53 results about "Vertical stabilizer" patented technology

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 flying vehicle with folding wings that drives well on the ground and flies well in the air; controlled from inside, it changes from automotive to aircraft configuration without the operator needing to get out of the vehicle. The balance point of the vehicle is located midway between the front and back wheels, providing good handling on the road. In the aircraft configuration with wings unfolded, there is a front wing and a back wing. The incidence of the front wing is controllable, enabling the craft to rotate and take off with a center of gravity located well ahead of the rear wheels. The back wing is fitted with foldable vertical stabilizers near its wing tips. In automobile configuration the wings are folded on top of the body; the wings resemble a roof rack with large surfboards on it. Driven wheels provide motive power on the ground; ducted fans provide thrust for air travel. An autopilot system provides stability and navigation aid, particularly in bad weather or poor visibility. In the roadable configuration, filling water ballast tanks provides additional crosswind stability and crash protection. Also in a roadable configuration, the present invention may be licensed as a three-wheeled motorcycle towing a two-wheeled trailer. In its flying configuration, the invention can be licensed as a Light Sport Aircraft.

An electric vertical take-off and landing aircraft comprises a fuselage and a tilt wing. The tilt wing is tiltable relative to the fuselage in a range of tilt wing angles. Control surfaces are arranged at the tilt wings. The aircraft comprises a horizontal stabilizer with an elevator, in particular a stabilator, a vertical stabilizer with a rudder, in particular a fully movable stabilizer, at least one electric engine for powering main propellers arranged at the tilt wing and at least one software control device. The control device is configured to control at least the control surfaces , the main propellers and the tilt wing angle during hover and transition between hover and cruise flight.

A system is provided for an aircraft. This aircraft system includes an aircraft and an air system. The airframe includes a body and a vane connected to the body. The vane projects spanwise away from the body to a vane tip. The vane extends longitudinally between a leading edge and a trailing edge. The vane extends laterally between a first vane side and a second vane side. The air system includes a circuit inlet, a circuit outlet and an air circuit. The circuit inlet is arranged with the body and laterally offset from the vane. The circuit outlet is arranged with the vane. The air circuit extends within the airframe from the circuit inlet to the circuit outlet.

An embodiment aircraft boom (66, 76) includes a boom member (34, 42), a vertical stabilizer (40, 50), a rear landing gear (114, 116), and a front landing gear (110, 112). The boom member (34, 42) may extend in a first direction and have a front internal structural member (154) disposed therein, where a portion of the front internal structural member (154) is a first attachment point for a first wing. The vertical stabilizer (40, 50) may extend from the boom member (34, 42), where the vertical stabilizer (40, 50) has a rear internal structural member (120) disposed therein and extends from the boom member (34, 42) and through an interior of the vertical stabilizer (40, 50), and where a portion of the rear internal structural member (120) is a second attachment point for a second wing. The rear landing gear (114, 116) may be coupled to the rear internal structural member (120). The front landing gear (110, 112) may be coupled to the front internal structural member (154) of the boom member (34, 42).

A system is provided for an aircraft (20). This aircraft system includes an aircraft (20) and an air system (32). The airframe (22) includes a body (26) and a vane (54) connected to the body (26). The vane (54) projects spanwise away from the body (26) to a vane tip (62). The vane extends longitudinally between a leading edge (66) and a trailing edge (68). The vane (54) extends laterally between a first vane side (70A) and a second vane side (70B). The air system (32) includes a circuit inlet (88), a circuit outlet (90A) and an air circuit (86). The circuit inlet (88) is arranged with the body (26) and laterally offset from the vane (54). The circuit outlet (90A) is arranged with the vane (54). The air circuit (86) extends within the airframe (22) from the circuit inlet (88) to the circuit outlet (90A).

A VTOL aircraft includes a pod having a pod forward portion and a pod aft portion. The pod forward portion is connected to an inboard wing of the VTOL aircraft and the pod aft portion is connected to an outboard wing and a vertical stabilizer of the VTOL aircraft. The pod aft portion rotates, together with the outboard wing and the vertical stabilizer, about a centerline of the pod relative to the pod forward portion.

