66results about "Air-flow influencers" patented technology

A wing assembly 10 for an aircraft, comprising a fixed wing 18 and a wing tip device 12 rotatable about a joint assembly 16. The wing assembly is configurable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. The wing assembly 10 comprises joint-bordering structure located adjacent the joint assembly 16, the joint-bordering structure comprising a rib 34, an upper cover 26 and a lower cover. The joint assembly comprises a moveable panel 32. The panel 32 comprises a first hard stop element 38a, and the joint-bordering structure comprises a second hard stop element 40a. The first hard stop element 38a is integrally formed in the panel 32, and the second hard stop element 40a is integrally formed in one of the rib 34, the upper cover 26 or the lower cover of the joint-bordering structure. The hard stop elements 38a, 40a may be configured to self-align.

The invention relates to an aircraft wing and to an aircraft comprising such an aircraft wing. The aircraft wing comprises a wing structure supporting a wing cover having an outer aerodynamic surface forming part of an airfoil profile of the wing and a recess stepped back from the wing airfoil profile, and a spoiler device comprising a spoiler coupled to the wing structure by a spoiler actuation mechanism for moving the spoiler between a retracted position and a deployed position, the spoiler having a surface following the outer profile of the wing airfoil profile and the spoiler being fully accommodated in the recess when the spoiler is in the retracted position, and wherein the spoiler surface extends away from the wing cover when the spoiler is in the deployed position.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

To provide an improved wing assembly comprising a fixed wing and a wingtip device that can rotate around a joint assembly at the tip of the fixed wing. [Solution] The main wing assembly 10 for an aircraft can be configured between a flight configuration for use in flight and a ground configuration for use during ground-based operations. The main wing assembly 10 includes a joint boundary structure positioned adjacent to a joint assembly 16, the joint boundary structure comprising ribs, an upper cover, and a lower cover. The joint assembly 16 includes a movable panel 32. The movable panel 32 includes a first hard stop element, and the joint boundary structure includes a second hard stop element. The first hard stop element is integrally formed with the panel 32, and the second hard stop element is integrally formed with one of the ribs, the upper cover, or the lower cover of the joint boundary structure. The hard stop elements may be configured to self-align.

An aircraft capable of transonic flight is equipped with a slotted airfoil to significantly improve the cruise performance during flight. The aircraft includes a plurality of slotted airfoils uniquely configured to maximize natural laminar flow across the aircraft wings. In addition to reduced wing drag, the unique configuration minimizes shocks at various conditions over the course of a flight. Each slotted airfoil includes a fore element, an after element, and a slot disposed between the fore element and aft element. The aft element is maneuverable relative to the fore element. The slot is configured to promote a substantially constant air flow field onto the aft element during all flight angles of attack.

A wing hinge assembly 13 comprising a wing tip 11(fig.1) pivotally mounted to a fixed wing 5(fig.1); wherein one of the wing tip and the fixed wing comprises a pair of opposing walls 28(fig.4) that de

The present invention is a powered electric lift augmentation systems (ELAS's) to add drag while minimally reducing or enhancing the lift augmentation of an airplane. At least one ELAS is attached to an airfoil, and each ELAS comprises: a nacelle; and electric duct fan (EDF) housed within the nacelle; an optional pylon perpendicularly connected beneath the nacelle; an optional slat; and one or more drag elements, pivotably connected through a range of angles to airflow. Each drag element comprises a hinged plate, or a pair of opposing plates, connected to a pilot's control element able to rotate the plates to create a range of drag levels or to stow away. The drag elements are connected to the airfoil leading edge, the nacelle, pylon, or slat; and may further comprises holes. As ELAS assembly may comprise one or more ELAS systems attached to an airfoil (aerodynamic lifting element—ALE).

A laser processing device comprising: an optical arrangement; wherein the optical arrangement comprises an input for receiving a laser beam; wherein the optical arrangement comprises a beam splitter that splits the laser beam into at least two partial beams; wherein the optical arrangement recombines the partial beams into a laser spot for generating an interference pattern in the laser spot; wherein a first state of the laser beam at the input generates a first interference pattern and a second state of the laser beam generates a second interference pattern; wherein the first state and the second state differ in at least one of (i) a position of the laser beam at the input and (ii) an angle of incidence of the laser beam with respect to the input; and wherein the optical arrangement is configured such that the second interference pattern continues the first interference pattern in phase.

This utility model discloses an electric vertical takeoff and landing manned aircraft, including an aluminum alloy frame, a vibration damping assembly, a right guardrail connected to one side of the aluminum alloy frame, and a left guardrail connected to the other side via a pivot seat. The vibration damping assembly includes a first carbon fiber tube and a vibration damping seat fitted on the first carbon fiber tube. The upper and lower vibration damping seats are fastened with bolts through the penetration between the first carbon fiber tube and the aluminum alloy frame. The rubber vibration damping pad absorbs high-frequency vibration energy through its own elastic deformation, effectively blocking the direct transmission of vibration to the frame. The axial anti-roll bracket forms an elastic clamp on the sleeve through rubber clips. This clamping force can be flexibly adjusted by the hardness of the rubber clips, which greatly reduces the vibration felt in the cockpit area. Both the first and second carbon fiber tubes are made of carbon fiber composite material, which has a weak ability to reflect sound waves and can reduce the transmission efficiency of propeller aerodynamic noise.

