1211results about "Aircraft control" patented technology

A flow control device, having: a flow tube extending between upstream and downstream, and a neck region between the first and second ends, wherein the flow tube includes: a wall defining an outer boundary and extending longitudinally from a first end to a second end and transversely from a first side to a second side, wherein: the wall is nonmetal; the wall defines: a first segment extending longitudinally between the first and second ends and transversely from the first side to a segment junction; and a second segment extending longitudinally between the first and second ends and transversely from the second side to the segment junction; and the first segment has a first coefficient of thermal expansion (CTE) and the second segment has a second CTE that differs from the first CTE, to define a transverse CTE gradient.

A device, having: a base having an outer boundary and a plurality of base voids, formed from a first material having a first coefficient of thermal expansion (CTE); beads that line ones of the base voids, formed from a second material having a second CTE that differs from the first CTE, wherein each of the beads has a bead void; and a thermoelectric junction around the outer boundary, or within one or more of the bead voids.

A flow control device having: a composition gradient defining a first coefficient of thermal expansion and a second coefficient of thermal expansion that differs from the first coefficient of thermal expansion; and a thermoelectric junction operationally coupled to the composition gradient, wherein the composition gradient is formed of either of a plurality of dissimilar metals or of plastic with fillings or fibers.

Aspects of the present disclosure generally relate to systems and methods for flight control of aircrafts driven by electric propulsion systems and in other types of vehicles. In some embodiments, a computer-implemented method for controlling an aircraft is disclosed, comprising: receiving, from a source processor, a first copy of a signal corresponding to an input device; sending a second copy of the signal to all other processors; receiving a number of second copies of the signal from all other processors, the number of second copies being equal to the number of all other processors excluding the source processor; determining a consensus signal based on the first copy and the second copies of the signal; and determining a command signal for an effector of the aircraft based on the consensus signal, and wherein no two processors are configured to receive signals from a same input device.

The invention discloses a different-floor distribution method for a solar auxiliary charging unmanned aerial vehicle in a shielding scene, and the method comprises the steps: obtaining a user set # imgabs0 # for the unmanned aerial vehicle to carry out the distribution service for different floors, obtaining the height of each user as # imgabs1 #, obtaining the required distribution time as # imgabs3 # for a user # imgabs2 #, enabling # imgabs4 # to be the earliest delivery time of a user # imgabs5 #, and enabling # imgabs2 # to be the earliest delivery time of the user # imgabs2 # to be the earliest delivery time of the user # imgabs2 #; the # imgabs6 # is the latest goods receiving time of the # imgabs7 # of the user; the unmanned aerial vehicle selects a user with the earliest delivery time as a target delivery user, and updates a user set which can be delivered by the # imgabs8 # unmanned aerial vehicle at the moment; and carrying out multi-round delivery or hovering charging according to the height # imgabs9 of the floor where the user is located, the shadow height of the obstacle at the target delivery building and the earliest delivery time of the # imgabs10 of the user. The method is an unmanned aerial vehicle multi-round distribution method, and the unmanned aerial vehicle can be charged by searching a proper sunshine irradiation area in a scene with shelters, so that the flight time is prolonged.

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.

The utility model relates to the field of aircrafts, aims to solve the problem that a control surface of a known aircraft is heavy or inconvenient to disassemble and assemble, and provides an airfoil structure and an aircraft. The airfoil structure comprises an airfoil body, a control surface, a driving assembly and two rotary connecting mechanisms. And the control plane is arranged on one side of the airfoil body. The two rotary connecting mechanisms are arranged in the length direction of the control surface in a spaced mode. And the control surface is rotatably connected to the rear edge of the airfoil body through the two rotary connecting mechanisms. The driving assembly comprises a steering engine and a transmission mechanism. The steering engine is installed on the airfoil body. The transmission mechanism is in transmission connection between the steering engine and the control plane and used for driving the control plane to rotate relative to the airfoil body. The position, connected with the control plane, of the transmission mechanism is located between the two rotary connecting mechanisms. The utility model has the beneficial effects that the control surface is light in weight and convenient to disassemble and assemble.

An aircraft wing has a leading edge, a fixed wing portion and a leading-edge spoiler device. The spoiler device is hingedly mounted relative to the fixed wing portion adjacent the leading edge, moveable between retracted and deployed positions. In the retracted position a spoiler surface forms a continuous surface with a fixed wing portion upper aerodynamic surface, and in the deployed position the spoiler surface is rotated relative 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. A center of pressure of the local wing section acts on the spoiler surface providing a moment about the hinge in a first direction to bias the spoiler device to the retracted position and providing a moment about the hinge in a second, opposite direction, rotating the spoiler device to the deployed position.

Multi-functional trailing edge apparatus and methods for aircraft are disclosed herein. An example wing of an aircraft disclosed herein includes an aft edge supporting a trailing edge device. The trailing edge device has a control surface and a side surface. A linkage is rotatably coupled to the side surface and the aft edge, and a rotary actuator is operatively coupled to the linkage to move the control surface.

An apparatus and method for increasing security of a virtual machine are disclosed. The apparatus includes a host circuit having at least a processor and a memory, wherein the at least a processor is configured to receive at least a software module, create a virtual environment, which includes creating a plurality of partitions including a virtual machine (VM), determine a compliance category of the at least a software module as a function of an adherence of the at least a software module to at least one operational rule, isolate the at least a software module to the VM of a software module partition of the plurality of partitions, which includes adjusting partition connections between the software module partition and other partitions of the plurality of partitions within the virtual environment as a function of the compliance category and execute the at least a software module within the virtual environment.

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 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 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.

One embodiment is an aircraft including a fuselage; a wing connected to the fuselage; first and second booms connected to the wing on opposite sides of the fuselage; first and second forward propulsion systems attached to forward ends of the first and second booms; first and second aft propulsion systems fixedly attached proximate aft ends of the first and second booms; and first and second wing-mounted propulsion systems connected to outboard ends of wings; wherein the first and second wing-mounted propulsion systems are tiltable between a first position when the aircraft is in a hover mode and a second position when the aircraft is in a cruise mode.

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 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 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.

Disclosed is an active throttle quadrant assembly. The active throttle assembly comprises a lever 310 mounted via a first pivot 318 at a first end of the lever and a grip 302 on an opposite end of the

A system for cross-channel communication for effectors in an electric aircraft is presented. The system may include a flight component of an electric aircraft. The system may include a plurality of effectors, wherein the plurality of effectors may be configured to control the flight component. The system may include a plurality of flight controllers communicatively connected to the plurality of effectors, wherein the plurality of flight controllers may be configured to receive an input, generate a command as a function of the input and transmit the command to the plurality of effectors. The system may include a plurality of networks communicatively connected to the plurality of effectors and the plurality of flight controllers, wherein the plurality of networks may be configured to receive the command from the plurality of flight controllers and transmit the command to the plurality of effectors.

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.