163results about "Canard-type aircraft" patented technology

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.

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 lead screw control actuation system. A system according to an embodiment includes a motor configured to rotate a lead screw that is configured to increase torque provided by the motor. The lead screw is coupled to a nut through a threaded opening such that rotation of the lead screw causes the nut to move along a longitudinal axis of the lead screw. The nut includes a slot oriented in a direction perpendicular to the direction of motion of the nut. The system further includes a lever arm including a pin at a first end of the lever arm, the pin configured to slide in the slot of the nut to cause the lever arm to rotate in response to the motion of the nut. A second end of the lever arm is coupled to a canard such that rotation of the lever arm causes the canard to rotate.

A vertical take-off and landing (VTOL) aircraft is disclosed. The VTOL aircraft may include: a fuselage, a thrust rotor to produce a propulsion thrust, rotor booms, canard surfaces, wing surfaces, tail surfaces, and lift rotors to produce lifting thrust force.

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 series of convertible aircrafts with a core with an airframe defining a first axis is described; a first, a second, a third, a fourth, a fifth and a sixth rotor which are rotatable about respective first, second, third, fourth, fifth and sixth axis, and operable independently of each other so as to generate respectively a first, a second, a third, a fourth, a fifth and a sixth thrust value independent of each other; the core comprises an electric power source and electric motors which are connected to said first, second, third, fourth, fifth and sixth rotor; each aircraft of the series comprises a module associated with a respective architecture and interfaced with said core.

Provided is a system in which an uncrewed aircraft performs autonomous flight so as to follow the outer wall of a structure such as a tunnel.　This self-position estimation system includes: a vertical-section measurement data acquisition unit 138 that acquires vertical-section measurement data measured using a vertical-section measurement device when flying along the outer wall surface of a structure extending along a prescribed route in the lateral direction; and a vertical-section interior position estimation unit 132 that matches a circle corresponding to an outer wall surface of the tunnel to the acquired vertical-section measurement data, and estimates the vertical-section interior position of the uncrewed aircraft within the vertical section on the basis of the self position in relation to the matched circle.

There is described an aircraft (1) comprising a fuselage (2, 2 ', 2' ') having a nose (4) and a tail (5) arranged on mutually opposite portions along a first longitudinal axis (Y); a pair of half wings (3) arranged on respective mutually opposite sides of the fuselage (2, 2 ', 2' '); first and second rotors (22a, 22b) carried by the respective half-wings (3), rotatable about second and third axes (F, G), respectively, tiltable relative to the fuselage (2, 2 ', 2' '), and operable independently of one another; the aircraft (1) being switchable between a first hover flight or takeoff / landing configuration in which the fourth and fifth axes (F, G) are arranged orthogonally to said first axis (Y) and a second forward flight configuration in which the fourth and fifth axes (F, G) are arranged parallel or inclined with respect to said first axis (Y); the aircraft (1) further comprises a tail portion (6) comprising a first aerodynamic surface (8) and third and fourth rotors (21a, 21b) rotatable about fixed fourth and fifth axes (F, G); and support means (31a, 31b) connected to the third and fourth rotors (21a, 21b) of the corresponding said half wings (3) and the corresponding said fins (52).

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.

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.

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.

An aircraft designed for vertical take-off and landing (VTOL) and fixed wing flight. The aircraft's structure includes a streamlined fuselage, forward swept wing and a canard, featuring a configuration of propulsors symmetrically embedded along the aircraft's longitudinal center of gravity and tilting propellers on the forward swept wingtips. Additionally, the fuselage includes doors to the propulsor ducts that can be opened for vertical flight and closed for forward flight.

A safe, quiet, easy to control, efficient, and compact aircraft configuration is enabled through the combination of multiple vertical lift rotor assemblies, tandem wings, and forward thrust propellers. The vertical lift rotor assemblies, in combination with a front and rear wing, permits a balancing of the center of lift with the center of gravity for both vertical and horizontal flight. This wing and multiple rotor system has the ability to tolerate a relatively large variation of the payload weight for hover, transition, or cruise flight while also providing vertical thrust redundancy. The propulsion system uses multiple lift rotor assemblies and forward thrust propellers of a small enough size to be shielded from potential blade strike and provide increased perceived and real safety to the passengers. Using multiple independent rotor assemblies provides redundancy and the elimination of single point failure modes that can make the vehicle non-operable in flight.

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.

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.

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

A convertible aircraft with an airframe defining a first longitudinal axis is described; a pair of half-wings; a first, a second, a third, a fourth, a fifth and a sixth rotor rotatable about respective first, second, third, fourth, fifth and sixth axis, and operable independently of each other so as to generate respectively a first, a second, a third, a fourth, a fifth and a sixth thrust value independent of each other; said fifth and sixth rotor being carried by respective said half-wings and inclinable with respect to said airframe; the aircraft being switchable between a first hovering flight configuration wherein the sixth and seventh axis are arranged orthogonal to the first axis; and a second forward flight configuration wherein the sixth and seventh axis are arranged parallel to or inclined with respect to the first axis; the aircraft comprises first supports adapted to support the fifth and sixth rotor with respect to the respective half-wings; the first supports being arranged spaced apart from respective free ends of respective half-wings according to an extension direction of respective half-wings.

