668results about "Wings" patented technology

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 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 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.

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.

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.

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.

An automated clamp is disclosed including a clamp frame, motorised clamp jaws, and a robot end effector connector. One of the clamp jaws can receive a drilling tool and / or a fastening tool. One of the clamp jaws has a position sensor for detecting a position of the clamp. The clamp forms part of an automated clamping system. The clamping system is used to automatically clamp a rib web to a rib post or integrated rib foot of an aircraft wing box for automated drilling and / or fastening the rib web to a rib post or integrated rib foot.

In some embodiments, an electric aircraft may include a plurality of flight components including a plurality of control surfaces; a plurality of lift propulsors; at least a thrust propulsor; and a plurality of electric motors configured to power the plurality of propulsors; a flight controller, communicatively connected to a pilot input and flight components. In some embodiments, a flight controller may be configured to receive control datum from a pilot input; and generate an output datum as a function of the control datum.

A tape structure for use in automated fiber placement method to manufacture a composite structure includes a first layer and a second layer connected to the first layer with the first layer being configured as a support layer and the second layer being configured as a pre-impregnated layer, wherein the first layer is removable from the second layer during or after placement of the second layer on the composite structure to be manufactured, an automated fiber placement device an automated fiber placement method and a composite structure manufactured in the method.

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 invention relates to the technical field of aviation equipment, and discloses a wing-shaped structure suitable for anti-icing and deicing, which comprises a shell and an electric heating piece, an electric heating piece is arranged in a shell, a first heating layer is formed on the upper wing face and the lower wing face of the inner wall of the shell, a second heating layer is formed on the front edge of the inner wall of the shell, the first heating layer and the second heating layer are electrically connected, and the first heating layer and the second heating layer are connected with an external power source through an electrode layer so that power can be supplied to the electric heating piece, and temperature distribution of different parts can be controlled. After the electrode layer conducts electricity, a first temperature area is formed on the first heating layer, a second temperature area is formed on the second heating layer, and the temperature of the first temperature area is lower than that of the second temperature area, so that it is guaranteed that the front edge of the airfoil structure is kept at the high temperature, and the deicing and anti-icing requirements are met. According to the airfoil structure suitable for anti-icing and deicing, differentiated heating can be conducted according to icing characteristics of different parts of the airfoil structure, it is guaranteed that the anti-icing and deicing requirements are met, meanwhile, energy consumption is reduced, and the energy utilization rate is increased.

The utility model discloses a connecting structure of an aileron and a wing. The connecting structure comprises an outer aileron, a knuckle bearing, a detachable check block, a detachable rotating shaft, a hinge rotating shaft, a hinge fixing detachable support, an aileron driving pull rod, the wing, an inner aileron and a rotating shaft. The knuckle bearing is embedded into the outer end face of the inner aileron and the inner end face of the outer aileron; the detachable rotating shaft is mounted on the outer side of the outer aileron; the outer end of the outer aileron is close to the position area of the detachable rotating shaft; the hinge rotating shaft is mounted between the inner aileron and the outer aileron and is embedded into the wing end rib through the knuckle bearing; the wing end rib is embedded into the inner side close to the inner aileron; the hinge fixing detachable support is mounted on a wing rear beam; the aileron driving pull rod is mounted on the wing; the inner aileron and the outer aileron are positioned on the rear edge of the wing and close to the wing tip; and the rotating shaft is mounted on the inner side of the inner aileron. The aileron hinge is simple in structure, and the aileron hinge joint can be hidden to the maximum extent, so that the influence on the pneumatic surface of the aileron is reduced.

An electric vertical take-off and landing (eVTOL) aircraft can enhance energy efficiency, safety, and operational range. A deployable wing structure can provide aerodynamic lift during horizontal flight, reducing reliance on energy-intensive propellers. Integrated flexible solar panels capture solar energy, contributing additional power and optimizing energy management. The wing system also includes an emergency descent mode, doubling as a glide-assist device for controlled landings during critical failures. The system offers modular configurations for various missions, ensuring adaptability and improved flight performance. The eVTOL can be implemented with systems and methods for mitigating motion sickness. The systems integrate tactile feedback systems into wearable devices and environmental components. Sensors detect motion and environmental changes, and a computing device can generate corresponding tactile feedback signals. Tactile actuators embedded in the devices or components provide non-visual motion cues, such as pressure, vibration, and haptic feedback, to resolve sensory mismatches between the vestibular and proprioceptive systems.

