27results about "Canard-type aircraft" patented technology

To provide a different hybrid aircraft by maximizing the revenue load that the hybrid aircraft can transport.SOLUTION: The present invention relates to a vertical take-off and landing (VTOL) aircraft, a method of controlling a VTOL aircraft, and a control system for controlling a VTOL aircraft. The aircraft comprises a fuselage having wings extending along transverse axes and attached to a fuselage extending between longitudinal axes of the aircraft, and a tail unit or a front tail unit. An array of electric rotors is fixedly mounted to the airframe. The front and rear internal combustion engines are pivotally mounted to the fuselage, and the front and rear rotors are displaceable between a lift position oriented to provide vertical lift to the aircraft for vertical flight and a propulsion position in which the front and rear rotors are oriented to provide forward thrust to the aircraft for horizontal flight. The front and rear rotors provide most or all of the vertical lift for the aircraft during vertical flight.SELECTED DRAWING: Figure 1

A vertical take-off and landing (VTOL) aircraft is disclosed, including a fuselage having an elevated front section configured to accommodate antennas for obstruction- free communication and a rear section configured to hold an engine, fuel storage, battery, and payload with easy and ergonomic access for loading, unloading, and maintenance A pair of wings extends laterally from fuselage to generate lift during flight, while a pair of canards are positioned forward of the wings to improve stability. The fuselage, the wings and canards are shaped to provide a significant nose-up pitching moment, enabling longitudinal stability at positive angles of attack. A pair of booms interconnect fuselage, wings, and canards to form an interconnected box-like structure that uniformly distributes loads across the aircraft. The aircraft includes VTOL rotors for vertical thrust, concealed landing gears for reduced air drag, and a cowling system with air inlets and outlets that provide efficient engine cooling.

An electric vertical take-off and landing vehicle includes a fuselage containing an internal compartment which may be used to transport a person, animal, or object. The fuselage includes a canard located at a forward portion of the fuselage in front of the internal compartment. A pair of wings extend outward from the fuselage wherein each of the pair of wings contains a propulsion unit configured to provide thrust. It is desired that each propulsion unit is in fixed orientation to the fuselage and the pair of wings. A landing foot is also included and configured to rotate the fuselage into and out of a vertical orientation when on the ground. The internal compartment of the fuselage is configured to rotate to maintain an upright orientation as the fuselage is at its various orientations.

A vehicle for travelling on a road and in the air is provided, comprising a fuselage extending from a forward to a rear end along a horizontal longitudinal roll axis, a pair of main wings mounted on the rear end of the fuselage, a pair of canard wings mounted to the fuselage forward of the main wings, a plurality of wheels configured to facilitate travelling on the road, and a rotor system comprising a plurality of rotors. Each of the main and canard wings extend from the fuselage in deployed positions, and are configured to be shifted to a stowed position in which it overlies the fuselage. The rotor system comprises a pair of tiltable main rotors mounted a main wing and configured to tilt through a plurality of positions between a forward position parallel with the roll axis, and an upward position parallel with the yaw axis.

This present invention relates to the field of aircraft and discloses an aircraft and a method for connecting a canard to an arm. The connection method is used to couple a canard and an arm. The canard comprises a coupling insertion portion, which comprises a plurality of fixing portions. The arm comprises an arm insertion cavity, and an insertion opening is provided at one end of the arm insertion cavity. The coupling insertion portion is configured to be inserted into the arm insertion cavity through the insertion opening and is fixed within the arm via the fixing portions. In the present invention a detachable structure is enabled between the canard and the arm, allowing the position of the center of lift to be adjusted by exchanging canards featuring different designs, thereby adapting to aircraft cabins with different centers of gravity.

The invention relates to a computer-implemented method for controlling an aircraft, the aircraft having a plurality of control actuators, the method comprising: determining a global force and / or moment distribution required to control a movement of the aircraft, the global force and / or moment distribution relating to a net force and / or moment acting on the aircraft; determining a local force and / or torque distribution, said local force and / or torque distribution relating to a force and / or torque contribution to said net force provided by at least one of said control actuators; and controlling at least one of the control actuators in order to generate the determined local force and / or torque. The invention also relates to an aircraft comprising a processor and a memory storing computer code which, when executed on the processor, executes the method.

