772results about "Aircraft stabilisation" patented technology

Load stability systems and methods for stabilizing swinging motions of suspended loads. The load stability systems include a fully automated, self-powered device that employs thrust to counteract and control lateral and rotational motion of an external load. The device is a temporary installment on the load, cable, or boom, and is agnostic to the platform from which it is suspended.

A craft is provided comprising: a propulsion system; a fuselage coupled with the propulsion system, wherein the fuselage is configured to carry a payload and fuel for the propulsion system; and a pre-assembled wing coupled with the fuselage; wherein the craft is designed to take-off without using a runway and does not have landing gear to land.

The invention discloses a folding wing and rudder design method and an unfolding locking mechanism thereof. The locking mechanism comprises a connecting handle, an elastic torsional spring and a rotating shaft. A locking head and a connector are arranged on the two sides of the bottom of the folding wing or the folding rudder respectively; the design method comprises the steps of obtaining performance parameters, and determining specific indexes such as folding sizes and unfolding time of the folding wing and the rudder. And designing a structural model according to principles of generalization, reliability and the like, and determining geometric parameters of the wing and the rudder. Verifying the strength of parts of the locking mechanism, calculating a plurality of parameters of an elastic torsion spring, and analyzing the unfolding time and synchronism. Finally, consistency checking is conducted based on finite element simulation analysis, torque and bending moment are applied in ABAQUS software according to parameters, the structural strength of the folded rudder is analyzed, and it is ensured that the design meets the requirement. According to the folding wing and rudder design method, through the scientific design process and multi-principle comprehensive application, the high-performance requirement is met, meanwhile, the cost is effectively reduced, the reliability and maintainability of products are improved, and the remarkable beneficial effects are achieved.

An electric propulsion system for a vertical take-off and landing (VTOL) aircraft having a heat exchanger to cool fluids used in an electrical engine, the electric propulsion system comprising at least one electrical engine mechanically connected directly or indirectly to a fuselage of the VTOL aircraft and electrically connected to an electrical power source. The electrical engine may comprise an electrical motor having a stator and a rotor; a gearbox assembly comprising a sun gear; at least one planetary gear; a ring gear; and a planetary carrier. The electric engine may include an inverter assembly comprising a thermal plate and an inverter assembly housing; an end bell assembly that is connected to the thermal plate of the inverter assembly; and a heat exchanger comprising an array of cooling fins and tubes.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

A solar powered plane configured to operate in the stratosphere includes a hinged vertical stabiliser that that pivots about a hinge; the stabiliser extends both above the fuselage and also below the fuselage, and the base of the vertical stabiliser includes a skid. The hinged vertical stabiliser is configured such that when the skid contacts the ground on landing, the top of the vertical stabiliser pivots forwards around the hinge point, minimising damage to the aircraft on landing. the skid includes a lightweight, replaceable sacrificial layer.

A vertical take-off and landing aircraft with a multi-element lifting system with integrated propulsion. The multi-element lifting system may have an upper wing element, a lower wing element, and a control wing element which is located below the upper wing element and above, and rearward of, the lower wing element. The system uses internal propulsion units, such as internal ducted fans, which flow air below the upper wing element and above the lower wing element such that the air flows through the multi-element lifting system. The control wing element may be articulated to route air vertically downward to allow for short or vertical take-off and landing. An aircraft with a multi-element wing assembly and a multi-element tail assembly raised above the wing assembly. An aircraft which resides on the ground with the wing assembly and the tail assembly pitched up.

The invention relates to an empennage structure of a flapping-wing robot, which comprises a yawing mechanism, a pitching mechanism and a connecting mechanism, the yawing mechanism comprises a yawing steering engine, a yawing steering engine rocker arm, a yawing rocker arm and a yawing control surface; the pitching mechanism comprises a pitching steering engine, a pitching steering engine rocker arm and a pitching surface; the connecting mechanism comprises a pitching steering engine fixing plate, an empennage surface plate and a fuselage. The pitching motion function of the empennage is achieved through the knuckle bearing and the connecting rod structure, the yawing motion function of the empennage is achieved through the flexible material, the steering engine rocker arm and the yawing rocker arm, the yawing structure and the pitching structure are combined through the empennage plane plate, and the whole empennage mechanism is formed. The yawing motion cannot be affected during pitching motion, decoupling of the pitching motion and the yawing motion is achieved, meanwhile, the yawing control steering engine and the pitching control steering engine are both installed on the fuselage, empennage structural parts are reduced, the loading capacity during empennage motion is reduced, and the beneficial effects of being compact in structure and high in adjusting capacity are achieved.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

