953results about "Wings" patented technology

An electric tilt rotor aircraft and a control system thereof. The aircraft comprises a fuselage (1), wings (2), horizontal stabilizers (3) and a landing gear system (4), wherein the fuselage (1) comprises a fuselage body and a rudder (10) for controlling and adjusting a flight direction of the aircraft; the wings (2) each comprise an integral wing box section (21), an aileron (22), a wing left / right nacelle (23) and a supporting rod left / right nacelle (24); left and right supporting rods are integrated on front sides of the integral wing box sections (21); the wing left / right nacelle (23) is connected to the integral wing box section (21) by means of a tilting shaft (25), and the wing left / right nacelle (23) rotates around the tilting shaft (25); the horizontal stabilizers (3) each comprise a horizontal stabilizer box section (31) and a horizontal stabilizer left / right nacelle (32); the horizontal stabilizer left / right nacelle (32) is connected to the horizontal stabilizer box section (31) by means of the tilting shaft (25), and the horizontal stabilizer left / right nacelle (32) rotates around the tilting shaft (25); the landing gear system (4) uses a tricycle landing gear system, and comprises a nose landing gear (41) and two main landing gears (42); brake systems are integrated in the main landing gears (42); and the nose landing gear (41) plays a role in balancing and controlling direction. By using the electric tilt rotor aircraft, urban air traffic can be realized.

An aircraft includes a battery pack mounted inside the aircraft, a vent coupled between the battery pack and a surface of the aircraft to at least partly define a vent path between the battery pack and the surface of the aircraft, and a burst membrane located in the vent path. The vent may be coupled to a rear upper portion of a wing or to an outboard side of a nacelle. The aircraft may also include a flexible coupling between the vent and the surface of the aircraft. The aircraft may also include a fairing over a vent outlet to provide a smooth surface for the vent outlet. The battery pack may include battery modules and an enclosure, the battery modules and the enclosure defining paths along which discharge from a thermal event can flow towards the vent.

A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar, and a complementary front engine attachment fixed between an upper area of the central casing and a lower end of the front wall.

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 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.

A wing for an aircraft, comprising a main wing and a high lift assembly which includes a body, and an assembly connecting the body to the main wing, so the body is movable between a retracted position and an extended position. The assembly comprises a track extending along a longitudinal axis between first and second ends, with an intermediate portion therebetween. A roller bearing ensures that the track moves along the longitudinal axis. The roller bearing comprises bearing units, each mounted to the main wing and having a bearing surface for engaging the elongate track. The units include a first and second end units and an intermediate unit wherein, relative to the longitudinal axis, the intermediate unit is positioned between the first end unit and the second end unit. The elongate track comprises a recessed portion which, in the retracted position, aligns the intermediate unit.

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.

Disclosed herein is an aircraft with engines positioned so as to avoid damage to other components of the aircraft. The aircraft may include a blended wing body aircraft. The engines may be positioned aft of a pressure vessel of the aircraft. The engines may be positioned aft of and / or above a fuel store of the aircraft. Such engine positioning may reduce the likelihood of damage to a pressure vessel and / or fuel store in the event of engine failure.

A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the central casing and a lower end of the front wall, and a complementary front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar.

A wing fuselage joint for an aircraft having joining members which include a first configuration and a second configuration. The joining members of the first configuration include a platform and bracket configured to pivot in a lateral plane and translate in a longitudinal direction. The joining members of the second configuration include a platform and bracket configured to pivot in a longitudinal plane and translate in a lateral direction. The joining members of either configuration join the fuselage structure and the spar of an aircraft together.

A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the central casing and a lower end of the front wall, and a complementary front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar.

A leading-edge device for an aerodynamic component is disclosed having a first skin element having an inner surface and an aerodynamic outer surface, and further includes a second skin element having an inner surface and an aerodynamic outer surface. The leading-edge device includes a first coupling element protruding from the inner surface of the first skin element and a second coupling element protruding from the inner surface of the second skin element. The first and second coupling elements are coupled to each other in a coupling region. The first skin element and the first coupling element are formed as a single-piece structure.

An aircraft assembly is disclosed having a wing and an engine mounting pylon. An aft end of the engine mounting pylon is connected to the wing by a spigot and at least one fastener. The aircraft assembly is configured such that, during operation of the aircraft assembly on an aircraft, the spigot transfers only lateral load between the engine mounting pylon and the wing and the at least one fastener transfers only vertical load between the engine mounting pylon and the wing.

An aerospace panel includes a first skin, a second skin spaced apart from the first skin, and a first truss structure connecting the first skin to the second skin. The first truss structure includes a plurality of truss members. Each truss member is integral with the first skin and the second skin, such that the first skin, the second skin, and the first truss structure collectively form a single monolithic joint-free structure. At least one of the skins also includes at least one lattice region that includes a lattice grid and an array of openings.