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 vehicle includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tad conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.

According to the present disclosure, a vehicle configured to travel on roads and fly through the air is provided. The vehicle of the present disclosure includes a fuselage extending from a forward end to an aft end along a roll axis of the vehicle, a pair of main wings attached to the aft end of the fuselage, a pair of canards attached to the fuselage forward of the main wings, a plurality of wheels configured to enable travel on roads, and a rotor system including a plurality of rotors. Each of the main wings and the canards is configured to be displaced from the fuselage to a position extending along the pitch axis of the vehicle when deployed, and to be displaced to a position overlapping the fuselage when retracted. The rotor system includes a pair of tiltable main rotors respectively attached to each of the main wings, and each tiltable main rotor is configured to be tiltably displaced to a plurality of tilt positions between a forward position in which its rotation axis is substantially parallel to the roll axis of the vehicle and an upper position in which its rotation axis is substantially parallel to the yaw axis of the vehicle.

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.

A vehicle includes a main body and at least one wing coupled to the main body. A source of compressed fluid is coupled to the main body. The vehicle further includes first and second thrusters, each said first and second thruster having an intake structure and each said first and second thruster in fluid communication with the source. The first thruster is coupled to the main body and the second thruster is coupled to the at least one wing. The first and second thrusters are positioned, when in a first configuration, such that at least a portion of a boundary layer produced due to motion of the vehicle is ingested by the intake structures of the first and second thrusters. The vehicle further includes a system for selectively providing the compressed fluid to the first and second thrusters.

An aircraft includes a fuselage and a primary airfoil having a first upper surface. The first upper surface has a recess disposed therein. A conduit is in fluid communication with recess. An ejector is disposed within the recess. The ejector is configured to receive compressed air via the conduit. The ejector is further configured to produce a propulsive efflux stream. A secondary airfoil is coupled to the primary airfoil and has a second upper surface. The ejector is positioned such that the efflux stream flows over the second surface. The second surface is oriented so as to entrain the efflux stream to flow in a direction substantially perpendicular to the first upper surface.

A vertical take-off and landing aircraft that includes a fuselage which has a nose end, a tail end, and a plurality of seats disposed in an interior of the aircraft with vertical takeoff and conventional aircraft ability. A pair of rear wings extend outwardly from opposing sides of the fuselage between a cockpit and the tail end, and a pair of front wings extend outwardly from opposing sides of the fuselage between the cockpit and the nose end. Each of the pair of rear wings and the pair of front wings includes an adjustably mounted turbine which includes a statically mounted fan pod, a duct rotatably connected to the fan pod, and an adjustable nozzle rotatably connected to the duct. The adjustable nozzle is adjusted to a variety of configurations ranging between a vertical position and a horizontal position via the duct.

The present invention relates to a body (2) on the air vehicle; at least one motor (3) which provides required power for the flight of the body (2); at least one rotor (4) extending outward from the body (2), connected to the motor (3), and rotating around itself; a plurality of blades (5) located on the rotor (4); a helicopter mode (H) in which the body (2) performs tasks such as vertical landing and take-off, autorotation and hovering; an anti-torque system (6) on the body (2), which creates anti-torque when the body (2) is in helicopter mode (H); an airplane mode (A) in which the rotor (4) is stopped and the blades (5) are used as fixed wings; at least one propulsion system (7) that provides thrust for the movement of the body (2) when the body (2) is in airplane mode (A); a transition mode (T) in which the rotor (4) is stopped and the propulsion system (7) is activated while the body (2) is switched from helicopter mode (H) to airplane mode (A); at least one canard (8) located in the nose area of the body (2) and providing lift to the body (2).

An aircraft apparatus is disclosed that has a fuselage; and a wing coupled to the fuselage, where the wing comprises a port outboard wing section and a starboard outboard wing section; where each of the port outboard wing section and the starboard outboard wing section comprise at least one of: curved leading edges of varying radii and curved trailing edges of varying radii.

