528results about "Wing shapes" patented technology

An airfoil having: a composition gradient defining a first coefficient of thermal expansion and a second coefficient of thermal expansion that differs from the first coefficient of thermal expansion; and a thermoelectric junction operationally coupled to the composition gradient, wherein the composition gradient is formed of either of a plurality of dissimilar metals or of plastic with fillings or fibers.

An airfoil having: a composition gradient defining a first coefficient of thermal expansion and a second coefficient of thermal expansion that differs from the first coefficient of thermal expansion; and a thermoelectric junction operationally coupled to the composition gradient, wherein the composition gradient is formed of either of a plurality of dissimilar metals or of plastic with fillings or fibers.

The present disclosure relates to an aircraft including two or more propulsive devices, and a fuselage integrated with a pair of wings to create a Blended Wing Body (BWB) structure, wherein an orientation of the fuselage and the pair of wings change based on a transition of the aircraft from a vertical position to a horizontal position. Further, each wing of the pair of wings includes a lower winglet and an upper winglet that are identical and coupled to each other at a wing tip. The aircraft further includes a plurality of elevons controlled by two or more propellers associated with the two or more propulsive devices.

The present disclosure is generally related to aircraft having one or more unducted fan propulsors at locations within specific regions relative to an airfoil, such as a wing or horizontal stabilizer. More specifically, the specific regions are located where there is a relatively higher pressure air flow beneath the wings or above a horizontal stabilizer. That higher pressure air flow can be utilized to provide increased thrust from the unducted fan propulsor.

There is provided a strut assembly for a wing of an aircraft. The strut assembly has a strut having an outboard end, an inboard end, and an elongate body. The outboard end is coupled to the wing of the aircraft, and the inboard end is coupled to a fuselage of the aircraft. The strut assembly further has at least one tensioner member having a first end coupled to the strut. The strut assembly further has a first fitting element having a through opening receiving a first portion of the strut and a bearing surface facing inboard. The strut assembly further has a second fitting element having a through opening receiving a second portion of the strut and a bearing surface facing outboard. The at least one tensioner member maintains tension in the strut, to keep the strut taut and in tension, to prevent or to minimize drooping of the strut.

The present disclosure is generally related to aircraft having one or more unducted fan propulsors at locations within specific regions relative to an airfoil, such as a wing or horizontal stabilizer. More specifically, the specific regions are located where there is a relatively higher pressure air flow beneath the wings or above a horizontal stabilizer. That higher pressure air flow can be utilized to provide increased thrust from the unducted fan propulsor.

The invention discloses a distributed electric propulsion box type wing ground effect aircraft which comprises a main fuselage, the two sides of the main fuselage are connected with one ends of sweepback wing main wings, one ends of two empennages above the tail of the main fuselage are connected with the main fuselage through vertical tails, and the other ends of the two empennages are connected with the other ends of the two main wings through end plates respectively. The empennage is connected with a plurality of high ducted fans directly driven by a motor, an elevator and an aileron are arranged at the rear part of the empennage, a rudder is arranged at the rear part of the vertical fin, and the elevator, the aileron and the rudder are controlled by a flight control system and are mutually independent. The ground-effect aircraft provided by the invention adopts a box-type wing structure formed by combining the sweepback main wing and the sweepforward empennage, has better aerodynamic performance in a take-off and climbing low-speed flight state, and can provide larger lift force and better maneuvering characteristics.

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.

Vertical take-off and landing (VTOL) aircraft of the fixed-wing type, comprising a centre section defining a centreline of the aircraft, and a pair of wings, arranged on either side of the centre section, wherein the wings extend longitudinally from the centre section away from and mutually symmetrical with respect to a plane of symmetry extending through the centreline, wherein each wing comprises a main wing section extending longitudinally from the centre section, wherein the main wing section is configured for generating lift in an upward direction, a wingtip section extending longitudinally from the main wing section in a downwards sloping manner with respect to the main wing section, and a control surface provided in the wingtip section.

