45results about "Wing lift eficiency" patented technology

A method for stabilizing a motion of a rotor blade of a rotor comprising the steps: read into a controller, a measurement from a sensor responsive to said rotor blade; determine an out-of-compliance motion of the rotor blade; and output a first control signal to an actuator affecting the rotor blade such that a vibration mode of said rotor blade is dampened. The damping may be achieved by changing the drag, lift or torsion of the rotor blade. The out-of-compliance motion may be a lead, lag, upward motion, downward motion or twist of the rotor blade away from a nominal value.

Fluid systems are described. An example fluid system includes a body and a housing. The body has a leading edge, a trailing edge, a first portion, and a second portion attached to the first portion. The second portion is moveable relative to the first portion between a first position and a second position. The housing extends from the first portion to the second portion and is configured to move as the second portion moves relative to the first portion. The housing is moveable between a first configuration and a second configuration. The housing is in the first configuration when the second portion is in the first position and is in the second configuration when the second portion is in the second position. The housing has a first length when in the first configuration and a second length when in the second configuration that is greater than the first length.

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 ducted wing is configured to be connected to an aircraft. The ducted wing includes jet foils arranged in an integrally continuous array. Each jet foil includes a propulsion fan, an upper wing portion, and a lower wing portion extending beyond an end of the upper wing portion. Each jet foil includes a duct formed between the upper wing portion and the lower wing portion, and the propulsion is within the duct. Further, each jet foil may have one or more flaps at a leading edge or a trailing edge of the jet foil. The jet foil may have a flap that controls either an inlet area or an outlet area of the propulsion fan, and a flap that controls so that the aircraft can operate in any of a plurality of different takeoff modes.

A wing system is provided for an air vehicle, the wing system having a stowed configuration, a pre-deployed configuration, and a deployed configuration. The wing system includes two wings, each wing having aerofoil profiles and being pivotably deployable about a respective pivot axis between the pre-deployed configuration and the deployed configuration. In the stowed configuration the two wings are in first general superposed spatial relationship with respect to one another and are capable of being accommodated within an envelope having an envelope cross-sectional profile and a corresponding envelope cross-sectional area. In the pre-deployed configuration, the two wings are in second general superposed spatial relationship with respect to one another and capable of deploying to the deployed configuration. In the deployed configuration the wings are each capable of generating aerodynamic lift in an airstream. Each aerofoil profile of each wing is a slotted aerofoil having a primary element, a secondary element and a chord, the secondary element being pivotable with respect to the primary element and spaced therefrom by a gap. Each aerofoil profile has a respective maximum thickness, and a respective maximum absolute thickness. In the stowed configuration, the respective second element of each aerofoil of one wing is set at a different flap angle as compared with the respective second element of each aerofoil of the other wing.

A wing system is provided for an air vehicle, the wing system having a stowed configuration, a pre-deployed configuration, and a deployed configuration. The wing system includes two wings, each wing having aerofoil profiles and being pivotably deployable about a respective pivot axis between the pre-deployed configuration and the deployed configuration. In the stowed configuration the two wings are in first general superposed spatial relationship with respect to one another and are capable of being accommodated within an envelope having an envelope cross-sectional profile and a corresponding envelope cross-sectional area. In the pre-deployed configuration, the two wings are in second general superposed spatial relationship with respect to one another and capable of deploying to the deployed configuration. In the deployed configuration the wings are each capable of generating aerodynamic lift in an airstream. Each aerofoil profile of each wing is a slotted aerofoil having a primary element, a secondary element and a chord, the secondary element being pivotable with respect to the primary element and spaced therefrom by a gap. Each aerofoil profile has a respective maximum thickness, and a respective maximum absolute thickness. In the stowed configuration, the respective second element of each aerofoil of one wing is set at a different flap angle as compared with the respective second element of each aerofoil of the other wing.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

