322results about "Aircraft stabilisation" patented technology

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.

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.

An aerial and preferably marine vehicle intended to operate in its principal mode near the surface of water or land employing the Wing-in-Ground Effect (WIG) and capable to take-off and land vertically (VTOL) by means of thrust vectoring, which vehicle has a wing arranged at the lowermost part of the fuselage, propulsion units comprising four rotatable pylons extending transversely in pairs on both sides of the upper part of the fuselage, four elongated nacelles mounted on the outer tips of said pylons, which nacelles contain electric motors (E) and provided with propellers at their extremities, so that the rotation of the pylons results in turning the nacelles and thrust of propellers from substantially vertical, ensuring take-off and landing, to substantially horizontal providing a flight mode, retractable hydroskis for emergency landing on water, while said propulsion units and said wing are spaced apart vertically and horizontally and do not overlap.

A method for reducing aerodynamic loads on an aircraft located on the ground includes moving a wing tip relative to a fixed wing to an on-ground configuration in which the span of the wing is reduced. The wing tip includes an airflow channel, which is in an open configuration in which airflow through the channel between upper and lower surfaces of the wing tip is enabled, when the wing tip is in the on-ground configuration. This has been found to reduce aerodynamic loads on the wing tip and / or parts of the aircraft connected thereto during this phase of the aircraft's use.

Examples relate to uncrewed aerial vehicles (UAVs) and methods for controlled descent during control tier failures. A computing device may initially detect a control tier failure at an UAV. In some examples, the UAV includes a fuselage, a pair of wings extending outwardly from the fuselage, and a pair of stabilizers arranged in a V-shape configuration. Each stabilizer has a control surface that is adjustable relative to a fixed portion of the stabilizer. Based on detecting the control tier failure at the UAV, the computing device may adjust the control surface of each stabilizer from a first angle to a second angle relative to the fixed portion of the stabilizer. By adjusting the angle between the control surfaces and fixed portions of one or both stabilizers, the UAV may induce a deep stall maneuver that can enable a controlled descent of the UAV.

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.

A vertical take-off and landing aircraft includes: a fuselage and 2N tilting rotors. Both sides of the fuselage are provided with a wing symmetrically, a tail of the fuselage is provided with an empennage, and ruddervators are provided at the empennage. 2N tilting rotors are symmetrically provided at both sides of the fuselage, and a part of the 2N tilting rotors are provided on the empennage. N is a natural number greater than or equal to 2; in a vertical take-off and landing state, projections of propellers of the 2N tilting rotors on a horizontal plane are centrally symmetrical about point B, point B and a center of gravity point G of the vertical take-off and landing aircraft are both provided in a symmetry plane of the fuselage.

The utility model discloses an automatic balancing device and an aerial operation robot. The automatic balancing device comprises a connecting seat, a motor and a ducted fan, wherein the connecting seat is used for being connected with a foot stool of the aerial operation robot; the ducted fan is fixedly installed on the connecting base, the motor is fixed to the ducted fan and drives a propeller of the ducted fan to rotate, and the ducted fan is used for forming power for balancing the aerial operation robot in air pushed by rotation of the propeller. The automatic balancing device is compact in structure and controllable in cost, is mounted on a foot stool of the aerial operation robot, and is used for resisting center-of-gravity shift caused by crosswind or movement on an overhead line, so that interference of the center-of-gravity shift on operation of the aerial operation robot on the overhead line is avoided; the walking stability and safety of the aerial operation robot on the overhead line are remarkably improved.

A vertical take-off and landing aircraft and a control method for a vertical take-off and landing aircraft. The vertical take-off and landing aircraft includes a fuselage (10), four tilting rotors and four fixed rotors. Wings (20) are symmetrically provided at both sides of the fuselage (10); four tilting rotors are respectively installed at the front and rear sides of the wings (20) on both sides, and are pairwise correspondence and symmetrical about the longitudinal symmetry plane (11) of the fuselage (10). A spacing of the tilting rotors at the front side of the wing (20) is A, a spacing of the tilting rotors at the rear side of the wing (20) is B, and a deviation between A and B is less than or equal to 0.2*(A+B) / 2. Four fixed rotors are respectively provided at outer sides of the tilting rotors at both sides of the fuselage, and provided at the front sides and the rear sides of the wings (20), and are pairwise correspondence and symmetrical about the longitudinal symmetry plane (11). A spacing between two fixed rotors at the front sides of the wings (20) is C, a spacing between two fixed rotors on the rear sides of the wings (20) is D, and a deviation between C and D is less than or equal to 0.05*(C+D) / 2.

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.