The invention relates to the technical field of aviation aircrafts, and particularly discloses a vertical take-off and landing aircraft which comprises an aircraft body, a main wing, a canard wing, a connecting rod, a first power unit, a second power unit and a third power unit. According to the vertical take-off and landing aircraft, the aircraft body and the connecting rods can bear loads, the loading capacity is further improved, meanwhile, the first power unit, the second power unit and the third power unit are arranged, after any power unit fails, other power units can guarantee safe operation of the vertical take-off and landing aircraft, and the safety of the vertical take-off and landing aircraft is improved. The problems that in the prior art, a vertical take-off and landing aircraft is low in loading capacity and out-of-control easily occurs after any rotor wing fails are effectively solved. Through the third power unit which is obliquely arranged at the fixed angle, a part of lift force can be provided when the vertical take-off and / or vertical landing of the vertical take-off and landing aircraft is carried out, the take-off and landing process of the vertical take-off and landing aircraft is completed through the first power unit and the second power unit, and the stability is improved.

Presented is a small, unmanned aircraft systems (aka drone) configured for amphibious use in water environments. Also presented is a capture device for the capture and recovery of a small, unmanned aircraft system.

An aircraft is provided that includes an airframe having a first wing with a curved wingtip positioned above a second wing with a curved wingtip. A rotor assembly positioned between the curved wingtips between the first and second wings can be utilized to provide both vertical thrust for vertical takeoff of the aircraft and autorotation to generate electrical energy for recharging an onboard power source. The first wing can be formed in a V-shape. An additional rotor assembly can be included in a rotatable canard that provides forward and vertical thrust to the aircraft.

An airfoil of an aircraft with an ice protection system, the airfoil having a leading edge, the ice protection system comprising a first applying mechanism for applying an ice protection fluid along at least a portion of the leading edge of the airfoil, and an ice protection fluid recovering mechanism for recovering the ice protection fluid applied by the first applying mechanism, the ice protection fluid recovering mechanism being arranged downstream of the leading edge of the airfoil. The ice protection system further comprises a second applying mechanism for applying the ice protection fluid recovered by the ice protection fluid recovering mechanism on at least one area of the airfoil arranged downstream of the leading edge of the airfoil. An aircraft may comprise at least one airfoil provided with the ice protection system. A method may be used to protect the airfoil of an aircraft from ice accumulation.

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.

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.

Examples of a refueling device for use in in-flight refueling operation are provided. In at least one example the refueling device includes a body, a boom member and a spatial control system. The body is configured for being towed by a tanker aircraft in a forward direction via a fuel hose at least during in-flight refueling operation, the body having a body longitudinal axis and a neutral point. The boom member is carried by the body. The boom member has a fuel delivery nozzle, the fuel delivery nozzle being configured for selectively engaging with a fuel receptacle in a receiver aircraft to enable fuel to be transferred from the fuel hose to the receiver aircraft during such in-flight refueling operation. The spatial control system is configured for selectively providing stability and control to the refueling device. At least during refueling operation the fuel delivery nozzle is longitudinally forward of the neutral point.

A short take-off and landing (STOL) vehicle comprising a tail having a surface and a fuselage having a surface, wherein the tail and fuselage have a continuous surface, wherein the surface of the tail is directly coupled to the surface of the fuselage. The vehicle further comprises a forward-swept wing having a trailing edge and a rotor attached to the trailing edge of the forward-swept wing via a pylon, wherein the rotor has a maximum downward angle with the horizontal plane that is less than or equal to 60°, and the STOL vehicle uses at least some lift from the forward-swept wing and at least some lift from the rotor to take off and land.

The invention relates to the technical field of aircrafts, and discloses an aircraft and a canard and arm connecting method thereof. The canard and arm connecting method is used for coupling a canard and an arm, the canard comprises a coupling insertion part, and the coupling insertion part comprises a plurality of fixing parts; the vehicle arm comprises a vehicle arm insertion cavity, an insertion opening is formed in one end of the vehicle arm insertion cavity, and the coupling insertion part can be inserted into the vehicle arm insertion cavity through the insertion opening and is fixed in the vehicle arm through the fixing part. According to the method for connecting the canards and the arms, the canards and the arms form a detachable structure, and the position of the lift center can be adjusted by replacing the canards of different styles so as to adapt to aircraft cabins of different gravity centers.

A first power source, a second power source, and a power controller are provided, where a vehicle that includes the first power source, the second power source, and the power controller is capable of flying in a transitional mode between a hovering mode and a forward flight mode. The power controller selects one or more of the first power source and the second power source to power a rotor included in the vehicle during the transitional mode.

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.