System for reducing vibrations or stresses in a rotor blade system, which has at least three rotor blades (11, 12, 13, 14, 15, 16) rotatable about a main rotor axis, each of which is adjustable by an electrically adjustable control rod (21, 22, 23, 24, 25, 26), - wherein a first number of control rods (21, 22, 23, 24, 25, 26) forms a first group of control rods, a second number of control rods (21, 22, 23, 24, 25, 26) forms a second group of control rods, and a third number of control rods (21, 22, 23, 24, 25, 26) forms a third group of control rods, - wherein at least a first circuit (41) is provided for activating or deactivating the first group of control rods, at least a second circuit (42) is provided for activating or deactivating the second group of control rods and at least a third circuit (43) is provided for activating or deactivating the third group of control rods, - wherein the control rods (21, 22, 23, 24, 25, 26) can be connected to a distributor (40) via the respective circuit (41, 42, 43) by means of an associated switch (35, 36, 37), - wherein an even number of rotor blades (11, 12, 13, 14, 15, 16) is provided, wherein the control rods (21, 22, 23, 24, 25, 26) assigned to the first group and the control rods (21, 22, 23, 24, 25, 26) assigned to the second group are arranged successively in the circumferential direction of the main rotor axis, - wherein the group assignment of the control rods (21, 22, 23, 24, 25, 26) is such that opposite control rods (21, 22, 23, 24, 25, 26) are not assigned to the same group.

A ducted wing is configured to be connected to an aircraft. The ducted wing includes an array of integrated jetfoils. Each jetfoil includes a propulsor fan, an upper wing portion, and a lower wing portion that extends past an end of the upper wing portion. Each jetfoil includes a duct formed between the upper wing portion and the lower wing portion where the propulsor is within the duct. Furthermore, each jetfoil may have one or more flaps at the leading edge or the trailing edge of the jetfoil. The jetfoil may have flaps that control either the inlet area or the outlet area of the propulsor fan as well as flaps that control whether the aircraft can operate in one of a plurality of different takeoff modes.

An oblique flying wing aircraft with internal ducting and airflow. The aircraft may have propulsion units within the wing body. The propulsion units may be off-axis internal to the wing to utilize locations with larger internal space available. In some aspects, the multi-segment oblique flying wing aircraft may have three distinct segments including two outer wing segments and a central wing segment. The central segment may be thicker in the vertical direction and adapted to hold pilots and passengers. The outer wing segments may be substantially thinner and may taper as they progress outboard from the wing center. The multi-segment oblique flying wing aircraft be adapted for rotating into a high-speed flight configuration, or may be adapted for take-off and cruise at a constant angle.

A leading edge slat for an aircraft, a wing of an aircraft, and a method for an aircraft wing are disclosed. The disclosed exemplary leading edge slat for an aircraft includes a single-piece front skin and a box spar, the single-piece front skin defining an upper outer surface and a lower outer surface of the leading edge slat, wherein the single-piece front skin extends between a front end and a rear end of the leading edge slat, and the box spar is coupled to an inner surface of the single-piece front skin. The box spar includes a lateral wall extending away from the inner surface of the single-piece front skin. The lateral wall defines at least one compartment of the box spar.

A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

A two degrees of freedom actuator for example for multi-bladed rotor of an aircraft with at least two blades that are driven in rotation about a main rotation axis by primary actuator, and a secondary actuator that is arranged to rotate each of said blades about the respective blades' longitudinal axis, with a synchronization means that is operatively arranged for driving the secondary actuator based on an azimuth of the rotor about the main axis for obtaining a determined cyclic pitch of a given amplitude for each blade depending on the azimuth of the rotor.