This invention discloses an intelligent, controllable, and self-healing honeycomb torsion rotor and its control method, belonging to the field of rotorcraft technology, applicable to helicopters, multi-rotor UAVs, electric vertical takeoff and landing aircraft, and any aircraft whose primary power source is a rotor. The rotor of this invention includes a rotor hub and at least two blades. The blades have a multi-layered composite structure, including: an aerodynamic skin, an intelligent honeycomb sandwich structure (composed of piezoelectric composite honeycomb cells and MFC actuators, embedded with bistable cells), an internal vortex tube heat exchange channel, a self-healing functional layer (microcapsules and / or dynamic covalent bond system), a surface-programmable electronic paper unit, and a control system. This invention utilizes the rotor's centrifugal force for passive air intake, and vortex tube heat exchange to achieve cold and hot separation; the hot air can be used for de-icing and forming a Coanda effect air cushion; active blade torsion and zero-power state maintenance are achieved through piezoelectric intelligent materials and a bistable structure; and the self-healing functional unit enables automatic healing of microcracks. This invention integrates active deformation, thermal management, structural self-repair, and air cushion lift enhancement, solving the shortcomings of existing helicopter rotor structures, such as complex structure, limited efficiency, difficult thermal management, and lack of self-repair capability.

This application provides a rapid wing deployment and locking mechanism for swept-wing aircraft. The mechanism includes: a base, a slider, a guide mechanism, a linkage mechanism, a rotating mechanism, and a locking mechanism. The guide mechanism, linkage mechanism, rotating mechanism, and locking mechanism are all mounted on the base. The slider is slidably connected to the guide mechanism and connected to the linkage mechanism. The end of the linkage mechanism away from the slider is connected to the rotating mechanism. The wing is fixedly connected to the rotating mechanism. The locking mechanism is located on the side of the rotating mechanism and is used to lock the rotating mechanism. When the slider is impacted by a pyrotechnic device, the slider moves along the guide mechanism, causing the linkage mechanism to swing. The linkage mechanism drives the rotating mechanism to rotate, which in turn causes the wing to deploy. After the wing is fully deployed, the locking mechanism locks into place with the rotating mechanism. This application eliminates the need for wing reassembly, reduces the need for large packaging space, and allows for rapid wing deployment from under the fuselage. Locking the deployed wing ensures stable flight.

The application relates to a flight power system and a flying car. The flight power system comprises a flight support and a first arm and a second arm connected to the flight support. The flight support comprises a connecting frame, a first mounting frame and a second mounting frame, the connecting frame has opposite first and second ends, the first mounting frame is connected to the first end of the connecting frame and is bent relative to the connecting frame, the second mounting frame is connected to the second end of the connecting frame and is bent relative to the connecting frame to be arranged in opposite spaced relation with the first mounting frame, the connecting frame, the first mounting frame and the second mounting frame jointly define an accommodating space, the first arm is rotatably connected to the first mounting frame, the second arm is rotatably connected to the second mounting frame, and the first arm and the second arm are accommodated in the accommodating space in a folded state. The flight power system can drive the flying car to vertically take off and land, greatly reducing the influence of the surrounding environment and take-off conditions.

A shroud assembly for an aircraft landing gear includes a pneumatic shroud, a first support bracket assembly, and a second support bracket assembly. The first support bracket assembly is configured to couple with a structural member of the aircraft landing gear, support a first end of the pneumatic shroud, and have a first position fixed relative to the structural member in an x-direction, a y-direction, and a z-direction. The first support bracket assembly has a first clamp configured to fix the first support bracket assembly relative to the structural member in the x-direction. The second support bracket assembly is configured to support a second end of the pneumatic shroud and have a second position fixed relative to the structural member in the y-direction and the z-direction.

The present invention relates to an aircraft high-lift apparatus, which increases the lift of an aircraft such that the time required for takeoff and a runway length can be reduced. In order to implement this, the present invention may comprise: an air supply unit for supplying, to wings on both sides of a fuselage, air drawn in through an intake port of an aircraft; and an air spray unit having a plurality of spray nozzles so that the air supplied from the air supply unit can be sprayed in the direction from a leading edge to a trailing edge on the upper surface of the wing.

