24results about "All-wing aircraft" patented technology

There is provided a restraint tool which restrains a lithium metal battery including a plurality of battery cells, including: a restraint member which includes: a plate-shaped member which is made of a rubber-based material and include a plate-shaped base and a plurality of protrusions on the base; and a frame member into which the plate-shaped member is fitted; and a fixing member which fixes the plate-shaped member fitted into the frame member in a pressurized state in which the plate-shaped member is pressed against the lithium metal battery. In the restraint tool, due to elasticity of the plate-shaped member, a pressure applied by the restraint tool to the plurality of battery cells in charging the plurality of battery cells is 5 MPa or less, and a pressure applied by the restraint tool to the plurality of battery cells in discharging the plurality of battery cells is 0.1 MPa or more.

The invention relates to an aircraft (2) comprising a wing (4) and means (6, 30) for propelling the aircraft (2); the wing (4) having a flexible, airtight envelope (18) designed to contain air; the flexible envelope (18) being configured such that, when it contains air in a nominal inflation state, the aerodynamic profile of the flexible envelope (18) alone generates the lift of the wing (4). The aircraft (2) may be a piloted aircraft of the airplane type or an unpiloted aircraft of the drone type. Abstract figure: Fig. 1

There is provided a restraint tool which restrains a lithium metal battery including a plurality of battery cells, including: a restraint member which includes: a plate-shaped member which is made of a rubber material and include a plate-shaped base and a plurality of protrusions on the base; and a frame member into which the plate-shaped member is fitted; and a fixing member which fixes the plate-shaped member fitted into the frame member in a pressurized state in which the plate-shaped member is pressed against the lithium metal battery. In the restraint tool, due to elasticity of the plate-shaped member, a pressure applied by the restraint tool to the plurality of battery cells in charging the plurality of battery cells is 5 MPa or less, and a pressure applied by the restraint tool to the plurality of battery cells in discharging the plurality of battery cells is 0.1 MPa or more.

A system for providing favorable environment for propulsion system of a blended wing body aircraft, wherein the system comprises a blended wing body, wherein the blended wing body comprises a main body, wherein the main body comprises a main body shaping comprising an upper aft surface configured to provide a favorable environment for a propulsion system of the blended wing body aircraft, and the propulsion system mounted to the upper aft surface of the main body, wherein the propulsion system comprises one or more prime movers, and a nacelle covering the one or more prime movers.

A passenger vertical take-off and landing aircraft includes a flying wing comprising a passenger compartment, a first set of rotors positioned at least partially forward of a leading edge of the flying wing, and a second set of rotors positioned at least partially rearward of a trailing edge of the flying wing. The first set of rotors may include at least four rotors and the second set of rotors may comprise at least two rotors. The first set of rotors, the second set of rotors, both, or neither may be tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft.

A landing gear assembly for an aircraft, the landing gear assembly comprising: a forward brace having a first end for attachment to an airframe of the aircraft, and a second end; an aft brace having a first end for attachment to the airframe of the aircraft, and a second end, wherein the second end of the aft brace is coupled to the second end of the forward brace; an actuator piston having a first end and a second end, wherein the first end of the actuator piston is pivotally attachable to the airframe of the aircraft; a bellcrank linkage having a first end, a second end, and a pivot point between the first end and the second end, such that a first portion of the bellcrank linkage extends from the first end to the pivot point, and a second portion of the bellcrank linkage extends from the pivot point to the second end, wherein the pivot point of the bellcrank linkage is pivotally attachable to the airframe of the aircraft, and wherein the first end of the bellcrank linkage is pivotally coupled to the second end of the actuator piston; a primary strut having a first end and a second end, wherein the first end of the primary strut is pivotally coupled to the second end of the forward brace and the second end of the aft brace, and wherein one or more wheels of the aircraft are mounted at the second end of the primary strut; and a secondary strut (e.g. a shock absorber) having a first end and a second end, wherein the first end of the secondary strut is pivotally coupled to the second end of the bellcrank linkage, and wherein the second end of the secondary strut is pivotally coupled to a pivot point near to the second end of the primary strut; wherein the landing gear assembly is configured to adopt a deployed configuration when the actuator piston is in an extended configuration, and wherein the landing gear assembly is configured to adopt a retracted configuration when the actuator piston is in a retracted configuration. Also provided is an aircraft (such as a blended wing body aircraft) having such a landing gear assembly.