The invention belongs to the field of electric vertical take-off and landing aircrafts, and discloses a novel vertical take-off and landing remote high-speed manned electric tilt-rotor aircraft structure which comprises an aircraft body, wings, a V-shaped empennage, six supporting arms, six tilt-rotor units, an energy system, an avionics system and an undercarriage. The six tilting rotor wing units are symmetrically installed on the wings and the V-shaped empennage through the six supporting arms. The aircraft is mainly characterized in that the design of six tilting rotor units is adopted, so that the aircraft has the advantages of vertical take-off and landing, high-speed forward flight, no structural'dead weight 'and useless power consumption; the design that the supporting arms extend out of the wings and the empennage to exceed the radius length of the rotors is adopted, and the downward projection of a rotor disc is not overlapped with the wings and the empennage in the vertical flight state, so that downward washing flow of the rotors cannot generate downward loads on the wings and the empennage, and power consumption for overcoming the downward loads is avoided; the design of the wings with high aspect ratio and winglets is adopted, so that the forward flying lift-drag ratio and the cruising efficiency are improved, and the aircraft has high-speed forward flying and remote flying capabilities; and the six tilting rotor units adopt the same tilting mechanism, so that the complexity of design and manufacturing is reduced.

An unmanned aerial vehicle (UAV) having wings stowed against a fuselage of the UAV in a first arrangement is disclosed. Methods and systems for deploying the wings into a second arrangement are disclosed. For example, after a launch of the UAV, the UAV monitors for at least one precondition. The at least one pre-condition being a pre-condition associated with deploying wings of the UAV into the second arrangement. Upon detecting the at least one precondition, the wings of the UAV are deployed into a second arrangement. Deploying the wings comprises activating, in response to detecting the at least one precondition associated with the UAV, a gearbox configured to transition the wings from the first arrangement to the second arrangement. Roll control may be maintained throughout launch and deployment.

The present invention discloses a bionic hummingbird flapping-wing aircraft with an ultralight structure and a control system, comprising a frame and a wing system fixed on the frame, a power transmission system, a pitch servo control system, a roll servo control system and a micro-integrated flexible folding circuit board system; the frame comprises an upper frame and a lower frame, wherein the upper frame comprises an upper bottom plate pulley frame, a bottom plate connecting member and a lower bottom plate pulley frame; the lower frame comprises a suspension, a front support frame, a rear support frame and a base; the suspension is fixed to the lower surface of the lower bottom plate pulley frame through a first hanging ear; the wing system consists of a pair of left and right wings, each wing comprises a wing pulley, a wing rod and a wing root rod, a wing membrane is fixed on the wing rod and the wing root rod, and the wing membrane is provided with a wing membrane hole at the wing root; the power transmission system realizes the flapping motion of a pair of wings by driving the reciprocating rotation of the wing pulley. By using the present invention, flapping-wing flight can be realized without an external power cord and only relying on battery power supply.

An electric propulsion system for a vertical take-off and landing (VTOL) aircraft having a heat exchanger to cool fluids used in an electrical engine, the electric propulsion system comprising at least one electrical engine mechanically connected directly or indirectly to a fuselage of the VTOL aircraft and electrically connected to an electrical power source. The electrical engine may comprise an electrical motor having a stator and a rotor; a gearbox assembly comprising a sun gear; at least one planetary gear; a ring gear; and a planetary carrier. The electric engine may include an inverter assembly comprising a thermal plate and an inverter assembly housing; an end bell assembly that is connected to the thermal plate of the inverter assembly; and a heat exchanger comprising an array of cooling fins and tubes.

