361results about "Drag reduction" 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.

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.

Provided are computer-implemented methods for autonomously controlling an aircraft with vertical take-off and landing capabilities and folding wings that includes controlling a plurality of thrust producing components of an aircraft to cause the aircraft to rise vertically when wings of the aircraft are in a first folded configuration, where when the wings of the aircraft are in the first folded configuration, a leading edge of each wing is oriented in a vertical direction setting motor controller gains based on the wings of the aircraft being in the first folded configuration, and causing the aircraft to align with a direction of airflow when the wings of the aircraft are in the first folded configuration, and controlling thrust producing components and control surfaces and internal articulation mechanisms of the aircraft to cause the aircraft to transition from folded wing configuration to unfolded wing configuration. Systems and computer program products are also provided.

The invention relates to an air system for an aircraft, that includes air consumers; air sources and a network of ducts and associated control valves controlled by a control unit. The air system is characterized in that: the network of ducts and associated valves includes at least one isolation valve, arranged between an air bleed device and an air duct connecting an air conditioning pack and an auxiliary power unit; the control unit is configured to be able to determine an ideal configuration of the control valves according to the identified requirements of each consumer and a degraded configuration that makes it possible to supply air to predetermined air consumers from the available air sources when the ideal configuration is not attainable.

An aircraft has a boom, a propulsion assembly coupled to a first end of the boom, and a first wing coupled to a second end of the boom. The propulsion assembly is coupled to the boom by a rotating joint. A second wing is optionally coupled to the rotating joint. The first wing is coupled to the boom by a rotating joint. The first wing is coupled to the rotating joint by a hinge. A vehicle with roll, pitch, and yaw maneuverability able to mirror the aircraft movements may be coupled to the second end of the boom. The vehicle body may be picked up with a vehicle chassis disconnected from the vehicle body. The boom houses an energy source to power the propulsion assembly. A rudder is coupled to the second end of the boom. A paddle is disposed between the propulsion assembly and the boom.

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 wing assembly for an aircraft is disclosed having an actuation assembly configured to move a wing tip device between a flight configuration and a ground configuration. The actuation assembly includes at least two linear actuation devices mounted within the wing assembly. A wing and a wing tip device for the wing assembly, and an aircraft comprising the wing assembly, wing or wing tip, are also disclosed.

A wing designed to pass through a fluid medium is provided, the wing having a plurality of alternating protrusions and valleys along a trailing edge thereof. The described wing uses the plurality of protrusions and valleys to counteract noise that is a function of wind speed and chord length. In an alternative variant, instead of or in addition to cancelling noise, the plurality of protrusions and valleys are adapted to generate or correct noise such that the noise is generated in a desired frequency band. In this variation, the plurality of protrusions and valleys are configured such that the generated noise is in the desired frequency band based at least on a frequency band that repels various types of animals given a specified local wind speed. In another variation, the plurality of protrusions and valleys are adapted to improve the aerodynamic performance of the wings, whether in the context of separate use or with multiple wings working together within the system.

An aircraft wing is disclosed having a fixed wing with a tip, and a wing tip device rotatably mounted on a hinge at the tip of the fixed wing, such that the wing tip device is rotatable about the hinge, and an actuation system for rotating the wing tip device about the hinge. The actuation system includes a motor, at least one geared rotary actuator, a reduction gearbox, a clutch for selectively decoupling rotation of the motor from rotation of the geared rotary actuator, the geared rotary actuator is driveable by the motor and arranged to convert rotary motion into a different rotary motion and is arranged to rotate the wing tip device relative to the tip of the fixed wing. The clutch is coupled to the geared rotary actuator by a shaft and the shaft is fixed in rotation to a mass disposed radially outwardly from the shaft.

A wing assembly for an aircraft including a fixed wing and a wing tip device rotatable about a joint assembly. The wing assembly is configurable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. The wing assembly includes joint-bordering structure located adjacent the joint assembly, the joint-bordering structure having a rib, an upper cover and a lower cover. The joint assembly includes a moveable panel. The panel includes a first hard stop element, and the joint-bordering structure includes a second hard stop element. The first hard stop element is integrally formed in the panel, and the second hard stop element is integrally formed in one of the rib, the upper cover or the lower cover of the joint-bordering structure. The hard stop elements may be configured to self-align.

