91results about "Air braking surfaces" patented technology

The invention discloses a self-resetting type speed brake handle structure. The middle of the connecting rod (8) penetrates into the rod sleeve (7), the adjusting anti-rotation block (6) and the spring A (4) to be inserted into the positioning pin A (5), the upper end and the lower end of the spring A (4) abut against the adjusting anti-rotation block (6) and the lower end of the rod sleeve (7) respectively, the rolling mechanism (3) is installed at the lower end of the connecting rod (8), the gear plate (1) is installed on the lower end face of the rod sleeve (7), and the rolling mechanism (3) is clamped into a groove formed in the lower end of the gear plate (1). A positioning pin B (10) is installed at the lower end of the gear plate (1) and makes contact with the limiting mechanism (2). The spoiler has a retraction position, the connecting rod can be reset to the retraction position within the range of-5 degrees to 0 degree, the preset function is achieved, the spoiler is rapidly opened, and potential safety risks are avoided under the emergency situation.

The unmanned aerial vehicle with the self-rescue function comprises a fuselage main body and wing main wings, a power cabin is arranged in the fuselage main body, a driving assembly is arranged in the power cabin, one end of the driving assembly is in driving connection with a driving wing, a self-rescue cabin is arranged on the surface of the fuselage main body, and a launching assembly is arranged in the self-rescue cabin. A parachute is arranged in the launching assembly, the power cabin communicates with the self-rescue cabin, a first supporting plate is arranged on the side, close to the power cabin, of the self-rescue cabin, and a starter for controlling the launching assembly to be turned on and off is arranged on the first supporting plate; when the unmanned aerial vehicle is out of control due to emergencies or improper manipulation, the starter can judge that the whole unmanned aerial vehicle is in an out-of-control state, and then the starter can drive the launching assembly to eject the parachute out and unfold the parachute, so that the whole self-rescue process is completed, and damage to the unmanned aerial vehicle is reduced.

An actuator for a control surface is provided. The actuator includes a frame, an electric motor, an epicyclic gear, a power-off brake, a power-on brake, and a unidirectional bearing. A sun gear is operably coupled to an output of the motor. A carrier is couplable to the control surface such that rotation of the carrier in a first direction transitions the control surface toward the deployed position and rotation of the carrier in a second direction transitions the control surface toward the stowed position. The power-off brake couples to the sun gear to ground the sun gear when deenergized. The power-on brake couples to the ring gear to ground the ring gear when energized. When the power-on brake is deenergized, the unidirectional bearing permits the ring gear to rotate in the second direction and prevents the ring gear from rotating in the first direction.

An aircraft wing 13 has a leading edge 16, a trailing edge 17, a fixed wing portion 23 and a leading edge spoiler 30. The spoiler is rotatably mounted to the fixed wing portion adjacent the leading edge by a hinge 32 and is moveable between a retracted position and a deployed position. In the retracted position the spoiler has a spoiler surface 34 forming a continuous surface with an upper aerodynamic surface of the fixed wing portion, and in the deployed position the spoiler surface is rotated at an angle to the upper aerodynamic surface. In the retracted position the spoiler surface has a first portion forward of the hinge and a second portion aft of the hinge. When a centre of pressure of the local wing section acts on the spoiler surface to provide a moment about the hinge in a first direction the spoiler device is biased to the retracted position. When the centre of pressure of the local wing section acts on the spoiler surface to provide a moment about the hinge in a second direction opposite the first direction then the spoiler device is operable to rotate to the deployed position.

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.

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.

The invention provides an aircraft landing deceleration system and a control method thereof, and relates to the technical field of aircrafts. The speed reducing system comprises a speed reducing plate arranged on a fuselage in the middle of the aircraft and a steering engine arranged on the inner wall of the aircraft; an unfolding mechanism is arranged between the speed reducing plate and the driving end of the steering engine, hinged to the steering engine and fixedly connected with the speed reducing plate. The unfolding mechanism is used for driving the speed brake to unfold under the driving of the steering engine; a locking mechanism is further arranged in the aircraft, the locking mechanism is connected between a fuselage of the aircraft and the air brake, and the locking mechanism is used for locking the air brake when the aircraft flies normally; compared with the prior art, the unfolding mechanism is directly controlled by the steering engine, an independent driving scheme is adopted, the overall structure is simple, the occupied space is small, and layout and performance improvement of other equipment in the aircraft cannot be limited; and meanwhile, a special locking mechanism is arranged to lock the speed brake, so that the safety, the stability and the reliability during unfolding are further improved.

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 present invention relates to the field of aircraft structure design, and specifically to an aircraft speed brake collision buffer device and a buffer method thereof, wherein the buffer device comprises a buffer pad and a bow-shaped member which are arranged between the aircraft speed brake and the aircraft fixed structure and can both be elastically deformed under load; the upper surface of the buffer pad is attached to the lower surface of the aircraft fixed structure; the two ends of the bow-shaped member are fixed on the upper surface of the aircraft speed brake, and the middle part of the bow-shaped member is arched upward and fixedly connected to the lower surface of the buffer pad through a plurality of fixing devices. The present invention has a simple structure and is easy to install. The buffer pad and the bow-shaped member work together to effectively buffer the collision between the two aircraft speed brakes and reduce the collision energy between the two. It effectively solves the problem of structural damage caused by rigid collision with the aircraft fixed structure or another aircraft speed brake due to the action of aerodynamic force and the retraction mechanism during the retraction or symmetrical movement of the aircraft speed brake.

To provide an improved no-back brake configured to eliminate, minimize, or otherwise reduce chattering.SOLUTION: A main brake assembly (172) is configured to be connected to an actuator and a second portion of a ball ramp mechanism. A limited authority damper assembly is arranged in between a drag brake assembly (170) and the main brake assembly (172). The limited authority damper assembly (174) includes: an outer spacing ring (186) configured to be connected to a drive shaft (162) of the actuator; an inner damping ring connected to the outer spacing ring (186) and the drag brake assembly (170); and a first spring (230) arranged between the outer spacing ring (186) and the inner damping ring (198).SELECTED DRAWING: Figure 5

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.