A tail assembly for a rotorcraft having a fuselage. The tail assembly includes a stabilizer having an aft spar and a forward spar. An aft joint couples the aft spar to the fuselage and defines a pitch axis such that the aft joint allows the stabilizer to pivot about the pitch axis. A forward joint couples the forward spar to the fuselage. The forward joint has an axial stiffness configured to tailor a chordwise pivot mode of the stabilizer and a bending stiffness configured to tailor a beamwise bending mode of the stabilizer. The chordwise pivot mode of the stabilizer is decoupled from the beamwise bending mode of the stabilizer.

A tail fin assembly for an aircraft having a tail fin with a front side-member, a plurality of ribs, wherein the ribs are positioned along the front side-member, wherein each rib has a foot which is integral with the front side-member and a head which is integral with the foot, at least one piece of piping extending along the front side-member and at the rear of each head, and a housing which is secured on the heads.

The invention relates to an engineering-oriented wave rider airfoil efficient design method. The method comprises a traditional wave rider theoretical aerodynamic shape cutting method and a wave rider airfoil shape and position layout design method for a wave rider wing, a vertical tail, a pelvic fin and other airfoils. Aiming at the problems that the traditional wave rider theoretical appearance is only suitable for a single design point and the stability and the controllability are insufficient during cross-speed-domain flight, a system solution is provided for cross-speed-domain stable flight of the hypersonic flight vehicle. According to the method, the design technology breakthrough is realized by combining the parameterized cutting technology of the traditional wave rider theoretical appearance and the multi-airfoil collaborative optimization design. Through a global parameter joint debugging algorithm, after airfoil design is completed, the aerodynamic center position variation of the waverider under different Mach numbers is reduced, trimming is easy, and engineering adaptability design of a theoretical shape is achieved.

Composite multi-spar aircraft lifting surface comprising an integrated torsion box (1) comprising: - a first portion of a skin (3.1) continuous on the second face (1.2) from a right tip (4.1) to a left tip (4.2), - a second portion of a skin (3.2) continuous on the lateral right side (1.3) of the first face (1.1) from a right tip (4.1) to a first central portion (5), - a third portion of a skin (3.3) continuous on the lateral left side (1.4) of the first face (1.1) from the left tip (4.2) to a second central portion (6), - a cover (7) spanning between the first central portion (5) and the second central portion (6). The spars (2), the first portion of the skin (3.1), the second portion of the skin (3.2) and the third portion of the skin (3.3) being an integrated multi-cell part.

Wheels are arranged on the lower portion of a ground carrier in a bilateral symmetry mode, a power system and a communication and automatic driving control system are arranged in a vehicle head on the front portion of the ground carrier, and a connecting clamping groove is formed in a floor of the ground carrier. Electromagnetic spring buckles are arranged on the lower portion of the flight cabin and correspond to the four connecting clamping grooves formed in the ground carrier floor in position. Wings with upward inverted inner sections and straight outer sections are respectively arranged on the left and right sides of the upper part of the flight cabin; the inner section and the outer section of each wing are averagely divided into two sections; when the hydraulic mechanism is opened and closed, the inner section and the outer section can be folded or unfolded around the hinge connecting mechanism, and after folding, the spring positioning pins are inserted into the positioning holes. Oblique empennages are arranged on the left side and the right side of the tail portion of the upper portion of the flight cabin respectively, and deflection rudders are arranged on the rear edges of the outer ends of the oblique empennages. The hovercar can run on the ground, can take off and land vertically, can hover in the air or fly horizontally and can sail underwater; the safety and reliability are high, and the use efficiency is high.

A winglet system is configured to be secured to a wing of an aircraft. The winglet system includes an upper blade, a lower blade, and a cover plate integrally formed with the upper blade and the lower blade. The cover plate covers an opening within a transition joint between the upper blade and the lower blade. The cover plate remains coupled to the upper blade if the lower blade is separated from the winglet system.

The aircraft includes a fuselage (24), first and second forward wings (20, 22) attached to and / or extending from opposite sides of the fuselage (24), first and second aft wings (30, 32) and a continuous aft wing span (34) defining a fixed center connection (36), a first wing connection member (42) extending between the first forward wing (20) and the first aft wing (30), and a second wing connection member (44) extending between the second forward wing (22) and the second aft wing (32). 2), wherein an aft wing span (34) is supported by a centrally located V-tail joint defined by first and second angled arms (100, 110), and first and second electric motors each having a rotor mounted on each wing (20, 22, 30, 32), each rotor pivoting between a first configuration for vertical flight and a second configuration for forward flight.