The invention belongs to the technical field of airplane structure design, and discloses a horizontal tail wing beam connecting structure, an airplane and an assembling method, and the horizontal tail wing beam connecting structure comprises a central rib plate, an upper T-shaped connector, a lower T-shaped connector, a left connecting plate, a right connecting plate and an outer side connecting plate. The upper T-shaped joint comprises a lower edge strip, a first left edge strip and a first right edge strip, the lower T-shaped joint comprises an upper edge strip, a second left edge strip and a second right edge strip, the central rib plate is arranged between the left beam and the right beam, and the left connecting plate, the right connecting plate and the outer side connecting plate are combined for use, so that the bearing capacity of a left beam web plate and a right beam web plate is improved; the first left edge strip and the first right edge strip can increase the contact area between the upper T-shaped connector and the left wing and the contact area between the upper T-shaped connector and the right wing, the second left edge strip and the second right edge strip can increase the contact area between the lower T-shaped connector and the left wing and the contact area between the lower T-shaped connector and the right wing, the connecting strength of the left beam and the right beam in the vertical direction is improved, and the lower edge strip, the upper edge strip and the central rib plate are matched with one another. And the connection strength of the left beam and the right beam in the horizontal direction is improved.

The invention belongs to the technical field of flight mechanics, and particularly relates to a V-shaped empennage control surface course control extension control method which comprises the steps that a left control surface deflection angle reaches an upper limit, a right control surface deflection angle continues to deflect leftwards, and a right empennage generates right lower lift increment perpendicular to the incoming flow direction; the right empennage can simultaneously generate a vertically downward force and a head-up torque relative to the gravity center of the whole aircraft; a downward head lowering moment is generated through the longitudinal periodic pitch change of the rotor wings and the tilt angle of the rotor wings, so that the pitching moment is balanced; the vertical force balance of the whole aircraft is achieved by adjusting the attack angle of the aircraft body.

An airframe includes a body, a first wing, a second wing and a vane. The body extends longitudinally along a longitudinal centerline from a forward end of the body to an aft end of the body. The first wing and the second wing are disposed to opposing lateral sides of the body. The vane projects vertically out from the body to a tip of the vane. The vane extends longitudinally along the body from a leading edge of the vane to a trailing edge of the vane. A first open rotor propulsion system is vertically above and mounted to the body. A second open rotor propulsion system is vertically above and mounted to the body. The vane is configured as a structural barrier laterally between the first open rotor propulsion system and the second open rotor propulsion system.

A vertical take-off and landing aircraft with a multi-element lifting system with integrated propulsion. The multi-element lifting system may have an upper wing element, a lower wing element, and a control wing element which is located below the upper wing element and above, and rearward of, the lower wing element. The system uses internal propulsion units, such as internal ducted fans, which flow air below the upper wing element and above the lower wing element such that the air flows through the multi-element lifting system. The control wing element may be articulated to route air vertically downward to allow for short or vertical take-off and landing. An aircraft with a multi-element wing assembly and a multi-element tail assembly raised above the wing assembly. An aircraft which resides on the ground with the wing assembly and the tail assembly pitched up.

The invention provides a wing type biological hybrid flapping wing aircraft with deformable wings. The wing type biological hybrid flapping wing aircraft comprises a flapping mechanism, a wing deformation mechanism, bird feather type wings, an aircraft body, an empennage deformation mechanism and a bird feather type empennage, the flapping mechanism and the empennage deformation mechanism are mounted on the fuselage; the flapping mechanism drives the wing deformation mechanism to do wing flapping motion; the bird feather type wings are arranged on the wing deformation mechanism; the empennage deformation mechanism comprises an empennage joint and a plurality of steering engines, the steering engines drive the empennage joint to do four-degree-of-freedom motion, and the bird feather type empennage is installed on the empennage joint. The multi-degree-of-freedom cooperative connecting rod transmission mechanism is adopted, high-fidelity reproduction of bird flapping wing motion is efficiently achieved, and independent and accurate regulation and control of the torsion angle, the torsion rate and the torsion direction of the empennage are achieved based on hierarchical steering engine control and the decoupling characteristic of the double-layer motion frame.

An electrically powered multirotor aircraft that is adapted for vertical take-off and landing, comprising a fuselage, at least one aircraft lifting surface that is connected to the fuselage, at least one propeller that is connected to the at least one aircraft lifting surface, a sensor unit, a flutter reduction unit, and a settings adjustment device. The sensor unit is configured to generate sensor data that is indicative of flutter of the at least one aircraft lifting surface. The flutter reduction unit is configured to receive the sensor data to generate flutter reduction signals. The settings adjustment device is configured to receive the flutter reduction signals and to adjust current settings of the at least one propeller based on the flutter reduction signals to reduce flutter of the at least one aircraft lifting surface.

