51 results about "Elevon" patented technology

A method of stabilizing a jet-powered tri-mode aircraft as the aircraft travels in a helicopter mode, a compound mode, and a fixed-wing mode is disclosed. The method includes receiving a plurality of velocity vector component values and velocity vector commands derived from either (1) a number of pilot operated controllers or (2) a commanded array of waypoints, which are used for fully automated flights, and a rotor speed reference value, which is decreased with increasing forward speed to unload the rotor, thereby permitting conditions for stopping the rotor in flight. Stabilization of the commanded velocity vector is achieved in all modes of flight using blended combinations of rotor swashplate controls and aerodynamic controls such as elevons, canards, rudders, and a horizontal tail. Stabilization to the commanded velocity vector includes a plurality of control constraints applied to the pilot stick controllers that prevent penetration of envelope limits.

An aircraft with wings that may be fixed for flight and which swing and fold for storage and for maneuvering and otherwise operating the aircraft while not in flight is disclosed. An embodiment includes wings which swing backwards and through the body of the aircraft and then fold by drooping elevons which span the trailing edges of the wings along the sides of the body. Another embodiment includes wings which swing forward and control surfaces which fold upwards at the sides of the aircraft. The invention provides for a narrow width for the aircraft when not in flight using a simple mechanism.

The invention provides a single aircraft with vertical take-off and landing capacity. The single aircraft comprises a body (1), wings (2), rotor wings (5 and 13) which are arranged on the wings (2) on two sides, and elevons (7) which are arranged at the rear edges of the two wings (2), wherein rolling and pitching can be stabilized and controlled through deflection of the elevons (7); in a vertical take-off and landing period, the head of the aircraft is upward; the aircraft takes off and/or lands in a tail seat manner; the gravity is overcome through elevating force generated by rotation of the rotor wing (5); vertical take-off and landing can be realized. The single aircraft has the advantages that (1) through a tailless layout, the air resistance is effectively reduced, and the flight speed is increased; (2) the advantages of a helicopter and a fixed wing aircraft are taken into consideration, and high efficiency can be maintained in both high-speed level flight and low-speed hovering periods; (3) a rotary mechanism is eliminated, and the single aircraft is simple in structure, high in reliability and low in cost; (4) the aircraft can be stabilized and controlled under low-speed and large-incidence conditions, and is applied to city airspace; (5) an emergency is handled in an engine connecting shaft and full-aircraft parachute-opening manner, and the aircraft is high in safety.

A vertical take-off and landing aircraft or drone that has at least two tilting propellers mounted in front of the center of gravity of the wing. These tilting propeller are actively controlled and are capable of providing pitch, roll and yaw control throughout the flight envelop. This method of control can be applied to tilt wing or teal sitter aircraft, conventional or flying wing as well as other wing configuration for example box wing. In hovering flight the wing would be in the vertical position. The tilting propeller would provide pitch and yaw control. Roll control would be provided by differential thrust of the propellers. As the aircraft transitions to forward flight pitch control would be provided by tilting propeller. While yaw and roll control would be provided by a combination of tilting propellers and differential thrust. Upon complete transition to forward flight pitch and roll can be provided by telting propeller and or by a combination of aerodynamic control surfaces for example elevator ailerons or elevons depending on the wing configuration. While differential thrust could provide yaw and or rudder. Also throughout the flight envelop control surfaces can provide supplement control. The same process would be completed to transition to hovering flight.

The invention discloses a three-bypass propeller power-type vertical takeoff and landing fixed-wing unmanned aerial vehicle and belongs to the field of unmanned aerial vehicles. The three-bypass propeller power-type vertical takeoff and landing fixed-wing unmanned aerial vehicle comprises a structural unit, power units and a flight control and avionics unit, wherein the structural unit comprises afuselage, a vertical tail, wings, a rudder, elevons and tail braces; the fuselage is located at the center of the entire unmanned aerial vehicle; one vertical tail and two wings are fixed on the fuselage, and have an included angle of 120 degrees relative to one another; the power units are arranged on wing tips of the vertical tail and the wings; the vertical tail is provided with the rudder; the wings are provided with the elevons; the tail braces are arranged on the vertical tail and the wings; and the flight control and avionics unit installed in a cavity inside the fuselage. The unmannedaerial vehicle system has low overall redundancy and high use efficiency, and can achieve vertical take-off and landing, fixed-point hovering in the air and high-efficiency cruising level flight.