An aircraft includes an aircraft heat source; a propulsion system including an electric propulsion engine, the electric propulsion engine including an electric motor and a fan rotatable by the electric motor, the electric propulsion engine further defining a fan air flowpath; a thermal management system including a heat source exchanger in thermal communication with the aircraft heat source, a heat sink exchanger in thermal communication with the fan air flowpath of the electric propulsion engine, and a thermal distribution bus extending from the heat source exchanger to the heat sink exchanger; and a control system operably connected to the thermal management system for selectively thermally coupling the heat sink exchanger with the heat source exchanger.

A folding wingtip aircraft includes a wing that includes a primary portion and a wingtip. The folding wingtip aircraft includes a folding wingtip system configured to rotate the wingtip relative to the primary portion. The folding wingtip aircraft also includes a flight control computer. The flight control computer is configured to, in response to a first determination that a wingtip position of the wingtip is not in a folded position when a second determination indicates that a last completed command by the folding wingtip system was a fold command, set error codes for the folding wingtip system. The flight control computer is also configured to change a setting to indicate that the folding wingtip aircraft is grounded based on the error codes.

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.

Closed wing aircraft design and configuration with three wings on either side of the fuselage wherein at least one closed frame is established between the 1st wing and the 2nd wing, by using at least one bracing entity. A separate closed frame is established between the 2nd wing and the 3rd wing, by using at least one bracing entity. Each of said closed frames defines its own aerodynamic channel. The framework is strong and stiff, the mutually supported parts level out the stress. The fuselage is lifted in three points. The Aspect Ratio is high and the wingspan is relatively short but there are embodiments wherein the 3rd wing has an extended folding tip section.

A wing structure is disclosed having a first span portion including a depth that reduces in a spanwise outward direction, and a second span portion outboard of the first span portion and having a substantially uniform spanwise depth D3. The second span portion may be non-tapered, and may include parallel fore and aft spar portions. In some embodiments the non-tapered portion supports a movable wing tip device. A wing assembly and an aircraft are also disclosed.

A propulsion system for an aircraft can include an electric power source and an propulsion assembly having a propulsor. An electric power bus can electrically connect the electric power source to the propulsion assembly. The electric power source can be configured to provide electrical power to the electric power bus. An inverter converter controller can be positioned along the electric power bus and can be electrically connected to the electric power source at a location downstream of the electric power source and upstream of the electric propulsion assembly.

An unmanned aerial vehicle with deployable components (UAVDC) may comprise a foldable propeller blade with a locking mechanism. Foldable propeller blades may have a stowed configuration and a deployed configuration relative to the UAVDC, and the foldable propeller blades may pivot about a hinge to move between configurations. In the deployed configuration, the foldable propellor may experience forward folding forces acting upon it. The locking mechanism may lock the foldable propeller blade in the deployed configuration. The locking mechanism may keep the foldable propeller locked into place to prevent forward folding tendency.

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 designed to provide sustained G forces, with a relatively high steady angle of attack maneuverability using less thrust by balancing thrust and drag to sustain a high turn rate with dual low thrust engines using novel wing and fuselage designs. The aircraft includes a wing oriented laterally relative to the fuselage, at least one horizontal tail surface extending laterally from the fuselage and positioned rearward of the fixed wing, and at least one vertical tail surface extending upward from the fuselage. The first and second engines are mounted to the fuselage at locations positioned vertically below the fixed wing.

The winglet comprises a transition section, one end of the transition section is assembled on the end face of a wingtip of the aircraft wing, the end face of the wingtip of the aircraft wing extends to form the transition section, the transition section is provided with a first arc-shaped section which is partially oval, one end of the first arc-shaped section is arranged on the end face of the other end of the transition section, and the other end of the first arc-shaped section is provided with a second arc-shaped section which is partially oval. The first arc-shaped section is arranged at one end of the wing tip, is tangent to the transition section and is provided with a second arc-shaped section which is partially elliptical, one end of the second arc-shaped section is assembled at the other end of the first arc-shaped section, and the wing tip, the transition section, the first arc-shaped section and the second arc-shaped section form a curved surface with continuous curvature. During design, the design parameters of the winglet are mainly the angle deflection difference value between the first ellipse and the second ellipse and the length of the semi-major axis a, compared with an existing curve winglet, the design process is simplified, meanwhile, the curvature change of the reverse guide line on the winglet can be more continuous, and the lift-drag ratio of the whole wing is increased.