This invention relates to a horizontal stabilizer load transfer device, comprising: a support fixed to the horizontal stabilizer and including a first support and a second support spaced apart from the first support; a roller frame having a first joint and an opposing second joint, wherein the first joint is pivotally fitted to the first support; a support arm including a third joint and an opposing fourth joint, wherein the third joint fits to the second support, and the fourth joint fits to the roller frame; a roller pivotally supported by the second joint of the roller frame; and a guide rail fixed to the aft fuselage or vertical stabilizer, such that the roller faces the guide rail and a gap is formed between the guide rail and the roller. This arrangement allows for flexible and convenient adjustment of the fit gap between the roller and the guide rail, enabling gap calibration without complex tooling, significantly reducing on-site assembly and debugging time, and effectively improving the overall assembly efficiency of the aircraft's horizontal stabilizer components. Furthermore, this invention also relates to a horizontal stabilizer and an aircraft.

An aerial vehicle configured with air intake in an otherwise higher drag location. In some aspects, the aerial vehicle is a vertical take-off and landing aircraft. The aircraft may intake the air to provide air to a hydrogen fuel cell system within the aircraft. The aircraft may have electric motor driven rotor assemblies which provide thrust for both vertical take-off and landing and forward flight operations. The electric motor driven rotor assemblies may be powered by electric power from the fuel cell system. The air intake may be on the forward portion of a nacelle placed in what would be a high drag location, such as at the junction of the wings and the fuselage, or the junction of the vertical stabilizers and the fuselage, for example.

A rotorcraft with distributed propulsion system having the capability to transition between two configurations suitable for thrust borne VTOL (vertical take-off and landing) flight and partial wing borne airplane flight. The rotorcraft includes a fuselage, an empennage, a vertical stabilizer, a rudder, a pair of wings, a pair of flaps, a pair of canards, a pair of pylons, a pair of tiltable rotor booms and a plurality of rotors. The tiltable rotor booms are associated with an actuator to change collectively the direction of the rotor thrust vector with respect to the fuselage. The rotor can be open rotor or ducted rotor. The rotor booms oriented in the canted position is the first configuration suitable for partial wing borne flight and the rotor booms oriented in the horizontal position is the second configuration suitable for thrust borne flight.

The vertical stabilizer provided by the application comprises a rudder surface and a side end plate, wherein the rudder surface comprises a sandwich structure, the side end plate comprises a frame beam structure and a sandwich structure, the rudder surface is movably connected with the side end plate, and the side end plate is fixedly connected with an end rib of a horizontal stabilizer.

The invention relates to a folding empennage of a patrol flight unmanned aerial vehicle, and belongs to novel unmanned aerial vehicle structures and mechanisms. The device is composed of a mounting base, a folding and unfolding mechanism, a locking device and an airfoil structure. The mounting seat is arranged on the side surface of the rear part of the unmanned aerial vehicle body and consists of a mounting shaft, a flat spiral spring, a ball bearing, a bearing bush, an end cover, a bottom plate and an empennage nut; the airfoil structure comprises a vertical stabilizer and a rudder; the locking device comprises a locking device 1 and a locking device 2; the locking device 1 comprises a spring clip-clamping block external locking device and a limiting surface limiting-damping device; the locking device 2 comprises a flat spring sliding block-rotating shaft convex angle built-in locking device and a fuselage stop block-vertical fin rear edge limiting-damping device.

A system is provided for an aircraft. This aircraft system includes an aircraft and an air system. The airframe includes a body and a vane connected to the body. The vane projects spanwise away from the body to a vane tip. The vane extends longitudinally between a leading edge and a trailing edge. The vane extends laterally between a first vane side and a second vane side. The air system includes a circuit inlet, a circuit outlet and an air circuit. The circuit inlet is arranged with the body and laterally offset from the vane. The circuit outlet is arranged with the vane. The air circuit extends within the airframe from the circuit inlet to the circuit outlet.