A lifting body aircraft suitable for atmospheric flight and/or as a reentry vehicle. The craft has a substantially flat upper surface, a lower surface with a doubly convex first section and a flat sloping second section. The doubly convex first section allows the craft to have its center of gravity forward of its longitudinal center line. The flat sloping second half of the lower surface and the substantially flat upper surface form the aft end of an airfoil. A pair of vertical stabilizers enhance stability and include rudders which, along with a pair of elevons, provide steerage. The craft may glide or it may have an engine or rockets for thrust. The result is an extremely stable lifting body design that is well suited for launch or conventional take off, insertion, orbital operations, reentry, atmospheric flight, and conventional landings.

A lifting body aircraft suitable for atmospheric flight and/or as a reentry vehicle. The craft has a substantially flat upper surface, a lower surface with a doubly convex first section and a flat sloping second section. Chines may be provided between the upper and lower surfaces. The doubly convex first section allows the craft to have its center of gravity forward of its longitudinal center line. The flat sloping second half of the lower surface and the substantially flat upper surface form the aft end of an airfoil. A pair of vertical stabilizers enhance stability and include rudders which, along with a pair of elevons, provide steerage. The craft may glide or it may have an engine or rockets for thrust. The result is an extremely stable lifting body design that is well suited for launch or conventional take off, insertion, orbital operations, reentry, atmospheric flight, and conventional landings.

An wing-in-ground-effect craft (11) having a loaded canard forewing (13) and a main forward delta configuration wing (15) attached to fore (17) and mid (19) sections of a body (21) respectively. The body (21) is formed with an integral planning hull (23) for amphibious applications, extending rearward to a tail section (25) which incorporates a ducted fan (27), and a vertical stabiliser (29). Rudder (31) is located in the exhaust of the ducted fan (27) for steering the craft (11), and serves as a stator to reduce spiral induced in the airflow exiting the duct (27). The canard forewing (13) has about 12% of the area of the main wing (15), and has inner portions (35) having a dihedral configuration disposed at a first angle of inclination from the vertical of 68° (equating to a dihedral angle of 22°), and outer portion (37) disposed at a first angle of inclination from the vertical of about 91° (equating to an anhedral angle of about 1°). The inner portions (35) have an angle of attack of 7.5%, while the outer portions (37) have an angle of attack of 4.5°. The main wing (15) has a flat to slightly anhedral configuration and an angle of attack of from 4° to 4.5°. The main wing (15) incorporates a pontoon float (39) attached on the outer end of each main wing (15). The canard forewing (13) has control surfaces in the form of elevons (41) attached behind the inner portions (35).

The invention provides a flying-wing layout aircraft provided with cycloidal propellers. The flying-wing layout aircraft comprises a flying-wing layout aircraft body, a cycloidal propeller thruster and two elevons; wherein the cycloidal propeller thruster is symmetrically arranged above the flying-wing layout aircraft body along the symmetrical surfaces of the flying-wing layout aircraft body, and the paddles of the cycloidal propeller thruster are arranged on the outer side of the upper surface of the flying-wing layout aircraft body; a driving device of the cycloidal propeller thruster is located in the flying-wing layout aircraft body; the cycloidal propeller thruster comprises cycloidal propeller blades, a paddle bracket, a cycloidal propeller rotating shaft, the driving device and an eccentric circular ring locating mechanism; and the eccentric circular ring locating mechanism comprises a control pill rod, an eccentric rotary circular ring, an eccentric hollow cylinder locating platform and an auxiliary locating pull rod. In the invention, the cycloidal propeller has higher aerodynamic efficiency than that of a screw propeller so that fuels can be saved and the voyage and the load of the aircraft can be improved; two cycloidal propellers have all-around vectored thrusts and can directly control the flight direction; and air on the upper surface of the flying wing can flow faster through airflow produced by the cycloidal propellers so that the lift-to-drag ratio of the flying wing can be improved.

