67 results about "Flight control surfaces" patented technology

An assembly for maintaining the pitch angle of a flight control surface for an aircraft. The assembly includes a shaft comprising a screw thread and defining a shaft axis, and a nut. The nut includes a housing, a barrel located in the housing and comprising a screw thread for engaging with the screw thread of the shaft, and at least one locking element located in the housing. The housing comprises a radially inner cam surface adjacent to the locking element. The barrel is configured to rotate relative to the housing when the screw thread of the barrel is engaged and rotating with the screw thread of the shaft so as to move the locking element along the cam surface from a disengaged position in which the locking element is spaced from the screw thread of the shaft, to an engaged position.

An actuator system for a flight control surface of an aerial vehicle includes a motor, and an inner shaft. The inner shaft includes a first portion at a first end and a second portion that extends from the first portion to a second end of the inner shaft. The first portion of the inner shaft is coupled to the motor. The second portion of the inner shaft is coupled to at least one roller that includes roller threads. The actuator system includes an inverted nut defining an inner bore and having an outer diameter that defines an output rod. The inner bore includes nut threads. The inverted nut is coupled about the inner shaft such that the nut threads are to engage with the plurality of roller threads to move the output rod, and the output rod is to be coupled to the flight control surface.

Disclosed here are unmanned aerial vehicle embodiments including some embodiments having a fuselage, tail, and wings including example embodiments with an adaptable payload section, alternatively or additionally, modular flight surfaces including tail, wings and motor, alternatively or additionally the vehicle configured for short landings with reversible thrust, alternatively or additionally, the unmanned aerial vehicle configured with direct connection to moveable flight control surfaces.

An actuator system for a flight control surface of an aerial vehicle includes a shaft. The shaft includes at least one roller to rotate with the shaft and a plunger. The at least one roller includes a plurality of roller threads. The actuator system includes an inverted nut defining an inner bore including a plurality of nut threads. The inverted nut is coupled about the shaft such that the plurality of nut threads are to engage with the plurality of roller threads to move the inverted nut relative to the shaft. The inverted nut includes a source of a lubricant in fluid communication with the inner bore and the plunger is to be received within the inner bore to supply the lubricant to the at least one roller.

An assembly for maintaining a pitch angle of a flight control surface of an aircraft is disclosed. The assembly includes a shaft including a thread and defining an axis of the shaft; and a nut. The nut includes: a housing; a barrel located in the housing and including threads for engaging with the threads of the shaft; and at least one locking element, the at least one locking element being located in the housing. The housing includes a radially inner cam surface adjacent the locking element. The barrel is configured to rotate relative to the housing when the threads of the barrel engage with and rotate with the threads of the shaft, thereby moving the locking element along the cam surface from a disengaged position, in which the locking element is spaced from the threads of the shaft, to an engaged position, in which the locking element is wedged between the threads of the shaft and the housing, as a result, relative rotation between the shaft and the housing is prevented.

A digital surface position sensor includes a position sensor, an adaptable hardware interface, and a processing circuit. The position sensor is adapted to be coupled to an aircraft flight control surface and is configured to sense a position of the aircraft flight control surface and supply a position signal representative thereof. The adaptable hardware input supplies an identification signal that identifies the aircraft flight control surface to which the position sensor is coupled. The processing circuit is coupled to receive the position signal and the identification signal. The processing circuit is configured, upon receipt of the signals, to process the position signal and the identification signal and generate (i) a first digital position signal representative of the position of, and the identification of, the aircraft flight control surface and (ii) and independent second digital signal representative of the position of, and the identification of, the aircraft flight control surface.

A missile for delivering a payload and having a longitudinal axis. The missile comprises a nonfragmenation multi-directional munition having a hollow collar. The hollow collar has an inner surface and an outer surface opposed thereto and a first plurality of ports extending therebetween in a substantially radial direction. An ammunition is disposed in each port of the first plurality of ports, oriented outwardly from the longitudinal axis with an ignition source for expelling such ammunition from the collar. The missile also has at least one flight control surface for controlling a trajectory of the missile during flight and a controller for controlling the flight of the missile and the ignition source.

A method may include receiving, from a ground station and at an aircraft computing system onboard the aircraft, a definition of a primary route, the primary route representing a trajectory, for the aircraft, from an origin location to a destination location, causing the aircraft to autonomously traverse the primary route using a flight controller, the flight controller configured to automatically control a set of flight control surfaces of the aircraft, while autonomously traversing the primary route, receiving an input from an inceptor, automatically mapping a direction and magnitude of the input to a predetermined flight maneuver, computing a definition of a modified route, the modified route initiating the predetermined flight maneuver, validating the modified route, including determining whether the modified route intersects known obstacles, and in response to the validation succeeding, causing the aircraft to autonomously traverse the modified route using the flight controller.