An electric propulsion system for a vertical take-off and landing (VTOL) aircraft having a heat exchanger to cool fluids used in an electrical engine, the electric propulsion system comprising at least one electrical engine mechanically connected directly or indirectly to a fuselage of the VTOL aircraft and electrically connected to an electrical power source. The electrical engine may comprise an electrical motor having a stator and a rotor; a gearbox assembly comprising a sun gear; at least one planetary gear; a ring gear; and a planetary carrier. The electric engine may include an inverter assembly comprising a thermal plate and an inverter assembly housing; an end bell assembly that is connected to the thermal plate of the inverter assembly; and a heat exchanger comprising an array of cooling fins and tubes.

Provided in the present application are a vertical take-off and landing aircraft and a control method therefor. The vertical take-off and landing aircraft comprises a fuselage and 2N tilt-rotors. Wings are provided on two sides of the fuselage, and an empennage is provided at the tail of the fuselage, an elevator rudder being provided on the empennage. The 2N tilt-rotors are symmetrically mounted on two sides of the fuselage, and some of the 2N tilt-rotors are located on the empennage, where N is a natural number greater than or equal to 2. In a vertical take-off and landing state, the projections of propellers of the 2N tilt-rotors on the horizontal plane are centrally symmetrical about point B, both the point B and the center of gravity G of the vertical take-off and landing aircraft are located in the symmetrical plane of the fuselage, and the point B is located on the side of the point G close to the empennage. During the transition of the vertical take-off and landing aircraft from the vertical take-off and landing state to a cruising state, both the point G and the point B move along the symmetrical plane towards the side close to the nose, and the point B is always located on the side of the point G close to the empennage. Such a layout enables the vertical take-off and landing aircraft to have a better pitch trim capability.

The invention provides a non-orthogonal tilt-rotor aircraft and a flight control method thereof, a tilt shaft at the lower end of a tilt nacelle is obliquely arranged, and the tilt shaft is parallel to an XZ plane, forms an angle of 45 degrees with an X axis and a Z axis, and is not orthogonal to an XY plane and a YZ plane of a fuselage coordinate system; the positive direction of the X axis is backward along the course, the positive direction of the Y axis is rightward along the course, and the positive direction of the Z axis is upward along the vertical direction. According to the invention, the transverse stability augmentation effect can be provided, the transverse stability is improved, and the problem of unstable pitching of the fuselage caused by tilting of the rotor nacelles can be avoided.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

The invention provides an ornithopter with multi-degree-of-freedom empennage collaborative movement and a control method.The ornithopter comprises a rack, empennage bodies and an empennage driving mechanism, each empennage body comprises an empennage support, a plurality of tail feather bodies, a traction rope guide wheel and a tail feather elastic rope, and one end of each tail feather body is sequentially hinged to one end of the empennage support; the number of the traction rope guide wheels is two, the traction rope guide wheels are arranged in the middle of the empennage support side by side, the tail feather elastic rope is sequentially connected to the multiple tail feather bodies, and the two tail feather bodies on the outermost side are each provided with a connecting part extending towards the other side of the hinged end. The empennage driving mechanism comprises an empennage connecting pipe assembly, a traction steering engine, a winding roll, a traction rope, an empennage torsion steering engine, an empennage deflection steering engine and an empennage pitching steering engine. According to the empennage structure, independent control or combined control of torsion, pitching, deflection and opening and closing actions can be achieved, and the problems that an existing ornithopter empennage mechanism is insufficient in motion freedom degree and lacks an efficient wing-empennage cooperative motion system are solved.

An aircraft comprising a fuselage with a nose and a tail arranged on opposite parts to each other along a first longitudinal axis is described; a pair of half-wings arranged on respective mutually opposite sides of the fuselage; a first and a second rotor carried by respective half-wings, respectively rotatable around a second and third axis inclinable with respect to said fuselage, and independently operable from each other; the aircraft is switchable between a first hovering flight or take-off / landing configuration wherein the fourth and fifth axis are arranged orthogonal to said first axis; and a second forward flight configuration wherein the fourth and fifth axis are arranged parallel or inclined with respect to said first axis; the aircraft further comprising a tail portion comprising a first aerodynamic surface, and a third and a fourth rotor rotatable around a fixed fourth and a fifth axis; and support means of the third and fourth rotor connected to a corresponding said half-wing and to a corresponding said fin.