A propulsion system coupled to a vehicle. The system includes an ejector having an outlet structure out of which propulsive fluid flows at a predetermined adjustable velocity. A control surface having a leading edge is located directly downstream of the outlet structure such that propulsive fluid from the ejector flows over the control surface.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

An oblique-wing aircraft with internal ducts and internal airflow. The aircraft may have a propulsion unit within the wing body. The propulsion unit may be off-axis within the wing to utilize a larger internal space. In some embodiments, a multi-segment oblique-wing aircraft may have three distinct segments, including two outer wing segments and a central wing segment. The central wing segment may be thicker vertically and adapted to accommodate a pilot and passengers. The outer wing segments may be substantially thinner and taper outward from the center of the wing. A multi-segment oblique-wing aircraft may be adapted to rotate toward a high-speed flight configuration or adapted to take off and cruise at a constant angle.

A ducted wing is configured to be connected to an aircraft. The ducted wing includes an array of integrated jetfoils. Each jetfoil includes a propulsor fan, an upper wing portion, and a lower wing portion that extends past an end of the upper wing portion. Each jetfoil includes a duct formed between the upper wing portion and the lower wing portion where the propulsor is within the duct. Furthermore, each jetfoil may have one or more flaps at the leading edge or the trailing edge of the jetfoil. The jetfoil may have flaps that control either the inlet area or the outlet area of the propulsor fan as well as flaps that control whether the aircraft can operate in one of a plurality of different takeoff modes.

An aerofoil has a main portion of aerofoil cross section and a trailing edge portion movable with respect to the main portion by an actuating device, the trailing edge portion is movable at or about an area / point of flexion A, the area / point of flexion A is located at or adjacent a pressure or suction surface of the aerofoil, the trailing edge portion is connected to the main portion by first and second connection members, the first connection member extends inwardly away from the area / point of flexion A and has an end which is directly or indirectly connected to the main portion, the first and second connection members are flexible.

A ducted wing is configured to be connected to an aircraft. The ducted wing includes an integrated array of jet wings. Each jet wing includes a propeller fan, an upper wing portion, and a lower wing portion extending beyond an end of the upper wing portion. Each jet wing includes a duct formed between the upper wing portion and the lower wing portion, with a propeller located within the duct. Further, each jet wing may have one or more flaps at a leading edge or a trailing edge of the jet wing. The jet wing may have a flap that controls an inlet area or an outlet area of the propeller fan and a flap that controls whether the aircraft is operable in one of a plurality of different takeoff modes.

The subject matter described herein relates to aircraft design, and more particularly, to aircraft design using tandem wings and distributed propulsion systems. The described embodiments enable synergies between aerodynamics, propulsion, structure, and stability / control. In one embodiment, the tandem wings include a first set of wings and a second set of wings, each of which has a wingspan with a set of thrusters located along the wingspan. In one embodiment, the aircraft includes a front and a rear wing set, each wing set having a starboard wing and a port wing, each wing having a wingtip, a plurality of fixed thrusters distributed across the width of the front wing set, and a plurality of fixed thrusters distributed across the width of the rear wing set.

Devices and systems of the inventive concept provide an aircraft flap system is deflected to achieve minimum drag in cruise, maximum coefficient of lift (CL) at low speed, and minimum download in hover. It does so by opening a gap or slot between an aircraft's wing body and an associated trailing flap during hover flight, while providing a continuous aerodynamic contour under other conditions.

[Object] To provide a technique for reducing the fluctuation of an airplane when an airplane enters turbulence without using prior information of two-dimensional or more airflow vectors. [Solving Means] A system includes: a measurement unit 10 that emits electromagnetic waves toward a planned flight direction of the airplane, receives scattered waves of the emitted electromagnetic waves in atmosphere, and measures a remote wind speed in a radiation axis direction of the emitted electromagnetic waves based on a Doppler shift amount of a frequency between the emitted electromagnetic waves and the scattered electromagnetic waves; a spoiler 221 that controls a lift of the airplane; and a control calculation unit 30 that calculates an angle of attack with less lift inclination and calculates an angle of the spoiler 221 that controls the lift so that the lift does not change when it is determined that the airplane will receive a gust, based on a measurement result of the measurement unit 10.