A hydrogen aircraft includes: an airframe including a fuselage and a wing; at least one propulsion system fixed to the airframe; a pressurized chamber disposed inside the fuselage; a pressure bulkhead that is disposed at a rear part of the pressurized chamber and has strength to withstand pressurization of the pressurized chamber; a hydrogen tank that is disposed in an accommodation section and stores liquid hydrogen, the accommodation section being installed behind the pressure bulkhead, outside the pressurized chamber, and inside the fuselage; and a supply line that supplies the liquid hydrogen stored in the hydrogen tank to the propulsion system.

A VTOL-type air vehicle is transitioned from forward speed mode to hover mode via a transient path in transition mode. The air vehicle includes first and second propulsion systems, and high lift, mild stall fixed wings. The first propulsion system can provide a first thrust (sufficient for enabling powered aerodynamic flight) at a first thrust vector. The second propulsion system can provide a second thrust (sufficient for enabling vectored thrust flight) at a second thrust vector, which is spatially fixed with respect to the air vehicle at least during transitioning. The transient path includes, during transitioning, manipulating a first magnitude of angle of attack and a second magnitude of forward speed to provide a corresponding aerodynamic lift component, and concurrently manipulating a third magnitude of the second thrust to provide a vertical vectored thrust component corresponding to the first magnitude of angle of attack. A summation of the aerodynamic lift component and vertical vectored thrust component is sufficient for enabling the air vehicle to remain in controlled flight in transition mode.

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.

The invention provides a displacement vortex generator and a position regulation and control method, and belongs to the field of active flow control equipment. The VG comprises a belt, a belt guide rail, a belt bearing, a sliding block, a supporting column, a triangular VG body, a guide rail supporting block, a limiting groove, a body connecting plate and a motor. The belt is arranged on the belt guide rail and is driven by the motor; the sliding block is arranged on the belt, is in an inverted concave shape and is connected with the body connecting plate through the supporting column, and the VG bodies are fixed to the two ends of the body connecting plate. The belt guide rail is arranged on the guide rail supporting block, and the sliding block can penetrate through the limiting groove. The motor is controlled to drive the belt to drive the sliding block and the VG body to move, and accurate adjustment of the position of the vortex generator body is achieved. The position of the vortex generator is automatically adjusted according to changes of the incoming flow wind speed and the attack angle, the optimal pneumatic effect is kept under different working conditions, the pneumatic performance and the power generation efficiency of the wind turbine blade are remarkably improved, and the negative influence of the front edge roughness can be effectively weakened.

An aircraft (10) comprising a first swept wing (14A) and a second swept wing (14B), each swept wing having an inner wing section (26A, 26B) comprising an integrated payload fuselage and an outer wing section (30A, 30B) for extending the wingspan, in which each outer wing section has a thickness less than a thickness of the corresponding inner wing section, a central region (12) where the first swept wing meets the second swept wing, a first transition region (23A) where the first inner wing meets the first outer wing section, a second transition region (23B) where the second inner wing meets the second outer wing section, in which at least one extension (44) having an internal volume is provided behind the trailing edge of the wings, the at least one extension being disposed in the central region.

The utility model provides a wind resistance balancing wing plate, which belongs to the technical field of balancing wing plates, and comprises a wing plate main body, the wing plate main body is divided into a front edge, a wing-shaped middle part and a rear edge along the spanwise direction, the wing plate main body is provided with a sawtooth structure, the sawtooth structure is continuously arranged triangular sawteeth, and the triangular sawteeth are arranged in the wing plate main body. The sawtooth structures are integrated on the edge of the wing plate body to form an integrated structure, the vertex of each sawtooth is located on the edge line of the wing plate body, gears of the sawtooth structures are arranged in a staggered mode, and the sawtooth structures are continuously distributed along at least one side edge of the wing plate body. The sawtooth structures are continuously distributed along the edge of at least one side of the wing plate body, preferably distributed on the edges of the two sides, so that the airflow optimization effect is maximized, turbulent flow of a traditional wind resistance balance wing plate is reduced, the smoothness of airflow is improved, and therefore wind resistance is reduced, and stability and efficiency are enhanced.