An aircraft (10) comprising: a starboard swept wing (14A) and a port swept wing (14B), each swept wing having an inner wing section (26A) comprising an integrated payload fuselage (20) and an outer wing section (30A) for extending the wingspan and providing lift; the inner wing section comprising: a rear spar (40) disposed close to a trailing edge (22A) of each inner wing section to carry loads along each inner wing section; a wing surface (30), in which the wing surface is substantially shaped as an aerofoil, and in which the wing surface comprises a rear fairing (62) disposed behind the rear spar, and near to the trailing edge, and in which the wing surface comprises an upper curved portion (50) which has a substantially arcuate cross section, a front curved portion (52) which has a substantially arcuate cross section, and a lower wing surface, the upper curved portion meeting the rear spar at a rear of the upper curved portion, and the upper curved portion meeting the front curved portion at a front of the upper curved portion, and the front curved portion meeting the lower wing surface at a front of the lowerwing surface, a cabin structure (32) in each inner wing, in which the cabin structure comprises one or more floor beams (36) and a rear wall defined by the rear spar; in which the lowerwing surface comprises a front lower curved portion (117), in which the front lower curved portion is substantially arcuate in profile and extends from a front edge of the floor beam(s) of the cabin structure towards the rear wall; in which the lower wing surface of each inner wing extends below a first line A, the first line being a line on the rear wall of the cabin structure where a projection of the arcuate front lower curved portion of the wing surface meets the rear wall, and in which a rear lower portion of the lower wing surface meeting the front lower portion and continuing the lowerwing surface to a second line, which is spaced from and below the first line.

A landing gear assembly for an aircraft with a forward brace to attach to an airframe of the aircraft; an aft brace to attach to the airframe and coupled the forward brace; a piston pivotally coupled to forward brace; a bellcrank linkage having a first end, a second end, and a pivot point therebetween such that a first portion of the linkage extends from the first end to the pivot point, and a second portion of the linkage extends from the pivot point to the second end, and the pivot point is pivotally coupled to the aft brace and to the piston; a primary strut pivotally coupled to forward brace and the aft brace; and a secondary strut pivotally coupled to linkage and a pivot point proximate the primary strut. The assembly has a deployed configuration when the piston is retracted, and a retracted configuration when the piston is extended.

A landing gear assembly (30) for an aircraft (10), the landing gear assembly comprising: a forward brace (40) having a first end (41) for attachment to an airframe of the aircraft, and a second end (43); an aft brace (50) having a first end (51) for attachment to the airframe of the aircraft, and a second end (53), wherein the second end (53) of the aft brace is coupled to the second end (43) of the forward brace; an actuator piston (70) having a first end (71) and a second end, wherein the first end (71) of the actuator piston is pivotally coupled to the first end (41) of the forward brace; a bellcrank linkage (60) having a first end (62), a second end (64), and a pivot point (63) between the first end and the second end, such that a first portion of the bellcrank linkage extends from the first end (62) to the pivot point (63), and a second portion of the bellcrank linkage extends from the pivot point (63) to the second end (64), wherein the pivot point of the bellcrank linkage is pivotally coupled to the first end (51) of the aft brace, and wherein the first end (62) of the bellcrank linkage is pivotally coupled to the second end of the actuator piston (70); a primary strut (90) having a first end (91) and a second end (96), wherein the first end of the primary strut is pivotally coupled to the second end (43) of the forward brace (40) and the second end (53) of the aft brace (50), and wherein one or more wheels (100) of the aircraft are mounted at the second end (96) of the primary strut (90); and a secondary strut (80, e.g. a shock absorber) having a first end (81) and a second end (83), wherein the first end of the secondary strut is pivotally coupled to the second end (64) of the bellcrank linkage (60), and wherein the second end (83) of the secondary strut (80) is pivotally coupled to a pivot point near to the second end (96) of the primary strut (90); wherein the landing gear assembly is configured to adopt a deployed configuration when the actuator piston (70) is in a retracted configuration, and wherein the landing gear assembly is configured to adopt a retracted configuration when the actuator piston (70) is in an extended configuration. Also provided is an aircraft (such as a blended wing body aircraft BWB) having such a landing gear assembly.

A blended wing body (BWB) aircraft comprising a first composite part comprising, a first dry carbon fiber sheet having a width greater than 3 inches and comprising a first layer comprising dry carbon fibers, a second layer disposed on top of the first layer comprising dry carbon fibers, a stitching extending through the first dry carbon fiber sheet, wherein the stitching is configured to bind the first dry carbon fiber sheet together, and a resin matrix, wherein the stitching and the first dry carbon fiber sheet are embedded within the resin matrix to create a single unified structure. BWB aircraft further comprises a blended wing body, having no clear demarcation along a leading edge of the BWB aircraft from a wing to a nose of the blended wing body, and wherein the first composite part comprises a portion of the blended wing body.

An aircraft assembly includes an airframe, a propulsion module (56) and a turbine engine (58). The airframe includes a body, a first wing and a second wing. The propulsion module (56) is mounted to the body. The propulsion module (56) includes a first open propulsor rotor (60). The turbine engine is configured to drive rotation of the first open propulsor rotor (60) about a propulsion module axis (64). The turbine engine (58) includes a flowpath (92), a compressor section (88), a combustor section (89), a turbine section (90) and a first rotating structure (104A,104B). The flowpath (92) extends through the compressor section (88), the combustor section (89) and the turbine section (90) from an inlet (124) into the flowpath to an exhaust from the flowpath (126). The first rotating structure (104A,104B) includes a bladed engine rotor disposed in the compressor section (88) or the turbine section (90). The first rotating structure (104A,104B) is rotatable about a rotating structure axis (106A,106B) that is offset from the propulsion module axis (64).