Composite material protection from UV degradation is disclosed by providing a co-cured composite material substrate co-cured with a UV / visible light-resistant fiberglass layer to form co-cured composite materials for exclusively imparting UV / visible light-resistant properties to co-cured composite material substrates for use in UV / visible light-resistant vehicle fuel tank assemblies.

The invention provides an electric heating shock-resistant leading edge and a using method thereof.The electric heating shock-resistant leading edge comprises an outer side skin, a leading edge heating layer, a leading edge inner skin, an energy absorption structure layer, an energy absorption inner skin, ribs and a control module which are sequentially arranged in a stacked mode from outside to inside, the energy absorption structure comprises a Z-shaped body and a supporting body, one end of the supporting body is connected with the end of the Z-shaped body, the other end of the supporting body is connected with a bent portion of the Z-shaped body, the Z-shaped body is connected to the front edge inner skin, the supporting body is made of negative thermal expansion materials, and a probe is arranged at the position, corresponding to the supporting body, of the rib and comprises a pressure sensor and a distance monitor. And the probe and the front edge heating layer are electrically connected to the control module. The electric heating deicing function of bird impact resistance and automatic control of the front edge structure is achieved, the temperature control reliability is improved, the structural weight is reduced, and the technical problems of temperature control, bird impact resistance, structural weight reduction and the like are solved.

A propulsion system of an aircraft comprising a turbojet extending around a longitudinal axis and having a vertical median plane passing through the longitudinal axis and having a fan casing with a rear face perpendicular to the longitudinal axis, a pylon presenting a rigid structure with a front wall and a lower spar, and an engine attachment comprising a front ring coaxial with the longitudinal axis and comprising first fixation element for securing the front ring to the rear face of the fan casing and second fixation element for securing the front ring to the front wall of the pylon.

The invention discloses an aircraft low-noise bionic flap based on side edge local turbulent flow and a design method, and belongs to the field of aircraft design. The high lift device is composed of a slat and a main wing, the high lift device comprises an inner flap, an outer flap, a noise reduction system and a driving system, the inner flap and the outer flap are installed on the high lift device, the noise reduction system is arranged at the end, close to the outer flap, of the inner flap, and the noise reduction system is driven by the driving system located in the inner flap; the noise reduction system comprises bionic nodules and asymmetric wingtip end plates, the bionic nodules are arranged on the end face of the inner flap, and the asymmetric wingtip end plates are arranged on the two sides of the inner flap. Aiming at the problems of influence on aerodynamic performance, generation of extra noise and complex structure in a flap side edge noise reduction method, the invention provides an aircraft low-noise bionic flap based on side edge local turbulent flow, and the effect of reducing intermediate-frequency broadband noise of the flap is achieved while the aerodynamic performance of a high lift device is ensured.

The invention discloses a wing skin, a wing, a tilt rotorcraft and a manufacturing method of the wing skin, and relates to the technical field of wing vibration damping, the wing skin comprises a first panel, a second panel and a middle-layer plate, the middle-layer plate comprises a plurality of superlattice blocks, and each superlattice block comprises a first plate, a second plate, a cross rod, a first truss and a second truss; the first truss is provided with a first end, a second end, a third end and a fourth end, the first end and the second end are symmetrical about the plane of the cross rod, and the third end and the fourth end are symmetrical about the center line of the superlattice block; the second truss is provided with a fifth end, a sixth end, a seventh end and an eighth end, the fifth end and the sixth end are symmetrical about the plane of the cross rod, and the seventh end and the eighth end are symmetrical about the center line of the superlattice block; the first end and the fifth end are fixedly connected with the first plate, the second end and the sixth end are fixedly connected with the second plate, and the third end, the fourth end, the seventh end and the eighth end are fixedly connected with the cross rod; according to the invention, vibration can be effectively suppressed, and the weight can be reduced.

An assembly for an aircraft having an upper fitting fastened to a structure of the wing of the aircraft, a lower fitting fastened to a pressure-side panel of the wing, an engine pylon with two lateral panels mounted so as to articulate on the lower fitting, a starboard-side link rod and a port-side link rod mounted so as to articulate between the lateral panel that is on the same side and the upper fitting, and a stud having a proximal end secured to a rear rib of the engine pylon and a distal end mounted in an aperture of the lower fitting through an annular linear connection.