The present invention relates to a wing assembly, a folding wingtip arrangement in an aircraft wing, and an aircraft. In one aspect, a wing assembly for an aircraft is provided, the wing assembly comprising a fixed wing and a wingtip device rotatable about a joint assembly. The wing assembly is configurable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. The wing assembly comprises a joint boundary structure positioned adjacent to the joint assembly, the joint boundary structure comprising a rib, an upper cover, and a lower cover. The joint assembly comprises a movable panel. The panel comprises a first hard stop element, and the joint boundary structure comprises a second hard stop element. The first hard stop element is integrally formed in the panel, and the second hard stop element is integrally formed in one of the rib, the upper cover, or the lower cover of the joint boundary structure. The hard stop elements can be configured to self-align.

An attitude adjustment device (10) and an aircraft (20). The attitude adjustment device (10) is used for adjusting the attitude of the aircraft (20). The attitude adjustment device (10) comprises: a flow guide member (101), wherein the flow guide member (101) is provided with an air channel (1011), and the air channel (1011) is used for the passage of an airflow; and a regulation mechanism (102), wherein the regulation mechanism (102) can work in conjunction with the flow guide member (101) so that the regulation mechanism (102) can be used for regulating the magnitude of the airflow, and the magnitude of the airflow can be used for adjusting the attitude of the aircraft (20).

A hinge assembly, a hinge mount, and an aircraft wing are provided. The hinge assembly is used to provide a folding wingtip. The hinge assembly includes a first mount for securing to a first wing section and a second mount for securing to a relatively foldable second wing section. Each of the first and second mounts has a plurality of hinge elements arranged along a hinge axis. The assembly includes a latching device for securing the mount to prevent folding movement. The latching device has a latching axis, spaced apart from the hinge axis, for example, in a generally spanwise direction, to extend into the wing box. This provides an effective device that can be contained within the outer mold line of the wing, reducing the need for a fairing.

Shield assemblies for an aircraft landing gear include an aerodynamic shield, a first support bracket assembly, and a second support bracket assembly. The first support bracket assembly is configured to couple with a structural member of the aircraft landing gear, to support a first end of the aerodynamic shield, and to have a first position that is fixed relative to the structural member in an x-direction, a y-direction, and a z-direction. The first support bracket assembly has a first clamp that is configured to fix the first support bracket assembly relative to the structural member in the x-direction. The second support bracket assembly is configured to support a second end of the aerodynamic shield and to have a second position that is fixed relative to the structural member in the y-direction and the z-direction.

A method of assembling a riblet panel (200, 300a-d, 400a-d, 500, 600a-c, 700a-d, 800) for attaching riblets (202, 302a-d, 402a-d, 502, 602a-d, 702a-d) to a surface over which a fluid flows, the method comprising: preparing a plurality of riblet films, each riblet film comprising one or more riblets (202, 302a-d, 402a-d, 502, 602a-d, 702a-d); and attaching the plurality of riblet films to a common laminate film in a predetermined arrangement, wherein the riblet panel (200, 300a-d, 400a-d, 500, 600a-c, 700a-d, 800) is configured to adhere to the surface; and wherein the predetermined arrangement is configured such that, when the riblet panel (200, 300a-d, 400a-d, 500, 600a-c, 700a-d, 800) is adhered to the surface, the one or more riblets (202, 302a-d, 402a-d, 502, 602a-d, 702a-d) of the plurality of riblet films are configured to reduce the skin friction of the surface when the fluid flows over them.

An aircraft wing including: a wing structure supporting a wing cover, the wing cover having an outer aerodynamic surface, which forms part of an aerofoil profile of the wing, and a recess stepped back from the wing aerofoil profile; and a spoiler device includes a spoiler coupled to the wing structure by a spoiler actuation mechanism for moving the spoiler between a retracted position and a deployed position, the spoiler having a surface which follows a contour of the wing aerofoil profile and where the spoiler is housed entirely in the recess when the spoiler is in the retracted position, and wherein the spoiler surface is extended away from the wing cover when the spoiler is in the deployed position.

A propulsion system includes at least one conduit, the conduit configured to carry distribute motive fluid, the conduit further configured to collapse when not supplied with motive fluid from a compressor and inflate when supplied with motive fluid from a compressor, and at least one ejector in fluid communication with the at least one conduit, wherein the compressor supplies compressed air to the at least one ejector for producing thrust, and wherein the at least one ejector, when not in use, is retractable into a volume of an airfoil streamlining the outside of said airfoil.

The present invention relates to a riblet for a fixed leading edge (FLE) assembly. The aforementioned riblet comprises a first riblet portion having a first aft mounting for attaching the first riblet portion to a wing box assembly and also having a forward mounting opposite the first aft mounting. The aforementioned riblet also comprises a second riblet portion having a second aft mounting for attaching the second riblet portion to the forward mounting of the first riblet portion.

An aircraft may comprise ducted fans. The ducted fans may be an array of ducted fans. An array of ducted fans may be integrated in a wing of the aircraft. A ducted fan may be integrated in a horizontal tail of the aircraft. The wing may include a movable edge, such as a flap, to provide both exhaust area and flow turning control. The movable edge may be articulated by pivoting the movable edge. The movable edge may be extended and retracted.