934results about "Aircraft control" patented technology

A system configuration significantly reduces the number of interconnections needed between an electromechanical actuator (EMA) and an EMA controller (EMAC) while maintaining redundancy and other safety aspects needed by the target application without adding second or third independent redundant position sensors to the EMA for use with backup channel of the controller. The system configuration extends the sensor architecture used by COM-COM controllers with an additional sensor channel used by a backup controller without the need for adding a separate physical position sensor for the backup controller, which saves implementation effort, space, and weight that would otherwise be needed for integration of additional redundant sensors into the EMA.

A wing for an aircraft, including a main wing and a slat assembly including a slat and at least one connection assembly movably connecting the slat to the main wing, such that the slat is movable between a retracted position and at least one extended position, such that the connection assembly has an elongate slat track, and the front end of the slat track is mounted to the slat, such that the rear end and / or the intermediate portion of the slat track are mounted to the main wing by a roller or slide bearing such that the slat track is movable along the track longitudinal axis, such that the connection assembly has a drive unit configured for driving the slat track, such that the drive unit includes a rotary actuator having at least one drive arm rotatably driven about a rotation axis and drivingly engaging the slat track.

A leading-edge device for an aerodynamic component is disclosed having a first skin element having an inner surface and an aerodynamic outer surface, and further includes a second skin element having an inner surface and an aerodynamic outer surface. The leading-edge device includes a first coupling element protruding from the inner surface of the first skin element and a second coupling element protruding from the inner surface of the second skin element. The first and second coupling elements are coupled to each other in a coupling region. The first skin element and the first coupling element are formed as a single-piece structure.

A mechanism for moving an aircraft wing slat between a retracted position and a deployed position includes a rib, an arm, a first bar and a second bar. The arm is disposed generally parallel with the rib and is configured for attachment with the wing slat. The rib, the arm and the first and second bars cooperate to form a four-bar linkage which is rotatable about connection points in a negative pitch rotational direction to dispose the arm in the deployed position, and in a positive pitch rotational direction to disposing the arm in the retracted position. The mechanism includes additional structures for maintaining the arm in the deployed position, including a magnetic extend stop and a standoff, an arm lobe and a cross-bolt, and a bar lobe and a linear member.

An aircraft wing includes a main wing and a high lift assembly which includes a high lift body and a connection assembly movably connecting the high lift body to the main wing, such that the high lift body is movable between retracted and extended positions. The connection assembly includes primary and secondary connectors mountable to and engageable with the main wing via primary and secondary mount profiles, respectively. The primary connector is rotatable relative to the primary mount profile and at least one of the connection assembly and the main wing to configure the primary connector and mount profile between a decoupled configuration in which the primary connector may be moved into so as to be engaged with, and removed from so as to be disengaged from, the primary mount profile, and a locked configuration wherein movement between the primary mount profile and the secondary mount profile is restricted.

An aircraft has a boom, a propulsion assembly coupled to a first end of the boom, and a first wing coupled to a second end of the boom. The propulsion assembly is coupled to the boom by a rotating joint. A second wing is optionally coupled to the rotating joint. The first wing is coupled to the boom by a rotating joint. The first wing is coupled to the rotating joint by a hinge. A vehicle with roll, pitch, and yaw maneuverability able to mirror the aircraft movements may be coupled to the second end of the boom. The vehicle body may be picked up with a vehicle chassis disconnected from the vehicle body. The boom houses an energy source to power the propulsion assembly. A rudder is coupled to the second end of the boom. A paddle is disposed between the propulsion assembly and the boom.

The invention discloses a vertical take-off and landing aircraft with improved linked wing tilting ducted fan layout, and belongs to the technical field of pneumatic and power systems of vertical take-off and landing aircrafts. The aircraft comprises an improved joined wing structure layout and a tilting ducted fan system integrally designed with the improved joined wing structure layout. The improved joined wing structure layout comprises a front wing, a rear wing, a vertical connecting wing surface, a vertical stabilizer and a fuselage. The front wing is divided into a front wing inner side wing surface and a front wing outer side wing surface by a vertical connecting wing surface, and adopts a sweepback wing belt dihedral structure; two ends of the rear wing are respectively arranged above the front wing through a vertical connecting wing surface, the middle part of the rear wing is arranged above the tail part of the fuselage through a vertical stabilizer, and the rear wing adopts a forward swept wing structure; the tilting ducted fan system comprises a front wing integrated ducted fan flap 7, a rear wing integrated ducted fan lifting control surface 9 and a tail propelling ducted fan 16. The core problems that pitching of a traditional connected wing is out of control, the weight of a tilting structure is large, and the energy efficiency is low are solved.

