinged top flap is unconstrained by the actuator. When the hinged top flap is in the second position, airflow across the top surface of the aircraft wing acts to pull the spoiler to the deployed position. The invention also relates to a method of deploying a stowed spoiler in an aircraft wing and a method of retracting a deployed spoiler in an aircraft wing.

A high-altitude pseudo satellite (HAPS) aircraft having aeroelastic span loaded fixed wing(s) 1, aspect ratio greater than 15, wing loading less than 6 kg / m², and spoilers 6’ distributed across the wi

An aircraft wing comprising: a wing structure 32 supporting a wing cover 20, the wing cover having an outer aerodynamic surface, which forms part of an aerofoil profile; and a spoiler device comprisin

A flap system for an aircraft comprises a wing structure, a trailing-edge and an attachment unit for movably coupling the trailing-edge movable to the wing structure. The attachment unit comprises an attachment mechanism and a cover element which at least partly encloses the attachment mechanism. The attachment unit comprises a drive element which is configured to move the cover element along an aerodynamic outer surface of a skin section of the wing structure between a first position and a second position, wherein the movement of the cover element along the aerodynamic outer surface is defined by a translational movement of the cover element relative to the skin section.

An aircraft control surface system (200) for an aircraft structure (101), for example a pop-up spoiler for an aircraft wing, comprises a deployable control surface member (210) and a deployment mechanism (220). The deployment mechanism (220) moves the deployable control surface member (210) between a retracted position and a deployed position. In the retracted position, the deployable control surface member (210) is curled to facilitate stowage within the aircraft structure (101). In the deployed position, the deployable control surface member (210) is uncurled and extends from a surface of the aircraft structure (101). The deployment mechanism (220) enables the deployable control surface member (210) to extend to have a straight portion with a length greater than the local depth of the aircraft structure (101).

A flying object includes: a fuselage; a wing that extends laterally from the fuselage and can generate lift during cruising; and a thrust generation unit that can generate thrust. The wing includes a fixed wing portion fixed to the fuselage, and a deployable wing portion deployable forward in a front-rear direction from the fixed wing portion, and a plane area of the wing in a deployed state in which the deployable wing portion is deployed forward in the front-rear direction is larger than a plane area of the wing in a superposed state in which the deployable wing portion is superposed on the fixed wing portion.

The utility model relates to the field of aviation repair, in particular to an airplane speed brake supporting device which comprises a supporting rod, the two ends of the supporting rod are in threaded connection with a first fork-shaped connector and a second fork-shaped connector respectively, and the directions of threads, connected with the end of the supporting rod, of the first fork-shaped connector and the second fork-shaped connector are opposite. A connecting plate is further rotationally installed at the end of the second fork-shaped connector. When an aircraft hydraulic system has no pressure, the device can achieve the function of supporting the speed brake, and therefore the requirement for related repair work of a speed brake cabin is met. Through the design of the positive and negative threaded holes in the two ends of the supporting rod, the length of the supporting device can be adjusted only by rotating the supporting rod according to the requirement for the inclination angle of the speed brake so as to meet the inclination requirement of the speed brake.

An aircraft assembly is disclosed having a cover with an outer aerodynamic surface and an aperture with a stop adjacent an edge of the aperture, and a moveable device for extending through the aperture in the cover. The moveable device carries a panel attached to the moveable device by a plurality of leaf springs. The assembly is configured so that when the moveable device is moved towards a retracted position the panel bears against the stop forming a substantially flush surface with the outer aerodynamic surface of the cover surrounding the aperture. The panel is displaced from the moveable device by elastic deformation of at least some of the leaf springs.

An aviation speed brake assembly having a fuselage-conformal belly-mounted aviation speed brake panel and having a pilot controlled speed brake pneumatic actuator that a pilot may choose to energize to extend and to de-energize to retract said speed brake panel. The invention is particularly useful in effecting a modification of a preexisting experimental light sport aircraft that results in a more capable aircraft with improved low speed flight characteristics and improved airspeed deceleration capability.

We describe a propeller-thrust-governing system (PTGS) for a propeller that is part of an aircraft. The PTGS includes one or more control surfaces that are located within an airflow of the propeller. The control surfaces are adjustable to reduce thrust produced by the propeller and are also adjustable to redirect the thrust.