A differential actuator system for controlling a flight control surface is provided, which includes a first control lane subsystem, a second control lane subsystem, a differential subsystem and a differential lock subsystem. The differential subsystem includes a first gear set forming a first load path from the first control lane to the flight control surface, and a second gear set forming a second load path from the second control lane to the flight control surface. The differential lock subsystem operably couples to the first gear set and the second gear set and is switchable between a locked state to couple the first and second gear sets in a torque-summing mode for moving the flight control surface and an unlocked state to couple the first and second gear sets in a velocity-summing mode for moving the flight control surface. Control signals issued from a controller operate the differential actuator system.

An actuator system for a flight control surface of an aerial vehicle includes a motor (102), and an inner shaft (108). The inner shaft includes a first portion at a first end and a second portion that extends from the first portion to a second end of the inner shaft. The first portion of the inner shaft is coupled to the motor. The second portion of the inner shaft is coupled to at least one roller (206) that includes roller threads. The actuator system includes an inverted nut (110) defining an inner bore and having an outer diameter that defines an output rod (110). The inner bore includes nut threads. The inverted nut is coupled about the inner shaft such that the nut threads are to engage with the plurality of roller threads to move the output rod, and the output rod is to be coupled to the flight control surface.

An aircraft system for damping movement of a structural flight element. The aircraft system including a moveable aircraft structure, a power source, a controller, a resistor, and a first transistor connected in series to the resistor. When the power source of the aircraft is providing power, the controller controls the first transistor to prevent current flow through its terminals and through the resistor. Further, when the power source of the aircraft is not providing power, the first transistor allows current generated by a back EMF (electromotive force) voltage to flow through its terminals and through the resistor, the back EMF voltage being created by movement of the moveable aircraft structure.

A cartridge is disclosed with a casing and a projectile, wherein external ballistic stability is provided by a center of pressure of the projectile being rearward of a center of mass of the projectile. The projectile includes flight control surfaces that cooperate with the bore of a barrel without requiring rifling or sabots. The projectile can include fin configurations that cooperate with the bore to form a bearing surface with the bore.

The present invention relates to a flight control system and method for an aircraft. The system includes: a first controller for a first flight control surface; a second controller for controlling a second flight control surface; and a first override system including a mechanical linkage device located between the first controller and the second controller. The first override system is configured so that: (i) while applying a force less than a first threshold amount to the mechanical linkage device, the movement of the first controller causes the second controller to perform a corresponding movement, and vice versa; and (ii) while applying a force greater than the first threshold amount to the mechanical linkage device, the first controller and the second controller move separately. The system also includes a second override system, which is operable to permanently disconnect the mechanical linkage device in response to a force greater than a second threshold amount applied to the mechanical linkage device. The second threshold amount of force is greater than the first threshold amount of force.

The invention relates to an aircraft system for suppressing movement of a structural flight element. The aircraft system includes a movable aircraft structure, a power source, a controller, a resistor, and a first transistor connected in series to the resistor. When the power source of the aircraft provides power, the controller controls the first transistor to prevent current from flowing through a terminal of the first transistor and through the resistor. Further, when the power supply of the aircraft does not provide power, the first transistor allows a current generated by a back electromotive force (EMF) voltage generated by movement of the movable aircraft structure to flow through a terminal of the first transistor and through the resistor.

A differential actuator system for controlling a flight control surface is provided, which includes a first control lane subsystem, a second control lane subsystem, a differential subsystem and a differential lock subsystem. The differential subsystem includes a first gear set forming a first load path from the first control lane to the flight control surface, and a second gear set forming a second load path from the second control lane to the flight control surface. The differential lock subsystem operably couples to the first gear set and the second gear set and is switchable between a locked state to couple the first and second gear sets in a torque-summing mode for moving the flight control surface and an unlocked state to couple the first and second gear sets in a velocity-summing mode for moving the flight control surface. Control signals issued from a controller operate the differential actuator system.

The application discloses a method for controlling take-off, landing and take-off and landing of a tilt-rotor unmanned aerial vehicle, and relates to the technical field of automatic take-off and landing control of unmanned aerial vehicles. The method for controlling take-off of a tilt-rotor unmanned aerial vehicle comprises the following steps: acquiring take-off airport information; the take-off airport information comprises weather of a take-off airport and a take-off and landing position; the take-off and landing position is a runway or a take-off and landing point; determining a current take-off mode according to the take-off and landing position; the current take-off mode is a vertical take-off mode or a taxiing take-off mode; when the weather of the take-off airport meets preset take-off weather conditions, sending a test command to a flight control surface actuator and receiving an actuation signal of the flight control surface actuator; when the actuation signal is consistent with the test command, sending a take-off operation request to a ground station; and when receiving an instruction for allowing take-off from the ground station, performing a take-off operation corresponding to the current take-off mode, and completing take-off. The application realizes automatic selection of a take-off and landing mode of a tilt-rotor unmanned aerial vehicle, and improves work efficiency and safety.