A method of designing a three-dimensional flow control element includes creating a first computer aided design representative of a flow configuration having a first end and a second end. A second computer aided design of a host body is created. The design of the flow configuration is digitally inserted into the design of the host body such that the two designs define an overlapping region. The first computer aided design and the portion of the second computer aided design in the overlapping region is subtracted from a remainder of the second computer aided design to produce a third computer aided design of a flow control element having a fluid pathway extending therethrough. The fluid pathway is associated with the overlapping portions of the first and second computer aided designs.

Airfoil venting systems are provided which include an airfoil (e.g., a winglet or an aircraft wing) having leading and trailing edges and an internal channel adapted to being fluid-connected to an on-board aircraft system which in use requires air to be exhausted. A series of venting apertures are positioned on at least a portion of the trailing edge of the airfoil and fluid-connected to the internal channel whereby air from the on-board aircraft system can be exhausted therethrough.

The application discloses a deformable wing, an aircraft and a deformation control method, and relates to the field of aircraft design.

There is provided an airfoil with a plurality of alternating projections and troughs along its trailing edge designed to traverse a fluid medium. The airfoil described uses the plurality of projections and troughs to negate noise, which is a function of wind speed and chord length. In an alternate variation, instead of, or in addition to negating noise, the plurality of projections and troughs instead are adapted to produce or modify noise such that it is generated in a desired frequency band. In this variation, the plurality of projections and troughs are structured such that the generated noise is in the desired frequency band that is based at least on a frequency band that is repulsive to various types of animals given a designated local wind speed. In another variation, the plurality of projections and troughs instead are adapted to improve the aerodynamic performance of the airfoil, either taken alone, or in the context of multiple airfoils working together within a system.

This application discloses a nozzle suitable for hypersonic continuously variable Mach number flight. The nozzle comprises: a nozzle body including an airflow inlet and an airflow outlet; an adjustment structure located within the nozzle body, arranged along the airflow direction, and forming an airflow channel with the nozzle body; the adjustment structure comprises an aerodynamic panel and a flat panel arranged vertically; translation of the flat panel changes the throat area and the outlet area of ​​the airflow channel; rotation of the aerodynamic panel changes the throat area while maintaining the outlet area of ​​the airflow channel; the nozzle is an entire rigid structure and can be provided with a water cooling mechanism throughout. This invention can simulate hypersonic total pressure and total temperature flight environments and a wide range of continuously variable Mach number inflows exceeding Mach 5.

A wing assembly 10 for an aircraft, comprising a fixed wing 18 and a wing tip device 12 rotatable about a joint assembly 16. The wing assembly is configurable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. The wing assembly 10 comprises joint-bordering structure located adjacent the joint assembly 16, the joint-bordering structure comprising a rib 34, an upper cover 26 and a lower cover. The joint assembly comprises a moveable panel 32. The panel 32 comprises a first hard stop element 38a, and the joint-bordering structure comprises a second hard stop element 40a. The first hard stop element 38a is integrally formed in the panel 32, and the second hard stop element 40a is integrally formed in one of the rib 34, the upper cover 26 or the lower cover of the joint-bordering structure. The hard stop elements 38a, 40a may be configured to self-align.

An air injection assembly for an aircraft is provided. The aircraft includes a fuselage extending longitudinally between a front end and a rear end, and a boundary layer intake fan mounted to the fuselage at the rear end of the fuselage. The air injection assembly includes a plurality of injection ports defined on a surface of the fuselage at locations upstream of the boundary layer intake fan. Supplemental airflow is provided to the injection ports through a fluid passageway, and the supplemental airflow is injected into the injection ports to displace at least a portion of the relatively high-velocity boundary layer airflow. In this manner, the airflow entering the boundary layer intake fan is more uniform, has less vortex distortion, and has a lower average velocity.