An aircraft wing includes a fixed structure and a linear hydraulic slat actuator attached to the fixed structure. The linear hydraulic slat actuator is oriented spanwise along the aircraft wing. The aircraft wing also includes an actuator output link and a slat attached to the actuator output link. The aircraft wing also includes a bell-crank coupled to the linear hydraulic slat actuator and to the actuator output link. In response to spanwise movement of the linear hydraulic slat actuator, the bell-crank is configured to move the actuator output link in a different direction that enables the slat to move between a retracted position and an extended position.

The invention discloses a novel bird-imitating empennage multi-degree-of-freedom platform, and relates to the technical field of flying robots, the novel bird-imitating empennage multi-degree-of-freedom platform comprises a first driving structure, a support, a second driving structure, an empennage driving structure and an empennage assembly, the second driving structure and the empennage driving structure are both arranged on the support, the first driving structure can drive the empennage assembly to rotate in the heading direction, and the second driving structure can drive the empennage assembly to rotate in the pitching direction and the rolling direction. And the empennage driving structure can control the area change of the empennage assembly. According to the novel bird-imitating empennage multi-degree-of-freedom platform, control over the heading direction, the rolling direction and the pitching direction can be achieved, and the area of the empennage assembly can be changed.

A projectile incorporates one or more spoiler-tabbed spinning disks to effect flow around the projectile and thus impart steering forces and / or moments. The spoiler tabs may be deployed only during steering phases of travel thus minimizing the drag penalty associated with steering systems. The disks are driven by motors and informed and controlled by sensors and electronic control systems. The spoiler tabs protrude through the surface of the projectile only for certain angles of spin of the spinning disk. For spin-stabilized projectiles, the disks spin at substantially the same rate as the projectile, but the disks may function in fin-stabilized projectiles as well. Any number of such spinning flow effector disks may be incorporated in a projectile, with the manner of functional coordination differing slightly for even and odd numbers of disks.

Actuation assembly for a trailing edge flap of an aircraft wing, comprising: a base unit configured to be fixated to a main body of the aircraft wing; an intermediate unit movably connected to the base unit and configured to be hingeably connected to the flap at a leading edge of the flap about a first hinging axis extending along the leading edge of the flap, wherein the movability provides adjustability of the flap between a retracted flap position and an extended flap position; and a second actuator configured to controllably rotate the flap with respect to the intermediate unit about the first hinging axis, the second actuator being configured to be movable along with the intermediate unit with respect to the at least one base unit.

The invention relates to the technical field of aircraft control, in particular to a control-surface-free aircraft control system based on synthetic jet and a momentum wheel, which comprises a lift force and attitude control subsystem, a steering control subsystem, a propulsion subsystem, a cooperative control unit and an attitude and navigation sensor. The lift force and attitude control subsystem independently controls different areas to generate local lift force difference through a synthetic jet generator matrix integrated on the surface, and rolling and pitching control is achieved. And the steering control subsystem changes the angular momentum direction of a flywheel through a control moment gyroscope arranged in the steering control subsystem, and generates reaction moment to control yawing. The propulsion subsystem provides a primary forward thrust. The cooperative control unit receives a sensor signal, generates an instruction according to a preset strategy, coordinates the subsystems to work cooperatively, and achieves whole-airspace flight control without an exposed control surface.