The invention discloses a vertical take-off and landing aircraft with improved linked wing tilting ducted fan layout, and belongs to the technical field of pneumatic and power systems of vertical take-off and landing aircrafts. The aircraft comprises an improved joined wing structure layout and a tilting ducted fan system integrally designed with the improved joined wing structure layout. The improved joined wing structure layout comprises a front wing, a rear wing, a vertical connecting wing surface, a vertical stabilizer and a fuselage. The front wing is divided into a front wing inner side wing surface and a front wing outer side wing surface by a vertical connecting wing surface, and adopts a sweepback wing belt dihedral structure; two ends of the rear wing are respectively arranged above the front wing through a vertical connecting wing surface, the middle part of the rear wing is arranged above the tail part of the fuselage through a vertical stabilizer, and the rear wing adopts a forward swept wing structure; the tilting ducted fan system comprises a front wing integrated ducted fan flap 7, a rear wing integrated ducted fan lifting control surface 9 and a tail propelling ducted fan 16. The core problems that pitching of a traditional connected wing is out of control, the weight of a tilting structure is large, and the energy efficiency is low are solved.

A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar, and a complementary front engine attachment fixed between an upper area of the central casing and a lower end of the front wall.

An aircraft wing includes a fixed structure and a linear hydraulic slat actuator attached to the fixed structure. The linear hydraulic slat actuator is oriented spanwise along the aircraft wing. The aircraft wing also includes an actuator output link and a slat attached to the actuator output link. The aircraft wing also includes a bell-crank coupled to the linear hydraulic slat actuator and to the actuator output link. In response to spanwise movement of the linear hydraulic slat actuator, the bell-crank is configured to move the actuator output link in a different direction that enables the slat to move between a retracted position and an extended position.

A method of sealing a component assembly includes applying onto a first component a first sealant bead having, in a cross-sectional view, a first width and a first height, wherein the first width is greater than the first height. The method also includes applying over the first sealant bead a second sealant bead having, in the cross-sectional view, a second width and a second height, thereby generating a sealant stack. The second width is equal to or smaller than the second height and the second width is smaller than the first width. The method additionally includes arranging over the sealant stack a second component, such that the sealant stack is positioned between the first and second components. Furthermore, the method includes fastening the second component to the first component with the sealant stack squeezed therebetween to generate a fluid-tight seal via rheological flow of the first and second sealant beads.

The invention relates to a variable-gauge knitted flexible inflatable wing and a preparation method thereof, and relates to the technical field of aircrafts. The variable-gauge knitted flexible inflatable wing comprises a variable-gauge knitted base body, an airtight film covering layer, a shaping film covering layer and an air nozzle, the upper surface layer and the lower surface layer of the variable-gauge knitted base body are connected through spacing wires, and the spacing wires are knitted through an empty needle to form a telescopic structure; the airtight film covering layer covers the outer surface of the variable-gauge knitted base body to form a closed air cavity; the shaping film coating layer covers the outer surface of the airtight film coating layer and is at least used for restraining deformation of the airtight film coating layer, and the thickness of the shaping film coating layer is larger than that of the airtight film coating layer; the air nozzle is communicated with the air cavity. Through the telescopic spacing wires, the wings are tightly folded after being deflated, and the transportation and storage convenience is improved; during inflation, the spacing wires accurately control the distance between the upper layer and the lower layer, and high-precision control over the aerodynamic configuration is achieved in combination with constraint of the sizing film coating layer.

The invention relates to an active lift augmentation tandem wing type ground effect aircraft, and relates to the field of ground effect aircrafts. The defects that a stable take-off environment is needed, take-off time is long, and operation is complex are overcome. An active lift-increasing tandem wing type ground effect aircraft comprises a machine body, a cockpit is formed in the middle of the top of the machine body, connecting pieces symmetrically arranged in the direction of the machine body are fixedly installed on the front side and the rear side of the machine body correspondingly, and wing structures are fixedly connected to the connecting pieces on the front side and the connecting pieces on the rear side correspondingly; the inclination angle between the wing structures fixed to the connecting pieces on the front side of the aircraft body and the ground, the inclination angle between the wing structures fixed to the connecting pieces on the rear side of the aircraft body and the ground and the inclination angle between the wing structures fixed to the connecting pieces on the rear side of the aircraft body are larger than the inclination angle of the front-side wings. By means of the tandem wing type layout, the inclination angles of the paddles, the front wing structure and the rear wing structure relative to the ground are increased, and when the aircraft runs, the aircraft can obtain the maximum lift force compensation under the influence of the ground effect.