The invention discloses a flying wing type aircraft with a variable wing outer wing sweep back angle and a tiltable small wing. The flying wing type aircraft with the variable wing outer wing sweep back angle and the tiltable small wing comprises an inner wing leading edge, outer wing leading edges, small wings, outer wing trailing edges, an inner wing trailing edge and elevons; outer wings are arranged on the two sides of an inner wing; the small wings are arranged at the tips of the outer wings; the outer wings and the small wings all adopt flexible skin structures; first acting mechanisms are arranged between the outer wings and the inner wing; and second acting mechanisms are arranged between the small wings and the outer wings. The flying wing type aircraft with the variable wing outer wing sweep back angle and the tiltable small wing has the advantages that higher lift drag characteristic of the aircraft is guaranteed, the reachable maximum flying speed of the flying wing type aircraft is increased, and meanwhile, the drag in each speed stage is reduced so that the aircraft can preferably develop the efficiency on a fighter plane.

A combined control surface of a tailless airplane comprises a parallelogram-shaped embedded control surface and a parallelogram-shaped elevon. Each of the two straight edges of each of the parallelograms forming the embedded control surface and the elevon is parallel to the central axis of the body of the airplane; and each of the two inclined edges of each of the parallelograms forming the embedded control surface and the elevon is parallel to the trailing edge of a positioning wing. The embedded control surface and the elevon in the combined control surface are positioned in a same span-wise position of the wing, and the position of the embedded control surface is close to the leading edge of the wing. The trailing edge of the elevon overlaps with the trailing edge of the wing. The largest deflect angle of the embedded control surface is 90DEG, and the deflect angle of the elevon is +/-30DEG. The combine control surface can increase the lift force, and makes up the lift loss caused by the opening of the embedded control surface; and the combined control surface increases the vertical static stability of the tailless layout, so the coupling rolling torque is reduced or eliminated, the separation flow area is increased, a large resistance increment is obtained, the vertical trimming burden is mitigated, and the course control efficiency is improved.

Various embodiments provide systems and methods for noise reduction for lift-augmentation wing-sections (e.g., flaps, slats, elevons, etc.) by the use of flow disruption devices placed upstream of vortex generation locations. The flow disruption devices may reduce the noise radiating from side edges of lift-augmentation control wing sections. An embodiment flow disruption device may include a body configured to protrude into a flow over a vehicle's surface, wherein the body is coupled to the vehicle upstream of a side edge of a structure of the vehicle such that a wake produced by the body introduces unsteadiness and a flow velocity deficit in a vortex formation region of the side edge of the structure.

A lift rotor arrangement (100) for a VTOL aircraft (200). The lift rotor arrangement (100) comprises: a fairing (6) mounted on a wing segment (10); and first and second rotor blades (17, 18) mounted on a first shaft (4) extending vertically from the fairing (6). The first shaft (4) is movable between an extended position in which the first and second rotor blades (17, 18) are vertically spaced above the wing segment (10) and are rotatable to provide vertical lift, and a retracted position in which the first and second rotor blades (17, 18) are rotationally-fixed with the first rotor blade (17) stowed within the wing segment (10). The blades (17, 18) may be rotatable around an axis substantially perpendicular to the axis of the respective first shaft (4) so as to act as ailerons/elevons in the retracted position.

A hydroplaning vessel with several stability and handling design improvements. It has an enhanced reactive suspension and inner hull lift system positioned in the vessel between a set of separating inner and outer hulls. The outer hull does not float on its own as it has numerous fixed louvers formed there through and also has an open transom. Steering and braking are accomplished by a set of rear elevon flaps affixed to the outer hull. The drive unit resides in the inner hull and is connected by an annular drive transmission which is connected to the jet or prop drive which resides on the outer hull.

The invention relates to the technical field of unmanned aerial vehicles, and particularly discloses a modeling method and system based on an unmanned aerial vehicle. The method comprises the steps that an unmanned aerial vehicle is decomposed into different parts, characteristic parameters of the unmanned aerial vehicle are obtained, stress analysis is conducted on the different parts, a state equation set is established, and the wing rudder deflection angle of the lifting aileron and the corresponding relation between engine thrust and PWM in the unmanned aerial vehicle are obtained; establishing a control input model according to the rudder deflection angle and the corresponding relation between the engine thrust of the unmanned aerial vehicle and the PWM; and establishing a control model of the unmanned aerial vehicle according to the state equation set and the control input model. The method is based on theoretical calculation and a flight test, on the premise of physical measurability of airplane structure characteristic parameters, linear fitting of a control input model and the like, dynamic modeling is rapidly and accurately completed at a low cost, and a theoretical basiscan be provided for design of a flight control system of the micro-flying-wing unmanned aerial vehicle.