A fuselage portion of or for an aircraft. The fuselage portion comprises an aircraft component which is installed in a shell of the fuselage portion by a plurality of connector elements. Therein, a respective first end of each connector element is held in an associated bore b running through the shell, and a respective second end of each connector element is joined to the aircraft component by a joint providing the respective connector element with a margin of swiveling relative to the aircraft component. Also an aircraft comprising such a fuselage portion, and a method for assembling such a fuselage portion.

The utility model discloses a connecting structure of an aircraft wing, a motor fixing rod and a vertical fin, relates to the technical field of aircrafts, and aims to solve the problem that follow-up disassembly and maintenance work is affected due to the fact that the aircraft wing, the aircraft vertical fin and the motor fixing rod are installed in a welding mode at present. The unmanned aerial vehicle comprises a motor fixing rod, a wing and a vertical fin, a front fixing seat is installed on the motor fixing rod, a front connecting plate is installed on the wing, the front fixing seat and the front connecting plate are connected through a fixing piece, a rear fixing seat is installed on the motor fixing rod, a rear connecting plate is installed on the wing, and the front fixing seat and the rear connecting plate are connected through a fixing piece. The rear fixing seat is connected with the rear connecting plate through a fixing piece; a tail end connecting piece is installed on the tail portion of the motor fixing rod, an installation groove is formed in the vertical fin, a through hole is formed in the installation groove, and a threaded hole is formed in the tail end connecting piece.

The invention provides a large-scale supersonic civil aircraft wing body fusion low-sonic-boom aerodynamic layout, and relates to the field of supersonic civil aircraft design, the large-scale supersonic civil aircraft wing body fusion low-sonic-boom aerodynamic layout comprises a nose, a middle fuselage, a wing body transition section, wings and a V-shaped empennage; the machine head is in a duckbilled flat shape, the upper contour line is a downward-inclined curve, the lower contour line is an upward-warping curve, the side contour line is a sharp-arch-shaped curve, the section of the head is in the shape of a combination of a triangle and an arc, the upper portion of the section of the head is a triangle with the top in arc transition, and the lower portion of the section of the head is an arc. The camber of the center line of the middle fuselage is small, and only the front section bends down slightly; the middle fuselage is connected with the roots of the wings through wing body transition sections; the wings are arranged on the two sides of the middle fuselage and adopt an arrow-shaped wing layout with a small aspect ratio, a variable dihedral angle and a variable torsion angle and a camber wing type; the V-shaped empennages are arranged on two sides of the tail end of the According to the method, the problem that a gap still exists in the fusion low-sonic-boom aerodynamic layout of the wing body of the large supersonic speed civilian aircraft is solved, and reference is provided for research on the fusion layout of the supersonic speed wing body.

The embodiment of the invention discloses an airplane vertical and horizontal tail connecting device with a lining positioning function. The device comprises a plurality of first connecting parts arranged on a vertical tail, a plurality of second connecting parts arranged on a horizontal tail and a plurality of sets of connecting pieces. The plurality of first connecting parts are arranged in an array, and the first connecting parts in the same row or the same column in the same array are aligned; the plurality of second connecting parts are arranged in an array, and the second connecting parts in the same row or the same column in the same array are aligned; the first connecting parts are in one-to-one correspondence with the second connecting parts, and each first connecting part is used for being connected with the corresponding second connecting part; each first connecting part and each second connecting part are respectively provided with a reamed bushing, and the single-sleeve connecting piece is used for fixedly connecting the corresponding first connecting part and the corresponding second connecting part in a group through the reamed bushing holes after the reamed bushes on the corresponding first connecting part and the corresponding second connecting part in the group are reamed with the bushing holes.

The invention belongs to the field of structural design of fixed-wing aircrafts, and relates to a structure for large-load precise butt joint of fixed-wing aircrafts. The structure comprises a pin bolt, a pin nut, an external thread supporting pipe, an internal thread supporting pipe, two lug bushings and two shaft shoulder bushings, an inner butt joint piece and an outer butt joint piece are in lap joint in an inserted mode, the two shaft shoulder bushings are installed in a set of installation holes of the inner butt joint piece in a pressed mode, and the two lug bushings are installed in a set of installation holes of the outer butt joint piece in a pressed mode; the external thread supporting pipe and the internal thread supporting pipe are in threaded fit, and the two ends are in contact with the two shaft shoulder bushings respectively; the pin bolt penetrates through the two lug bushings and the two shaft shoulder bushings and then is fixed through the pin nut.

An ultra-high-speed helicopter with stowed single-blade coaxial rotors is provided and relates to the technical field of aircrafts. The ultra-high-speed helicopter includes a fuselage. Wings and tails can be arranged on the fuselage, respectively. Tail blades can be arranged at a tail end of the fuselage. A rotor mechanism can be arranged on a top of the fuselage. The rotor mechanism includes rotors. The rotor mechanism can drive the rotors to be stored in a rotor storage cabin of the fuselage. When the helicopter flies at high speed, the rotors stop working, and tail blades provide propulsive force and the wings provide lift force, so that the defects in the aerodynamic characteristics of the rotors are avoided during high-speed flight. In addition, the rotors can be retracted and stowed in a fuselage to further reduce drag and increase the maximum flight speed.