An aircraft wing includes a main wing and a high lift assembly which includes a high lift body and a connection assembly movably connecting the high lift body to the main wing, such that the high lift body is movable between retracted and extended positions. The connection assembly includes primary and secondary connectors mountable to and engageable with the main wing via primary and secondary mount profiles, respectively. The primary connector is rotatable relative to the primary mount profile and at least one of the connection assembly and the main wing to configure the primary connector and mount profile between a decoupled configuration in which the primary connector may be moved into so as to be engaged with, and removed from so as to be disengaged from, the primary mount profile, and a locked configuration wherein movement between the primary mount profile and the secondary mount profile is restricted.

An aircraft 10 comprising a first swept wing 14A and a second swept wing 14B, each swept wing having an inner wing section 26A, 26B comprising an integrated payload fuselage 20 and an outer wing secti

An airfoil for an aircraft having an airfoil geometry. The airfoil geometry includes an upper surface and a lower surface, the upper and lower surfaces are in accordance with Cartesian coordinate values of X and Y. The Cartesian coordinate values of X and Y are non-dimensional values from 0 to 1 convertible to dimensional values by multiplying the Cartesian coordinate values of X and Y by a chord length of the airfoil. The upper surface and the lower surface form an enclosed airfoil shape. The aircraft is a supersonic aircraft, and the airfoil has a thickness-to-chord ratio of about 10%.

The invention discloses a vertical take-off and landing fixed-wing aircraft, and relates to the technical field of aircrafts. According to the invention, the conversion from a multi-rotor flight mode to a fixed-wing flight mode and from the fixed-wing flight mode to the multi-rotor flight mode can be easily realized. Due to the structural layout characteristics of the aircraft, the safety of the aircraft is guaranteed, and the aircraft can be safely and reliably landed according to the fault degree and urgency of the aircraft even if the aircraft breaks down seriously and only forced landing can be selected. Through multi-rotor-wing assisting control, the forced landing buffering function of the telescopic empennage assembly and the safety protection measure of a protection sponge lining in the manned cabin, various safety modes and measures such as an internal safety protection air bag, an external safety protection air bag and a forced landing parachute of the manned cabin can be selectively used according to the fault degree and urgency of the aircraft; and safe or low-damage forced landing of the aircraft is realized.

The invention relates to the technical field of aircraft control, in particular to an airfoil gust retarding feedforward control method based on a circular rector control technology, which comprises the following steps: modifying the shape of the rear edge of an NACA0012 airfoil, and arranging jet holes in the rear edge to form a circular rector control airfoil; performing a fluid simulation experiment on the circular rector control airfoil based on the gust speed, and constructing a model of the airfoil lift coefficient disturbed by the gust speed; performing a fluid simulation experiment on the circular rector control airfoil based on the jet flow momentum coefficient, and constructing a model of which the airfoil lift coefficient is controlled by the jet flow momentum coefficient; based on the model, obtaining a gust slowing-down feedforward control model of which the input quantity is the vertical gust speed and the output quantity is the jet flow momentum coefficient; controlling jet flow of a trailing edge by adopting the gust slowing-down feedforward control model to complete gust slowing-down control of the circular rector control airfoil; the method can improve the ability of the aircraft to resist the gust disturbance environment.

The invention provides a supersonic-speed jet adopting supersonic-speed double wings and variant design, and belongs to the field of novel supersonic-speed civil aircrafts, a large-area truncated delta wing with edgings on the inner side is adopted, an engine nacelle is arranged on the upper portion of the outer end of the large-area truncated delta wing, and the supersonic-speed double wings are installed on the outer side of the nacelle; the front edges and the rear edges of the upper wing and the lower wing of the supersonic double-wing adopt intelligent materials to realize a variant function; the empennage can rotate around a mounting shaft in the longitudinal direction of the airplane to change the inclination angle; the front edge and the rear edge of the supersonic double-wing are deformed, and the inclination angle of the empennage is changed to jointly form a supersonic state and a subsonic state. The problem that the conventional double-wing non-design-point performance is poor is solved, high aerodynamic performance can be achieved within the flight envelope range, and it is guaranteed that an aircraft achieves ideal supersonic speed environment-friendly performance such as acoustic explosion and noise and aerodynamic efficiency.