The utility model discloses a reversible control surface of an unmanned aerial vehicle, and relates to the technical field of unmanned aerial vehicles. The reversible control surface of the unmanned aerial vehicle comprises an unmanned aerial vehicle body, the number of the fixed control surfaces is two, and one end of each fixed control surface is fixedly connected to the outer surface of one side of the unmanned aerial vehicle body; and the number of the disassembling mechanisms is four, and each disassembling mechanism comprises a mounting box, a rotating component, an adjusting component, a moving component and two pushing components. According to the turnover control surface of the unmanned aerial vehicle, the positions of the two moving plates are adjusted through cooperation of the adjusting component and the moving component, the fixing blocks are separated from the fixing grooves through arrangement of the pushing component, and the movable control surface is taken down from the mounting box and replaced with a new movable control surface; the fixing grooves in the movable control surfaces are connected to the mounting box in a butt joint mode, the movable control surfaces are fixed through the pushing parts, and under the condition that the aileron and the empennage are not replaced, the maintenance cost and the maintenance time are reduced by replacing the single movable control surface.

A convertiplane (1) is described, which comprises a fuselage (2) extending along a first axis (A), a pair of half-wings (3) projecting cantilevered from respective sides of the fuselage (2), a pair of nacelles (4) housing respective engines and operatively connected to the half-wings (3); and a pair of rotors (5) associated with the half-wings (3), rotatable around respective second axes (B) and tiltable so as to arrange the convertiplane (1) in an airplane configuration or in a helicopter configuration. Each half-wing (3) further comprises a wingbox (20) and an appendage (21) articulated on the wingbox (20) and selectively movable between a relative first neutral operating position taken when the convertiplane (1) is in the airplane configuration and in which it defines an extension of the wingbox (20) and a relative second position taken when the convertiplane (1) is in the helicopter configuration and in which it defines with the wingbox (20) a compartment (50) through which the air flow generated by the respective rotor (5) can pass. The convertiplane (1) comprises a closing system (60) configured to elastically preload each appendage (21) towards the respective first neutral operating position.

A digital surface position sensor includes a position sensor, an adaptable hardware interface, and a processing circuit. The position sensor is adapted to be coupled to an aircraft flight control surface and is configured to sense a position of the aircraft flight control surface and supply a position signal representative thereof. The adaptable hardware input supplies an identification signal that identifies the aircraft flight control surface to which the position sensor is coupled. The processing circuit is coupled to receive the position signal and the identification signal. The processing circuit is configured, upon receipt of the signals, to process the position signal and the identification signal and generate (i) a first digital position signal representative of the position of, and the identification of, the aircraft flight control surface and (ii) and independent second digital signal representative of the position of, and the identification of, the aircraft flight control surface.

The invention relates to a flight control system which comprises three flight control computers, and each flight control computer comprises an I / O board used for receiving input signals of one path of a cockpit control device signal and a sensor signal of a cross-linked interface system and outputting the input signals of the other path of the cockpit control device signal and the sensor signal of the cross-linked interface system; after the input signals are simply processed, the processed input signals are forwarded to the computing board, the backup board and other flight control computers, meanwhile, remaining cockpit control device signals and interface signals sent by other computers are received, and control instructions are output to actuators of corresponding control surfaces; the three calculation boards are used for calculating a corresponding control instruction based on a control law according to the received input signal and forwarding the control instruction to the I / O board; the backup board is used for entering a pre-position state when the computing board of the flight control computer fails; wherein when the backup boards of all the flight control computers enter the pre-position state, the flight control system enters the backup mode, and the backup boards calculate backup control instructions and transmit the backup control instructions to the actuators of the corresponding control surfaces.

An aircraft wing assembly includes a wing box including an upper surface, a lower surface, and a leading edge structure connecting the upper surface to the lower surface and secured to the upper surface at a connection point. The aircraft wing assembly includes a drive mechanism secured to the wing box and a high lift device mounted to the drive mechanism. The drive mechanism is configured to move the high lift device between a retracted position and an extended position in use, and wherein the high lift device is configured to overlap the connection point when in the retracted position.

A control surface system for a body located in an air and / or space vehicle. The control surface system having at least one control surface which is located on the body and which, by moving relatively to the body, enables air flow to be controlled and the air vehicle to maneuver accordingly. The control surface system having at least one actuator which is made of an electroactive polymer material which is located on the body and which changes its form depending on electrical energy and based thereon, triggers the control surface.