The invention discloses an aircraft vertical fin damping device based on shape memory alloy net-shaped non-planar weaving and an integrated compression molding method of the aircraft vertical fin damping device, and relates to the technical field of aviation composite material structures, the aircraft vertical fin damping device comprises a composite material combined thin-wall plate, and the appearance of the composite material combined thin-wall plate is matched with a curved surface structure of a vertical stabilizer of a new energy aircraft; the non-planar net-shaped woven shape memory alloy steel wire rope vibration reduction unit is formed by weaving horizontal memory alloy steel wire ropes and vertical memory alloy steel wire ropes in a transverse and longitudinal staggered mode. The integral forming mould pressing system comprises an inner surface forming mould, an outer surface forming mould, a bottom plate and a steel wire rope clamping device; the epoxy resin adhesive is used for bonding and curing the vibration reduction unit and the composite material thin-wall plate, the vibration reduction device and the composite material vertical fin are integrally formed through a mold pressing process, the additional weight and installation space occupation of a traditional externally-hung device are avoided, and additional energy supply is not needed based on the passive vibration reduction characteristic of the shape memory alloy.

A VTOL aircraft includes a pod having a pod forward portion and a pod aft portion. The pod forward portion is connected to an inboard wing of the VTOL aircraft and the pod aft portion is connected to an outboard wing and a vertical stabilizer of the VTOL aircraft. The pod aft portion rotates, together with the outboard wing and the vertical stabilizer, about a centerline of the pod relative to the pod forward portion.

The application discloses a vertical stabilizer conical bolt dismounting device and a dismounting force measuring method, which comprises a main plate, a back plate, a pressure sensor assembly, a connecting plate, a ball head bolt, a guide bolt, a wrench, and an industrial computer. The main plate and the back plate are fixedly connected, and an airplane tail wing product provided with the vertical stabilizer conical bolt is fixed between the main plate and the back plate. The ball head bolt is arranged on the main plate. The connecting plate is connected to the main plate through the guide bolt on the side close to the back plate. The pressure sensor assembly is fixed on the connecting plate on the side close to the back plate. The back plate is provided with a stepped through hole. The industrial computer is connected to the pressure sensor assembly. The wrench clamps the nut end of the ball head bolt and applies a torque to the nut end. The ball head bolt rotates to drive the connecting plate to move close to the airplane tail wing product, pushes the pressure sensor assembly to tightly press the vertical stabilizer conical bolt, and then pushes the vertical stabilizer conical bolt out of the mounting hole and makes the vertical stabilizer conical bolt fall into the stepped through hole on the back plate. Meanwhile, the thrust value of the process is recorded and transmitted to the industrial computer for reading and analysis.

An assembly is provided for an aircraft. This assembly includes a vertical stabilizer, a first turbine engine, a second turbine engine and an actuation system. The vertical stabilizer extends spanwise from a stabilizer base to a stabilizer tip. The vertical stabilizer extends longitudinally from a stabilizer leading edge to a stabilizer trailing edge. The vertical stabilizer extends laterally between a stabilizer first side and a stabilizer second side. The first turbine engine is movably mounted to the vertical stabilizer at the stabilizer first side. The second turbine engine is moveably mounted to the vertical stabilizer at the stabilizer second side. The actuation system is configured to move the first turbine engine and the second turbine engine relative to the vertical stabilizer.

An assembly is provided for an aircraft. This assembly includes a vertical stabilizer, a first turbine engine, a second turbine engine and an actuation system. The vertical stabilizer extends spanwise from a stabilizer base to a stabilizer tip. The vertical stabilizer extends longitudinally from a stabilizer leading edge to a stabilizer trailing edge. The vertical stabilizer extends laterally between a stabilizer first side and a stabilizer second side. The first turbine engine is movably mounted to the vertical stabilizer at the stabilizer first side. The second turbine engine is moveably mounted to the vertical stabilizer at the stabilizer second side. The actuation system is configured to move the first turbine engine and the second turbine engine relative to the vertical stabilizer.

This utility model discloses a parachute cover and a parachute landing device. The parachute cover includes: a parachute pouch with a cavity for storing the parachute canopy; and a parachute fabric connected to the outside of the pouch. An inflation cavity is formed between the fabric and the pouch, allowing external airflow to enter. When airflow enters the inflation cavity, at least a portion of its kinetic energy is converted into upward lift force acting on the fabric, thus generating upward buoyancy for the parachute cover. In this utility model, the parachute cover, through the inflation cavity formed between the fabric and the pouch, allows external airflow to enter when the cover is deployed. The airflow flows within the inflation cavity and converts part of its kinetic energy into upward lift force acting on the fabric. This lift force causes the entire parachute cover to experience upward buoyancy, altering the trajectory and position of the parachute canopy inside, enabling it to move upward after release and smoothly pass over the vertical stabilizer or tail propeller area, avoiding collision or entanglement.