The present application belongs to the water surface take-off and landing control technology field of water surface aircraft, and particularly relates to a kind of amphibious aircraft water surface take-off and landing longitudinal control method.The present application determines the corresponding elevator deflection angle of the aircraft when sliding at the median pitch angle at different speeds through flight test, and when taking off, the corresponding relationship of the flight test speed, median pitch angle and elevator deflection angle is used to draw the elevator control rate curve of the aircraft during the take-off process respectively, so as to obtain the elevator control rate of the aircraft during the take-off process on the static water surface and wave water surface;when landing, the pilot gradually brings the rod after the aircraft touches the water, so that the elevator deflection angle is in the minimum state of the maximum available deflection angle combination until the aircraft completes the deceleration on the water surface.The present application effectively solves the unstable influence caused by the interference of the wave water surface on the take-off and landing of the amphibious aircraft, and improves the take-off and landing safety.

The utility model belongs to the technical field of aircrafts, and particularly relates to an empennage structure and an aircraft. The connector comprises a mounting seat, the end face of the mounting seat is provided with a slot, the circumferential surface of the mounting seat is provided with a first through hole communicated with the slot, a contact socket is arranged in the mounting seat, and the contact socket is provided with an elastic contact piece; the empennage assembly is fixedly mounted on the mounting seat; the tail beam assembly is provided with a first elastic buckling part, the connecting end of the tail beam assembly is provided with a contact plate, the contact plate is provided with a conductive area matched with the elastic contact piece, and the tail beam assembly can be inserted into the mounting base in the inserting direction of the inserting groove by pressing the first elastic buckling part; first clamping fit is formed between the first elastic buckling part and the inner wall of the slot; and the button piece is movably mounted in the first through hole of the mounting seat, can move along a moving path and is used for pressing the first elastic buckling part. According to the empennage structure, the convenience of mounting and dismounting the tail beam assembly is greatly improved.

A wing tip device for fixing to the outboard end of a wing, the wing defining a wing plane, the wing tip device comprising: an upper wing-like element projecting upwardly with respect to the wing plane and having a trailing edge; and a lower wing-like element fixed with respect to the upper wing-like element and having a root chord and a trailing edge, the lower wing-like element root chord intersecting with the upper wing-like element, and the lower wing-like element projecting downwardly from the intersection, wherein the upper wing-like element is larger than the lower wing-like element and the trailing edge of the lower wing-like element is adjacent the trailing edge of the upper wing-like element at the intersection, and wherein an included angle between the upper and lower wing-like elements at the intersection is less than, or equal to, 160 degrees.

The invention discloses a wing body fusion layout vertical aircraft with T-shaped tilting power distribution. The vertical take-off and landing fixed-wing aircraft is mainly applied to a power system and aerodynamic layout design of the vertical take-off and landing fixed-wing aircraft, T-shaped power distribution is formed through cooperation of the wingtip tilting rotors and the tail ducted fans, and the composite power layout form of vertical take-off and landing, hovering, transition and horizontal cruise multi-working-condition stable flight is achieved. The technology can be widely applied to the fields of unmanned aerial vehicles, general aviation aircrafts, special task platforms and the like, and is suitable for efficient flight tasks in surveying and mapping inspection, logistics transportation, emergency rescue and complex terrain environments.

[Object] To detect airspeed and an airflow direction with respect to an airframe of a motorized aircraft with high accuracy without increasing the cost and weight and rapidly control attitudes of an electric propulsion system and the airframe in accordance with fluctuations of the airspeed and airflow direction.[Solving Means] An electric propulsion system control device includes: a first airspeed measurement unit that is mounted on an airframe of an aircraft and includes a first propulsion system parameter detector that detects a propulsion system parameter, the propulsion system parameter being a parameter of an electric propulsion system, the electric propulsion system being driven by an electric motor and rotating about a rotation axis as a center, and a first airspeed calculator that calculates first airspeed on a basis of the propulsion system parameter, the first airspeed being airspeed with respect to a first direction that is a direction of the rotation axis; a second airspeed measurement unit that is mounted on the airframe and measures second airspeed, the second airspeed being airspeed with respect to a second direction different from the first direction; and an airflow calculator that calculates airspeed and airflow direction with respect to the airframe on a basis of the first direction and the first airspeed and the second direction and the second airspeed.