The invention discloses a low-frequency broadband sound absorption metamaterial adaptive wing and a design method thereof, and belongs to the technical field of aircraft design. The problem that in the prior art, a traditional aircraft wing and a design method thereof are difficult to achieve the low-frequency and broadband noise reduction effect is solved. The wing comprises a leading edge inner side slat, a leading edge outer side slat, a main wing, a trailing edge inner side flap and a trailing edge outer side flap, the leading edge inner side slat and the leading edge outer side slat are connected with the front side of the main wing, and the trailing edge inner side flap and the trailing edge outer side flap are connected with the rear side of the main wing; the metamaterial sound absorption strips are embedded into concave cavities of the leading edge inner side slat and the leading edge outer side slat respectively, the metamaterial sound absorption strips are embedded into the leading edge of the main wing, each metamaterial sound absorption strip is composed of a Helmholtz resonator array composed of single-layer Helmholtz resonator units, and each metamaterial sound absorption strip is provided with a micro-perforated surface with continuous curvature. The noise reduction level of the wing is effectively improved, the sound absorption frequency band is wider, and the method can be applied to sound absorption wing design.

The invention belongs to the technical field of unmanned aerial vehicles, and particularly relates to a tailstock type overwater vertical take-off and landing fixed-wing unmanned aerial vehicle which can float and park on the water surface, can vertically take off to leave the water and is switched into a fixed-wing mode for cruising and level flight. The unmanned aerial vehicle comprises a four-rotor support buoy and a wing body fusion body fixed to the upper portion of the four-rotor support buoy, small wing type buoys are arranged on wing tips of the two sides of the wing body fusion body respectively, and lifting ailerons capable of deflecting up and down are arranged on the rear edges of wings on the two sides of the wing body fusion body respectively. And four motor rotor propeller propelling devices are uniformly arranged at the tip part of the four-rotor bracket buoy.

An emergency autoland braking system for aircraft includes an electromechanical actuator configured to provide a braking force to rudder pedals for actuating a braking system without altering the existing braking system of the aircraft. An equalized braking force may be applied to both rudder pedals via a force balancing mechanism and a single linear actuator, or differential braking force may be applied via independent linear actuators. The system is compatible with both open and closed loop control for commanding a braking force.

Systems, devices, and methods including: an assembly configured to maintain a wing on an aircraft, the assembly comprising: a connector configured to removably connect to a first portion of the wing; and an actuator having a mechanism configured to removably engage a second portion of the wing, the second portion of the wing is configured to be moveable; wherein the actuator is configured to control the second portion of the wing.

A ground effect machine GEM) system emphasizes a vehicle capable of ground effect flight with a means to control flight above the ground. Induced drag is reduced by "Lift Span Tech" which comprises an upper-surface trailing propulsor that pushes air above a trailing high-pitch surface to overcome boundary layer separation and promote air flow generating a trailing edge stagnation point due to air's interaction with the ground. Lift Span Tech in combination with a lower cavity both reduces drag and provide aerodynamic lift. Efficiency of the GEM may be increased both due to reduced drag and reduced mechanical resistance, depending on application. Applications include but are not limited to railcars, box trucks, buses, aircraft, automobiles, and boats.

The invention discloses a retractable and rotatable ventral fin of a shipborne unmanned aerial vehicle, wherein two ventral fins are symmetrically mounted on the left and right sides of the belly at the tail end of a fuselage in an eight-shaped arrangement; the ventral fins are assembled by movably connecting a front ventral fin segment (1), a middle ventral fin segment (2) and a root ventral fin segment (3); the front ventral fin segment (1) can be fitted inside the middle ventral fin segment (2), and the middle ventral fin segment (2) can be fitted inside the root ventral fin segment (3); the ventral fin comprises a skin, ribs, a sliding rod, a retractable device and a rotating device; the retractable device drives the ventral fin to retract along the span direction to adjust the size of the ventral fin; the rotating device drives the ventral fin to rotate up and down in the longitudinal direction to adjust the attitude angle; the ventral fins can be retracted and rotated individually or simultaneously without interfering with each other.