An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing. The leading edge device is moveable between a first configuration, a second configuration and a third configuration. In the first configuration, the leading edge device is retracted fully within the wing profile. In the second configuration, a portion of a surface of the leading edge device is extended away from the wing profile and into the oncoming airflow on the lower surface of the wing as the wing moves through the airflow to increase lift produced by the wing. In the third configuration, a portion of the surface of the leading edge device is extended away from the wing profile into the oncoming airflow over the upper surface of the wing to impair lift produced by the wing.

Aircraft performance modification system including a center-of-gravity (CG) subsystem and processor system(s) operatively integrated with components of the aircraft. The CG subsystem is configured to adjust the location of the aircraft CG within, and at times outside, a range of CG locations specific to the aircraft. The processor system(s) is / are configured to manage and concurrently adjust the aircraft CG, aircraft flight controls settings, and aircraft engine power control settings to manipulate control forces about one or more axes of the aircraft, and for automatically or autonomously controlling adjustments to (i) the aircraft CG such that the CG location is within, and at times outside, the range of CG locations, (ii) movement and positions of aircraft flight control surfaces, and (iii) aircraft engine(s) output power, to reduce drag by providing / controlling aircraft configurations that result in adjusted drag, yielding flight performance improvements attributable to decreased drag, and to prevent a stalled condition.

A differential actuator system for controlling a flight control surface is provided, which includes a first control lane subsystem, a second control lane subsystem, a differential subsystem and a differential lock subsystem. The differential subsystem includes a first gear set forming a first load path from the first control lane to the flight control surface, and a second gear set forming a second load path from the second control lane to the flight control surface. The differential lock subsystem operably couples to the first gear set and the second gear set and is switchable between a locked state to couple the first and second gear sets in a torque-summing mode for moving the flight control surface and an unlocked state to couple the first and second gear sets in a velocity-summing mode for moving the flight control surface. Control signals issued from a controller operate the differential actuator system.

An assembly for maintaining the pitch angle of a flight control surface for an aircraft is disclosed. The assembly comprises a shaft comprising a screw thread and defining a shaft axis, and a nut. The nut comprises a housing, a barrel located in the housing and comprising a screw thread for engaging with the screw thread of the shaft, and at least one locking element located in the housing. The housing comprises a radially inner cam surface adjacent to the locking element. The barrel is configured to rotate relative to the housing when the screw thread of the barrel is engaged and rotating with the screw thread of the shaft so as to move the locking element along the cam surface from a disengaged position in which the locking element is spaced from the screw thread of the shaft, to an engaged position in which the locking element is wedged between the screw thread of the shaft and the housing thereby preventing relative rotation between the shaft and the housing.

To provide a pilot assist system for an aircraft capable of improving safe operation of the aircraft.SOLUTION: An aircraft includes one or more line replaceable units (LRUs) including one or more processors. The aircraft also includes one or more actuators coupled to one or more flight control surfaces. The actuators are communicatively coupled to at least one of the LRUs to receive control signals. The aircraft also includes one or more sensors coupled to at least one of the LRUs and configured to generate sensor data indicative of a trajectory of the aircraft. While in a manual flight mode, the processors are configured to generate trajectory guidance data based on one or more trajectory setpoints. The processors are also configured to, while in the manual flight mode, determine an error metric indicating deviation between the trajectory of the aircraft and the trajectory guidance data and send a control signal based on the error metric to the one or more actuators.SELECTED DRAWING: Figure 1

An actuator system for a flight control surface of an aerial vehicle includes a shaft. The shaft includes at least one roller to rotate with the shaft and a plunger. The at least one roller includes a plurality of roller threads. The actuator system includes an inverted nut defining an inner bore including a plurality of nut threads. The inverted nut is coupled about the shaft such that the plurality of nut threads are to engage with the plurality of roller threads to move the inverted nut relative to the shaft. The inverted nut includes a source of a lubricant in fluid communication with the inner bore and the plunger is to be received within the inner bore to supply the lubricant to the at least one roller.