The invention provides a high-fuel-efficiency double-fuselage layout passenger plane and a design method. The high-fuel-efficiency double-fuselage layout passenger plane comprises fuselages, wings, empennages and a power device. The machine body comprises a first machine body and a second machine body which are arranged in parallel in bilateral symmetry; the wings are fixedly arranged above the middle parts of the first fuselage and the second fuselage, and the empennage is fixedly arranged above the tail parts of the first fuselage and the second fuselage; the power devices are symmetrically arranged at the front edges of the left side and the right side of the wing in a wing-hung double-sheet bureau mode. The high-fuel-efficiency double-fuselage layout passenger plane and the design method have the characteristics of energy conservation and emission reduction, the design method and the internal layout design method of the corresponding double-fuselage layout passenger plane are provided, and energy conservation and environmental protection are achieved by minimizing the weight of the fuselage structure and fully utilizing the internal space of the fuselage. And the method has the potential of bringing more operating profits to airlines.

This invention belongs to the field of helicopter design technology, and particularly relates to a method for controlling the longitudinal center of gravity of a helicopter. The method includes: acquiring characteristic data of the helicopter; determining the combined fuel weight G under the pre-limit loading state. 油前 Center of gravity C 油前 The total fuel weight G under the ultimate loading condition was determined. 油后 Center of gravity C 油后 Determine the fuel consumption ΔG of the receiving tank at the start of the transfer. 受油 Minimum value; determines the fuel consumption ΔG of the receiving tank at the start of transfer. 受油 Maximum value; determine the amount of oil transferred ΔG 输油 Minimum value; determine the amount of oil transferred ΔG 输油 Maximum value; ΔG 受油 ΔG 输油 Provides fuel system design to enable automatic transfer functionality.

The present invention provides an extreme STOL airplane comprising: a fuselage and a wing having port and starboard wing sections. Each wing section has a body with top and bottom surfaces, leading and trailing edges, and a span, i.e., the distance between a wing section tip and root connected to the fuselage, and flap coves. Aerodynamic elements integrated into the wing sections include Fowler flaps, having leading and trailing edges and a span, flap tracks, wherein the flap tracks are external to the wing section body, extend aftward beyond the trailing edge of the wing section, and are configured to enable the Fowler flaps to rotate or deflect and to translate or extend and retract, Frise ailerons, wherein the Frise ailerons are located outboard of the Fowler flaps, and spoilerons located over the leading edge of the Fowler flaps when the flaps are in the fully extended position.

The present invention provides an extreme STOL airplane comprising: a fuselage and a wing having port and starboard wing sections. Each wing section has a body with top and bottom surfaces, leading and trailing edges, and a span, i.e., the distance between a wing section tip and root connected to the fuselage, and flap coves. Aerodynamic elements integrated into the wing sections include Fowler flaps, having leading and trailing edges and a span, flap tracks, wherein the flap tracks are external to the wing section body, extend aftward beyond the trailing edge of the wing section, and are configured to enable the Fowler flaps to rotate or deflect and to translate or extend and retract, Frise ailerons, wherein the Frise ailerons are located outboard of the Fowler flaps, and spoilerons located over the leading edge of the Fowler flaps when the flaps are in the fully extended position.

The invention relates to the technical field of aircrafts, in particular to a variable-attack-angle double-section flapping-wing aircraft which comprises an aircraft body, a power source and driving system, a double-section-wing flapping system left wing, a double-section-wing flapping system right wing, an attack angle adjusting driving system and an empennage adjusting driving system. Wherein the fuselage serves as a main body structure of the aircraft and is used for supporting and fixing other functional modules; the power source and the driving system are mounted on the fuselage and are used for providing power for the flapping wing to move; a left wing and a right wing of the double-section wing flapping system are mounted on the power source and the driving system.According to the variable-attack-angle double-section flapping-wing aircraft, in the flapping-wing flight process, by adjusting the attack angles of the wings in real time, the lift force and resistance distribution of the aircraft in different flight states can be optimized, and therefore the flight efficiency and stability are improved; the variable attack angle design enables the aircraft to better cope with a complex airflow environment.