The invention discloses a wing end standing vortex lift augmentation device which comprises a device upper surface, a device lower surface, a leading edge surface and a wing profile, a wing upper wing surface extends outwards to form the device upper surface, a wing lower wing surface extends outwards to form the device lower surface, and the extension length of the device upper surface is larger than that of the device lower surface. A distance exists between the upper surface and the lower surface of the device, and wingtips do not coincide with each other; the device upper surface, the device lower surface, the front edge surface and the airfoil profile jointly form a semi-closed cavity, when incoming flow exists in the semi-closed cavity, a wing end standing vortex rotating in the direction away from the central axis of the fuselage is formed in the semi-closed cavity, and the rotating direction of the wing end standing vortex is opposite to that of a wingtip vortex. According to the three-dimensional wing, airflow on the lower wing surface of the wing is prevented from flowing to the upper wing surface of the wing through the wing end standing vortex in the semi-closed cavity, so that the trend that the airflow on the lower wing surface of the wing is reversed upwards can be inhibited under the condition of not depending on physical obstruction, the lift force of the three-dimensional wing is effectively increased, and the induced resistance is reduced.

Four or more rotors installed on an aircraft include: a pair of first rotors that are left / right symmetrically arranged in front of a front wing about a position overlapping the central axis of a fuselage in plan view; and a pair of second rotors that are left / right symmetrically arranged between the front wing and a rear wing about a position overlapping the central axis of the fuselage in a plan view. The distance between the fuselage and the second rotors in the width direction is longer than the distance between the fuselage and the first rotors in the width direction.

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 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.

The present invention provides an extreme STOL airplane comprising: a fuselage and a wing having port and starboard wing sections. Each wing section has a body with top and bottom surfaces, leading and trailing edges, and a span, i.e., the distance between a wing section tip and root connected to the fuselage, and flap coves. Aerodynamic elements integrated into the wing sections include Fowler flaps, having leading and trailing edges and a span, flap tracks, wherein the flap tracks are external to the wing section body, extend aftward beyond the trailing edge of the wing section, and are configured to enable the Fowler flaps to rotate or deflect and to translate or extend and retract, Frise ailerons, wherein the Frise ailerons are located outboard of the Fowler flaps, and spoilerons located over the leading edge of the Fowler flaps when the flaps are in the fully extended position.

The present invention provides an extreme STOL airplane comprising: a fuselage and a wing having port and starboard wing sections. Each wing section has a body with top and bottom surfaces, leading and trailing edges, and a span, i.e., the distance between a wing section tip and root connected to the fuselage, and flap coves. Aerodynamic elements integrated into the wing sections include Fowler flaps, having leading and trailing edges and a span, flap tracks, wherein the flap tracks are external to the wing section body, extend aftward beyond the trailing edge of the wing section, and are configured to enable the Fowler flaps to rotate or deflect and to translate or extend and retract, Frise ailerons, wherein the Frise ailerons are located outboard of the Fowler flaps, and spoilerons located over the leading edge of the Fowler flaps when the flaps are in the fully extended position.

Principles described herein allow for wings to be optimized for aerodynamic and structural efficiency while reducing planform compromises required to address wing tip stall problems. All-moving outboard wings allow the outboard wing local angle of attack to be changed relative to the inner wing region to avoid tip stall at high aircraft angles of attack, such as that which is required for low-speed flight. During high-speed cruise flight, at low aircraft angle of attack, the outboard wing local angle of attack can be increased to achieve an ideal elliptical lift distribution.

The invention provides a wave rider capable of vertically ascending and descending, and belongs to the technical field of wide-speed-range aircrafts, the wave rider specifically comprises a front edge shock wave generating surface, a central fuselage and sweepback wings located on the two sides of the central fuselage, the two sweepback wings are provided with mounting holes penetrating through the upper surface and the lower surface of the wave rider, and lift fans are mounted in the mounting holes; the lift fans are embedded into the mounting holes and used for providing vertical lift force for the wave rider, the axes of the lift fans are parallel to the vertical axis of the wave rider, and the lift fans on the two sweepback wings are symmetrically distributed on the two sides of the central fuselage. According to the treatment scheme, the vertical lifting capacity is provided for the wave rider, and the high-speed flight aerodynamic performance is considered.