The invention relates to the technical field of aircrafts, in particular to a horizontal omni-directional movement jet helicopter. Comprising a fuselage, a left wing, a right wing, a vertical wing, a left lower vertical stabilizer, a right lower vertical stabilizer, a left turboshaft engine, a right turboshaft engine, a single-shaft turbojet engine, a gas collection chamber on a shell of the turbojet engine, a left front lift fan, a left rear lift fan, a right front lift fan, a right rear lift fan, a right front lift nozzle and a right rear lift nozzle, a left front lifting force spraying pipe, a left rear lifting force spraying pipe, a left front horizontal spraying pipe, a left rear horizontal spraying pipe, a front left horizontal spraying pipe, a front right horizontal spraying pipe, a right front horizontal spraying pipe, a right rear horizontal spraying pipe, a rear right horizontal spraying pipe and a rear left horizontal spraying pipe. The horizontal omni-directional motion jet-propelled helicopter not only inherits the advantages of vertical lifting and front-back and left-right lateral flight of the helicopter, but also overcomes the defect that the stability of the helicopter is not better than that of a fixed-wing aircraft, and has the advantages of high flight speed and stable flight of the fixed-wing aircraft.

This invention discloses a wide-speed-range aircraft with a large payload bay, belonging to the field of supersonic aircraft design technology. It addresses the problem that when a large payload bay is installed on a carrier aircraft and enters supersonic cruise, the strong shock wave generated at the nose causes a significant increase in overall drag, resulting in the ineffective utilization of the resulting localized high-pressure flow. The invention includes a fuselage, structural connectors, a large payload bay, a left wing, a right wing, a horizontal stabilizer, and a vertical stabilizer. The fuselage comprises a nose, a mid-fuselage section, and a tail section connected sequentially. The large payload bay is connected to the upper side of the mid-fuselage section via structural connectors. The left wing includes a left inner wing section and a left outer wing section, and the right wing includes a right inner wing section and a right outer wing section. During high-speed cruise, the payload bay of this invention can compress the incoming airflow and reflect the shock wave from the aircraft's nose, thereby generating a localized high-pressure zone below the large payload bay. This significantly improves transport efficiency and single-load capacity, resulting in excellent supersonic aerodynamic performance.

Aircraft (5) having two wings (6) and a horizontal stabilizer (9), wherein the wings (6) have a sweepback of at least 10 degrees, the wings (6) form the front of the aircraft and the aircraft (5) does not have a vertical stabilizer in its tail section (7), wherein in order to form a flight-mechanically inherently stable aircraft (5), two torques, caused by the lift in connection with the offset of the center of gravity and the neutral point and the profile (shaping), are completely compensated by two other torques, caused by the sweepback in connection with a twisting of the wings and a possible profile change along the span, and by a horizontal stabilizer, wherein the horizontal stabilizer (9l, 9r) is arranged in two parts at the wing tips (13).

A connection structure for the fuselage and tail of a wooden model aircraft that facilitates quick assembly and disassembly relates to the field of aircraft model component technology. The structure comprises two main parts: a truss-type tail boom and a tail fin mounting bracket. The main body of the truss-type tail boom is a wooden truss structure with a connecting box at the front and a connecting box slot at the rear, the outer wall of which is glued with carbon fiber reinforcement plates. The tail fin mounting bracket is also a wooden truss structure. The connecting box at its front is used to connect the tail boom, and pre-drilled holes on the outer side of the bracket are used to connect the horizontal stabilizer and vertical stabilizer. A servo mounting component is glued to its bottom. This invention achieves efficient assembly and disassembly through the connecting box design. After disassembly, the components can be stored separately, significantly improving portability. It also allows for quick replacement of individual faulty parts, significantly reducing maintenance costs. Furthermore, it balances overall lightweight design with structural stability, exhibits excellent re-assembly and disassembly performance, and extends the overall lifespan of the model aircraft.