The invention provides a control surface actuation mechanism for moving a control surface relative to a fixed airfoil portion of an aircraft. The control surface actuation mechanism comprises a hinged support, a sliding member on the hinged support and coupled to the control surface, the sliding member being arranged to slide relative to the hinged support, a track having a path for attachment to the fixed airfoil portion, and a rigid connecting element connected to the first track and to the sliding member. A first end of the first rigid connecting element is configured to be passively moved along the path as the sliding member is driven by an actuator to slide relative to the hinged support.

An aircraft control structure (108, 200) includes first (212) and second outer surfaces (214) joined to a side wall (212). Stiffening webs (230, 234, 238) extends between the first (212) and second outer surfaces (214), each stiffening web at least partially surrounding an associated aperture (218, 220, 222) formed in either the first or second outer surface and defining a stiffening recess (248). Skin plates (260, 262, 264) are sized to extend over an associated stiffening recess and are shaped to conform to an associated aperture (218, 220, 222). Each skin plate is joined to an associated stiffening web by a friction stir welded seam (300, 302, 304).

A system to prevent or limit resonance in a rotocraft. The system comprises an airframe, a rotor system having a natural frequency and including a rotor and a mast attached to the airframe, and a non-linear spring positioned between the rotor system and the airframe. The rotor system and the airframe are operable to move relative to each other as the rotor system begins to oscillate. The non-linear spring is configured to be deformed when the rotor system and the airframe move relative to each other such that the deformation of the non-linear spring causes the natural frequency of the rotor system to change. Also disclosed is a related method for preventing or limiting resonance in a rotorcraft.

Flight control surface actuation systems (100) including skew detection systems (130) and associated methods. A flight control surface actuation system (100) includes a skew detection system (130) configured to generate a skew detection signal that represents a skew condition of a flight control surface (22). In some examples, the skew detection system includes a skew lanyard (134) and a detection mechanism assembly (DMA) (140) configured to detect a lanyard displacement (136) of the skew lanyard (134) and to generate an analog lanyard displacement signal. In some examples, the skew detection system includes a hybrid sensing actuator (150) that includes an actuator output (154) and an actuator output position sensor (156) directly coupled to the actuator output (154). Methods of utilizing a flight control surface actuation system include (100) detecting a skew condition in the flight control surface utilizing DMAs (140) and / or hybrid sensing actuators (150).

A high-speed vertical take-off and landing aircraft has a lifting structure, a first rotor with a first and second blade, a second rotor with a first and second blade, an auxiliary propulsion unit for providing forward thrust, and a control system for controlling the pitch of each of the rotor blades. The aircraft has a first, rotor-only, flight mode for hovering and low speed maneuvering. It also has a second flight mode where the rotors are held in at fixed azimuth angles and forward thrust is provided by the auxiliary propulsion unit. Three axis control is provided during the second flight mode by adjusting the attack angles of the fixed rotor blades. Between these two flight modes, there is an intermediate flight mode covering a fully controlled transition between the first two flight modes.

An oblique flying wing aircraft with internal ducting and airflow. The aircraft may have propulsion units within the wing body. The propulsion units may be off-axis internal to the wing to utilize locations with larger internal space available. In some aspects, the multi-segment oblique flying wing aircraft may have three distinct segments including two outer wing segments and a central wing segment. The central segment may be thicker in the vertical direction and adapted to hold pilots and passengers. The outer wing segments may be substantially thinner and may taper as they progress outboard from the wing center. The multi-segment oblique flying wing aircraft be adapted for rotating into a high-speed flight configuration, or may be adapted for take-off and cruise at a constant angle.

Exemplary methods and devices for reducing aerodynamic flutter of an aircraft wing flap are disclosed. The exemplary device includes a fairing, an actuator, and a damper. The fairing is located on the underside of the aircraft wing. The actuator is disposed in the fairing. The actuator is coupled to the wing and the flap of the wing and extends between the wing and the flap of the wing. The damper is disposed in the fairing. The damper is coupled to the fixed wing and the movable flap and extends between the fixed wing and the movable flap.