A blended wing body aircraft defining a longitudinal direction, a lateral direction, and a vertical direction, the blended wing body aircraft including: a pair of wings; a body, the pair of wings extending outward from the body along the lateral direction, the body defining a top side along the vertical direction; and a propulsion system including a first engine mounted to the body on the top side of the body, the body including an acoustic treatment assembly forward of the first engine, aft of the first engine, or both.

An aircraft assembly includes an airframe, a propulsion module and a turbine engine. The airframe includes a body, a first wing and a second wing. The propulsion module is mounted to the body. The propulsion module includes a first open propulsor rotor. The turbine engine is configured to drive rotation of the first open propulsor rotor about a propulsion module axis. The turbine engine includes a flowpath, a compressor section, a combustor section, a turbine section and a first rotating structure. The flowpath extends through the compressor section, the combustor section and the turbine section from an inlet into the flowpath to an exhaust from the flowpath. The first rotating structure includes a bladed engine rotor disposed in the compressor section or the turbine section. The first rotating structure is rotatable about a rotating structure axis that is offset from the propulsion module axis.

A hybrid wing-body aircraft includes a body segment having aerodynamic lifting surfaces. The body segment includes an upper body and a lower body. The hybrid wing-body aircraft also includes a plurality of hybrid wing segments further defining the body segment. The hybrid wing-body aircraft includes one or more recesses in the body segment. The one or more recesses extend from the upper body toward the lower body. The hybrid wing-body aircraft also includes one or more open-fan engines at least partially mounted within the one or more recesses. The one or more open-fan engines take up a portion of the boundary layer of the hybrid wing-body aircraft.

An airframe (22) includes a body (26), a first wing (28A), a second wing (28B) and a vane (54). The body extends longitudinally along a longitudinal centerline (34) from a forward end (36) of the body to an aft end (38) 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 (66) of the vane to a trailing edge (68) of the vane. A first open rotor propulsion system (24A) is vertically above and mounted to the body. A second open rotor propulsion system (24B) 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.

An apparatus for ingesting boundary layer flow on an aircraft, the apparatus includes a blended wing body, wherein the blended wing body is characterized by having no clear dividing line between wings and main body of the aircraft, wherein the blended wing body includes a nacelle located aft of a leading edge of the blended wing body, wherein the nacelle includes a propulsor configured to propel the aircraft, a primary duct, and a flow augmentation arrangement, wherein the flow augmentation arrangement is configured to accelerate a boundary layer flow in the airflow, wherein the flow augmentation arrangement further includes a secondary duct, wherein the secondary duct configured to ingest the boundary layer flow in the airflow from an inlet proximal to a forward portion of the nacelle to an outlet proximal to a rear portion of the nacelle and a tertiary duct between the primary duct and the secondary duct.

An aircraft (10, fig 1) comprising:a starboard and port swept wing (14A, 14B) , comprising an integrated payload fuselage (20);inner wing sections (26A): a rear spar 40 disposed close to a trailing ed

An aircraft (100) equipped with a distributed unducted fan propulsion system (150) is provided. In one aspect, an aircraft (100) includes a body (102) defining a lateral centerline that separates the body (102) into a first side (114) and a second side (116). One or more first unducted fans (162A) are mounted to the first side (114) of the body (102). The one or more first unducted fans (162A) are rotatable in a first direction. One or more second unducted fans (172A) are mounted to the second side (116) of the body (102). The one or more second unducted fans (172A) are rotatable in a second direction that is opposite the first direction.

An aircraft with an engine dropping mechanism is disclosed. The aircraft includes at least an engine, wherein the at least engine is top mounted to the aircraft; a main body; at least an engine support structure mechanically connecting the at least an engine with the main body; and the well extending from an upper surface of the aircraft toward a lower surface of the aircraft, wherein the well is configured to allow for a vertical displacement of the at least an engine from the at least an engine support structure.

Fig 3 A landing gear assembly for an aircraft includes an actuator piston 70 and a bell crank linkage 60. The bell crank linkage 60 has a pivot point 63 connected to an airframe of the aircraft and ha

The disclosure relates to a transitional aircraft. Specifically, the disclosure relates to a transitional aerial vehicle (AV), having a closed polygonal wing member allowing for, inter-alia; smaller dimensions (footprint) compared to AV with same lift / wing surface, higher payload capacity, vertical take-off and landing (VTOL), versatile flight modes (e.g., VTOL, hover, fixed wing cruising, side-to-side flight), effective work with rotors mounted with fixed longitudinal and transverse angle deflection in two arrays, longer flight time and distance, and the ability to self-stabilize landing on and taking off from uneven surfaces, with methods and modular systems for selectably releasing and protecting incorporated payload controllably inflated air-bags.