A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the central casing and a lower end of the front wall, and a complementary front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar.

A dual fuel propulsion system is disclosed. The aircraft is capable of performing a flight mission during which the first or the second selectively useable. The aircraft comprises: at least one internal combustion engine capable of generating propulsive thrust using selectively a first kerosene based jet fuel and a second liquid hydrogen fuel, and two independent sets of fuel systems, including a first fuel system feeding the first fuel from a first set of fuel storage tanks to the internal combustion engine and a second fuel system feeding the second fuel from a second set of fuel storage tanks to the internal combustion engine. Both sets of fuel storage tanks host the required fuel for the flight mission plus reserve fuel.

The invention provides a low-energy-consumption mechanical anti-icing and de-icing device and method and an aircraft skin structure, and the device comprises a passive anti-icing part which comprises an elastic interlayer, and the elastic interlayer is used for being adhered to the first side face of a skin of an aircraft; the elastic interlayer at least comprises a lubricating material capable of reducing the ice adhesion strength; the active deicing part comprises a force applying device, and the force applying device faces the second side face, away from the first side face, of the skin; wherein the aircraft is frozen to form an ice layer-elastic interlayer-skin three-layer structure under the freezing condition, the force application device applies stress load to the second side face of the skin, and the ice layer is actively induced to be broken; through deformation of the elastic interlayer, stress load is concentrated on the ice layer, critical fracture displacement needed for inducing fracture of the ice layer is passively reduced, and meanwhile, through the anti-adhesion effect of the elastic interlayer, the fractured ice layer is promoted to fall off from the elastic interlayer. Through the device provided by the invention, efficient deicing with low energy consumption, repeated use and no damage to the skin structure is realized.

Aircraft comprise a fuselage, wings coupled to the fuselage, a wing-to-body fairing operatively coupled relative to the fuselage and the wings and defining a fairing volume between the wing-to-body fairing and at least the fuselage, and a fairing fuel tank positioned within the fairing volume.

The present invention provides an aircraft tank device for increasing a flight range and a wing area of an aircraft, the aircraft tank device (200) comprising a fairing (201) which is formed and configured: - to at least partly cover an aircraft wing-aircraft fuselage intersection (202), - to store a fuel and - to provide a lifting function. Further the present invention provides an aircraft (100) comprising such an aircraft tank device (200).

The invention provides a high-fuel-efficiency double-fuselage layout passenger plane and a design method. The high-fuel-efficiency double-fuselage layout passenger plane comprises fuselages, wings, empennages and a power device. The machine body comprises a first machine body and a second machine body which are arranged in parallel in bilateral symmetry; the wings are fixedly arranged above the middle parts of the first fuselage and the second fuselage, and the empennage is fixedly arranged above the tail parts of the first fuselage and the second fuselage; the power devices are symmetrically arranged at the front edges of the left side and the right side of the wing in a wing-hung double-sheet bureau mode. The high-fuel-efficiency double-fuselage layout passenger plane and the design method have the characteristics of energy conservation and emission reduction, the design method and the internal layout design method of the corresponding double-fuselage layout passenger plane are provided, and energy conservation and environmental protection are achieved by minimizing the weight of the fuselage structure and fully utilizing the internal space of the fuselage. And the method has the potential of bringing more operating profits to airlines.

A method for manufacturing a connecting part between a wing box and a leading edge module. The method comprises performing a three-dimensional scanning of a first representative part of the wing box to obtain a first computer model and performing a three-dimensional scan of a second representative part of the leading edge module in order to obtain a second computer model. The first part comprises a first reference region and a first connecting region, the second part comprises a second reference region and a second connecting region. A relative position of the first reference region is defined with respect to the reference region. From the first and second computer model, the connecting part is configured to connect the first and the second connecting region such that the first and the second reference region are located in said relative position. The connecting part is then manufactured.

An electrical system for an aircraft, comprising at least one processor configured to: receive aircraft movement information, detect that the movement information indicates a potential crash, detect a loss of continuity in at least one low voltage wire, and blow a battery pack fuse to disconnect supply of the high voltage power to the aircraft.

The present disclosure relates to the technical field of aerospace, and provides a machining method for high-aspect-ratio model part of ultra-high strength steel for wind tunnel test. The machining method includes the following steps: a) selecting a material; b) performing preliminary treatment, such as forging and solid solution heat treatment, on the material; c) performing rough milling to obtain a wing main body profile, process reference blocks, and grooves and holes with large sizes on a molded surface; d) performing finish milling on all machining features of a wing main body; e) removing all process reference blocks except the first process reference block; f) performing aging treatment when the wing main body is lifted; h) removing a process reference block at a wing main body root; and h) performing shaping treatment on the wing main body.

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.