The present invention belongs to the field of path prediction and discloses a flight path stability optimization method, system, storage medium, and device. The method comprises constructing a dynamic fusion dataset by aligning timestamps in response to aircraft dynamics parameters, pilot physiological state parameters, and three-dimensional spatial environmental parameters acquired synchronously from multiple sources. A pre-built dual-channel feature extraction architecture is used to extract dual-channel features from the dynamic fusion dataset. The first channel uses a sparse attention mechanism to analyze dynamic coupling relationships in the time dimension, while the second channel uses a graph neural network to model the spatial correlation topology of environmental parameters. The dual-channel features are then integrated to construct a deep reinforcement learning decision engine, establishing a mapping strategy from environmental state to control action to path stability, and driving control strategy optimization through a reward mechanism. Finally, a real-time decision engine is used to generate multi-parameter collaborative optimization instructions for flight control surfaces. The present invention can improve the efficiency and accuracy of path prediction, thereby optimizing the path.

An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing is disclosed. The leading edge device is moveable between a first configuration and a second configuration. In the first configuration, the leading edge device is substantially flush with the low pressure surface. In the second configuration, the surface of the leading edge device is retracted into the wing profile. The second configuration creates a void in the lower surface of the wing which modifies the airflow over the surfaces. The oncoming airflow can enter the void. In the second configuration, the leading edge device reduces the lift on the wing, acting to reduce the lift induced strain on the wing during high speed flight or to help manoeuvre the wing. The leading edge device may also be configured to move into a third configuration.

An aircraft includes an onboard power supply, an empennage assembly, and a horizontal main wing each connected to a fuselage, and a vertical cross-wing arranged orthogonally with respect to the main wing. Flight control surfaces are arranged on the empennage assembly, vertical cross-wing, and horizontal main wing. A distributed propulsion system includes a first pair of propellers connected to the horizontal main wing and a second pair of propellers connected to the vertical cross-wing. Each of the propellers is connected to and powered by the power supply. Each propeller forms an acute canting angle with respect to an axis of the particular horizontal main wing or the vertical cross-wing to which the propeller is connected. The flight modes may include vertical takeoff and landing (VTOL), hover mode, rapid descent, and forward and backward flight modes. The propellers are unpowered during the rapid descent mode.

A lightweight, pocket-sized unmanned aerial vehicle (UAV) can be held in the outstretched palm of a user for takeoff and landing. The UAV includes a semi-annular or substantially annular hollow body defining a passageway. The UAV also includes a motor for rotating a fan that directs air into or out of the passageway to achieve takeoff. The UAV includes a flight control system comprising at least two flight control surfaces that can guide and modify the airflow as it passes through the passageway to control the UAV's roll, pitch, and optionally yaw during flight. The flight control system can be controlled by a microprocessor controller. The UAV also includes a payload configured with at least one wireless transmitting and receiving unit.

An actuator system for a flight control surface of an aerial vehicle includes a shaft. The shaft (708) includes at least one roller to rotate with the shaft and a plunger (790). The at least one roller (192) includes a plurality of roller threads. The actuator system includes an inverted nut defining an inner bore including a plurality of nut threads. The inverted nut (720) is coupled about the shaft such that the plurality of nut threads are to engage with the plurality of roller threads to move the inverted nut relative to the shaft. The inverted nut includes a source of a lubricant in fluid communication with the inner bore and the plunger is to be received within the inner bore to supply the lubricant to the at least one roller.

An air and road vehicle system includes a road vehicle having a chassis, a plurality of wheels, an engine, and a cabin area. A flight vehicle having a main body, wings, flight control surfaces, and a plurality of propulsion devices is removably coupled to the road vehicle by a plurality of docking mechanisms. In the connected orientation, the top end of the road vehicle is connected to the bottom surface of the wings, and the back end of the road vehicle is connected to the main body via an elongated catch tongue. Controllers on the flight vehicle and road vehicle are communicatively linked wirelessly or via hardwire receptacles. In the disconnected orientation, the road vehicle is functional as a road motor vehicle, and in the connected orientation, the flight vehicle and the road vehicle are functional for flight in a vertical or horizontal orientation.

A rotary actuator for a flight control surface includes a first electric motor connected to a first geartrain having planetary gearsets in series and a first drive gear driven by the first electric motor via the first geartrain. The first geartrain and the first drive gear define a first powertrain. The rotary actuator also includes a second electric motor connected to a second geartrain having planetary gearsets in series. The second geartrain is separate from the first geartrain. The rotary actuator further includes a second drive gear driven by the second electric motor via the second geartrain. The second geartrain and the second drive gear define a second powertrain that is coaxial with the first powertrain. Additionally, the rotary actuator includes an output shaft parallel to the first and second powertrains. The output shaft is driven simultaneously via the first and second drive gears.

A stability control augmentation system and method for a flight control surface of an aircraft. The system includes s an actuator operable for actuating the flight control surface, and a control valve comprising a spool and an integrated augmentation mechanism. The spool and the actuation mechanism are both moveable to open and close a fluid flow path through the control valve to control the actuator.