A wing for an aircraft, comprising a main wing and a high lift assembly which includes a body, and an assembly connecting the body to the main wing, so the body is movable between a retracted position and an extended position. The assembly comprises a track extending along a longitudinal axis between first and second ends, with an intermediate portion therebetween. A roller bearing ensures that the track moves along the longitudinal axis. The roller bearing comprises bearing units, each mounted to the main wing and having a bearing surface for engaging the elongate track. The units include a first and second end units and an intermediate unit wherein, relative to the longitudinal axis, the intermediate unit is positioned between the first end unit and the second end unit. The elongate track comprises a recessed portion which, in the retracted position, aligns the intermediate unit.

A flight control system, including a flight control computer (FCC) configured for providing a first and second flight function, and sending, to effectors of an aircraft, first command signals based on the first and second flight functions, and a second computer configured for providing one or more autonomy functions associated with operation of the aircraft, and that are different from the first and second flight functions, monitoring operation of the FCC, determining whether the FCC has failed, and providing a fail-safe mode for at least the first flight function in response to determining that the FCC has failed. Providing the fail-safe mode includes providing one or more critical flight functions that includes the first flight function, and sending, to the effectors, second command signals that replace a first command signal associated with the first flight function and that are based on the critical flight functions.

A flap drive mechanism for moving an actuating flap of an aircraft is provided. In one aspect, a flap drive mechanism includes a base mount, links, an actuator, a first track having a first rail, a second track pivotably coupled with the first track and having a second rail, a third track pivotably coupled with the second track and having a third rail. The second and third tracks and a mounting link each provide a flap segment mount. The actuator is coupled with the base mount and arranged to drive the links so that the first rail translates relative to the base mount, the second track pivots relative to the first track while a bearing coupled with the third track slides relative to the second rail, and the third track pivots relative to the second track while a bearing coupled with the mounting link slides relative to the third track.

A system for identifying a failure of the primary load path in an actuator. The system includes a first strain gauge configured to be mounted to a static portion and to measure vibrations of the static portion and a second strain gauge configured to be mounted to a nut assembly and to measure vibrations of the nut assembly. The system comprises a processor configured to identify a failure of the primary load path by comparing the measured vibrations of the static portion and the measured vibrations of the nut assembly.

The unmanned aerial vehicle window breaking aiming control method comprises the steps that the distance between an unmanned aerial vehicle and a wall face where a target window is located is obtained, and an expected blasting position in the target window is determined; the deviation between the aiming position of the unmanned aerial vehicle and the expected blasting position is calculated, and when the deviation is out of a preset range, the position of the unmanned aerial vehicle is adjusted to be within the preset range; when the deviation is within a preset range, calculating an emitting angle of the emitting device according to the deviation, and adjusting the emitting device to the emitting angle; a test projectile is launched, the actual hit position of the test projectile is captured, the offset distance between the actual hit position and the aiming position in the horizontal direction and the offset distance between the actual hit position and the aiming position in the vertical direction are calculated, and the horizontal compensation angle and the vertical compensation angle of the launching device are generated; and the launching device is adjusted to the compensated launching angle, and the window breaking bomb is launched. The window breaking aiming control method for the unmanned aerial vehicle can improve the window breaking hit rate of the unmanned aerial vehicle. The invention further relates to an unmanned aerial vehicle window breaking aiming control system and an unmanned aerial vehicle for fire fighting.

The present invention discloses a method and system for real-time perception of the state of an aircraft's rudder surfaces. The system includes an embedded pressure sensor, an embedded processor, a signal transmission module, and an angle comparison module. The embedded pressure sensor uses a silicon chip and is arranged at specific positions on the front edge and upper and lower surfaces of the aircraft's rudder surface to monitor the pressure signal on the rudder surface in real time. The actual airflow angle and surface flow conditions of the rudder surface are solved based on these surface dynamic pressure information, and compared with the rudder control instructions input by the flight control system to determine whether the rudder angle has reached the specified position and whether flow separation has occurred on the rudder surface. The system and method for real-time perception of the state of an aircraft's rudder surfaces with embedded pressure measurement proposed by the present invention provide a beneficial monitoring means and feedback method for rudder manipulation and flow control during the flight of the aircraft, thereby avoiding aircraft safety accidents caused by rudder jamming or failure.