The invention discloses an aerodynamic/thrust vector combined control type tail-sitter unmanned aerial vehicle. The tail-sitter unmanned aerial vehicle is characterized by comprising a body, rotor engines, elevons, steering engines and undercarriages. The rotor engines are mounted at the tail of the body, the steering engines are mounted on inner sides of the rotor engines and control the elevonsthrough steering engine rocker arms which drive pull rods, the elevons are mounted under the rotor engines, and the carriages are mounted on two sides of the body. When the unmanned aerial vehicle isin a post-stall flight state, by deflection of the elevons, thrust sector control is realized through high-speed flip flow generated by the rotor engines, and control capability of the elevons is improved; in a high-speed level flight state, aerodynamic control is realized mainly through deflection incoming flow of the elevons, and cruising flight efficiency is improved. The unmanned aerial vehicle is simple in structure, safe in use and high in attitude control performance and integrates vertical take-off and landing and efficient cruising performance, thereby being suitable for popularization and application.

A rocket-powered spacecraft having a wing which has hinged aft portions which can be elevated about a hinge line. Tail booms extend rearwardly from the outer ends of the aft wing portions, and rudders are mounted at the aft ends of the booms. Each tail boom supports a horizontal tail with an elevon at its trailing edge. In normal flight, the wing aft portions are not elevated, and the wing has a normal airfoil shape. During atmosphere reentry, the wing aft portions are steeply elevated to provide a stable high-drag altitude for the spaceship for speed reduction at low thermal and structural loading. After reentry, the aft wing is returned to an unelevated position which enables gliding flight to a horizontal-runway landing.

The invention discloses a flying wing combined control surface with the high maneuvering characteristic. The flying wing combined control surface comprises a fuselage, wherein the fuselage comprises ahead, wings and a tail; the two wings are symmetrically arranged on two sides of the fuselage; strake wings are arranged on two sides of the head and in shaft driving connection with the head througha rotating shaft; a leading edge flap is arranged at the upper end of each wing, a control surface is arranged at the side end, an elevon is arranged at the lower end, and the leading edge flap, thecontrol surface and the elevon are in shaft driving connection with the wing through the rotating shaft; a jet vane is arranged on the tail and in shaft driving connection with the tail through the rotating shaft. By reasonably arranging the control surfaces and control combination of the control surfaces, the demand of high maneuvering flight of flying wings for pitch moment and the demand for low resistance during conventional level flight are both taken into account, and high maneuvering flight is easy to realize in engineering.

The invention provides a folding unmanned aerial vehicle which comprises a fuselage (1), combined wings (2) and a propeller (3). The fuselage (1) is a columnar element. The propeller (3) capable of being folded into the fuselage (1) is arranged at one axial tail end of the fuselage (1). The two sets of combined wings (2) which are symmetrically arranged with respect to the axis of the fuselage (1) and capable of being folded into the fuselage (1) are arranged on the fuselage (1) in the radial direction of the fuselage (1).Elevons (4) used for controlling the fuselage (1) to rise and fall are arranged on the combined wings (2). According to the folding unmanned aerial vehicle provided by the invention, the packaging and transportation cost of the unmanned aerial vehicle is lowered through the folding storable wings and propeller, the aerodynamic lift and aerodynamic efficiency are improved through the tailless layout, and the elevator handling characteristic is compensated through the elevons.

The invention discloses a sweepback-variable and short-takeoff and landing fixed-wing aircraft. The aircraft adopts a double-engine wing layout according to which wing bodies are fused with a small aspect ratio; an engine for driving a corresponding large-diameter propeller is arranged on each of the two sides of the front part of a fuselage, so that most of the surface of the whole aircraft, and control surfaces of vertical tails and elevons on the back side are in the high-speed propeller slipstream, and wings on the two sides can be forwardly and outwardly unfolded or backwardly and inwardly folded synchronously; when the wings are backwardly folded, the wings are completely adhered to the fuselage, the whole aircraft has a cambered streamline aerodynamic outer shape, the lifting area is large, and the flight resistance is reduced; when the wings are opened, the wingspan of the aircraft is greatly increased, so that the cruising economy of the aircraft is greatly improved. Through reasonable matching of the propellers, wing body lifting bodies and variable sweepback wings, the aircraft has short takeoff and landing, high maneuverability and high cruising economy; through optimization on junctions of the wing bodies, the aircraft has relatively small flight resistance when the wing bodies are in unfolded and folded states.