The present invention relates to an aircraft (1). More specifically, the present invention relates to an aircraft (1) having a main body (2), that conserves fuel by utilizing wind surfing. The aircraft comprises a nose section (3) that tapers towards the front end of the main body (2), and a tail section (4) that tapers towards the rear end of the main body (2). It also includes a vertical stabilizer (5) positioned centrally in the upper part, close to the tail section (4), two horizontal stabilizers (6) located on the lateral sides of the main body (2) near the nose section (3), at least two flaps (7) situated on the tail section (4), and at least two lateral engines (8) located on the lateral sides of the main body (2) that can rotate to provide thrust in different directions. Additionally, there is a main engine (9) located on the tail section (4) for forward thrust and at least two air trapping structures (10) that extend from the lower part of the nose section (3) to the beginning of the tail section (4), protruding towards the lower part of the main body (2). The surface area of the lower inclined section (3b) at the lower part of the nose section (3) is greater than the surface area of the upper inclined section (3a) at the upper part of the nose section (3) to allow air to be gathered towards the air trapping structures (10) when the aircraft is in motion. The present invention also relates to an aircraft (1) in which the nose section (3) is adapted to direct all incoming air towards the air trapping structures (10).

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 vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tail conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.

A VTOL aircraft, including: at least one wing mechanically coupled to a fuselage; at least four variable-speed tilt rotors, together designed and dimensioned to support a payload of at least 500 pounds; at least one first and at least one second motor, wherein the first and / or second motor is configured to drive a first of the at least four variable-speed tilting rotors; and at least one third and at least one fourth motor, wherein the third and / or fourth motor is configured to drive a second of the at least four variable-speed tilting rotors, wherein in a rotor-supported flight the at least four variable-speed tilt rotors are arranged together to lift the VTOL aircraft, wherein three of the at least four variable-speed tilt rotors are capable of providing at least 70% of the lift required to lift the VTOL aircraft carrying a payload of at least 500 pounds.

According to the tilting multi-rotor unmanned aerial vehicle structure, canards, main wings and empennages are sequentially and symmetrically arranged on a fuselage from front to back, the canards, the main wings and the empennages are each provided with two tilting rotor mechanisms capable of being driven by a steering engine to tilt, and the tilting rotor mechanisms drive tilting nacelles to tilt through the steering engines to achieve tilting movement; according to the design form, the unmanned aerial vehicle can achieve vertical take-off and landing and high-speed cruise, the application scene and environment adaptability is improved, the main wings serve as the main lifting surface of the aircraft, the empennage is responsible for providing lifting force and conducting direction control, and the unmanned aerial vehicle structure can increase the lifting force coefficient of the aircraft and can also increase the effective load or the internal space; the three-wing-surface layout design can make the lift center of the canard and the lift center of the main wing surface closer to each other through balancing, balancing resistance is reduced, and the high-speed performance can be improved.

A vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tail conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.

The present invention provides a power system for aircraft and a corresponding operating method that enables sufficient resilience to electrical failures in an efficient manner. [Solution] The power distribution network (306) of the aircraft's power system (300) operates in at least one normal operating mode such that it provides load balancing with respect to electrical loads (AA, BB, CC, DD) across power sources (A, B, C, D), and the power distribution network (306) operates in at least one electrical fault mitigation operating mode such that in the event of an electrical fault, the network portion of the power distribution network (306) having the electrical fault is isolated from at least one other network portion of the power distribution network.

Main claim: An aircraft (2) having a fuselage (4) which has a nose (6), a tail (8) and a pilot seat (10) or a pilot cabin lying therebetween, having two main wings (12) which each have an inner part (18) closer the fuselage (4) and an outer part (20) further away from the fuselage (4), wherein a vertical flow channel (26) is integrated into each of the two main wings (12), in which vertical flow channel a wing propeller unit (22) is arranged, and wherein a tail unit flow channel (44) is integrated into the tail (8), a tail propeller unit (24) being integrated in the tail flow channel.