The utility model discloses a fixed-wing unmanned aerial vehicle based on flexible perovskite solar cells, which adopts a wing body fusion design and comprises an equipment compartment in the middle of a vehicle body and wings on two sides, and a pair of ailerons with rolling and pitching control functions is arranged on the rear edge of the outer section of each wing; a pair of vertical stabilizers are arranged at the tips of the wings so as to enhance the course stability during flight; two flexible perovskite solar cells which accord with the shapes of the wings and are tightly attached to the wings are mounted on the surfaces of the fuselage and the wings, and power is provided for the unmanned aerial vehicle. According to the utility model, the sweepback wing flying wing type layout is adopted, so that the effective lift area of the wings and the laying area of the solar cells are increased while the structural weight is reduced; the battery is laid on the surface of the wing, damage to the battery in the laying process can be reduced, and the installation difficulty is lowered; meanwhile, the flexible perovskite solar cell has the advantages of low cost, good folding and bending performance and the like, so that the flight efficiency of the unmanned aerial vehicle is improved, the effective load is increased, and the endurance is prolonged.

The utility model discloses a transverse double-rotor hybrid vertical take-off and landing aircraft, which comprises an aircraft body and high lift wings, and relates to the technical field of aircrafts. According to the transverse double-rotor hybrid vertical take-off and landing aircraft, the pull-in motors, the pull-in rotating shafts and the propelling propellers are arranged on the front side of the aircraft body, so that after the device flies in a suspended mode through the pull-up driving mechanism, horizontal thrust can be provided for the device through the pull-in motors, the pull-in rotating shafts and the propelling propellers, and power consumption of the pull-up main rotors is reduced; the forward flying speed of the aircraft is controlled by a pull-in motor, a pull-in rotating shaft and a propelling propeller, the pitching course control is changed into the mode that an empennage composed of a vertical stabilizer and a horizontal stabilizer is taken as a main part and periodic pitch change of a tilter is taken as an auxiliary part, and transverse rolling is realized by total pitch differential motion of a left main pull-up main rotor and a right main pull-up main rotor, so that the effect of low power consumption is achieved; and secondly, the lift augmentation wings are arranged between the pull-up driving mechanism and the aircraft fuselage, so that the forward flight efficiency can be improved.

This invention discloses a wide-speed-range aircraft with a forward-mounted payload bay, belonging to the field of supersonic aircraft design technology. It addresses the problems of supersonic transport aircraft employing high aspect ratio fuselage designs, which limit internal height and volume, resulting in lower overall loading performance due to the slender fuselage, and the ineffective utilization of localized high-pressure flow during supersonic cruise. The invention comprises a fuselage, left wing, right wing, horizontal stabilizer, and vertical stabilizer. The fuselage includes a payload bay, a blending transition section, a mid-fuselage section, and a tail section. The payload bay is connected to the front of the mid-fuselage section via the blending transition section, and the rear of the mid-fuselage section is connected to the tail section. During supersonic cruise, the lower surface of the payload bay acts as a compressive surface, effectively compressing the incoming flow and generating a localized high-pressure zone below the payload bay's outer envelope. This effectively improves the overall lift-to-drag characteristics of the aircraft and alleviates the nose-down moment problem caused by the forward-mounted payload bay.

An aircraft tail section comprises: - a vertical tail; - an aft fuselage section attached to the vertical tail and comprising a skin and internal stiffening members; - a horizontal tail comprising two lateral torsion boxes and a frame structure between the two lateral torsion boxes, the frame structure comprising a front spar, a rear spar and two ribs extending between the front spar and the rear spar, and each rib being adjacent a lateral torsion box. The frame structure encloses a portion of the vertical tail along a spanwise direction of the vertical tail. The aircraft tail section comprises an attachment assembly attaching the frame structure to the aft fuselage section, the attachment assembly crossing the skin and extending between the internal stiffening members of the aft fuselage section and the frame structure.

The invention discloses an aircraft vertical stabilizer repeated impact resistance testing device, which relates to the technical field of performance testing equipment and comprises a supporting mechanism, a clamp mechanism and an impact mechanism. The supporting mechanism is provided with a base and a top cross beam, the base is provided with a containing groove, and the top cross beam is located above the containing groove; the clamp mechanism is fixed in the containing groove, two opposite clamping devices are arranged on the clamp mechanism, and the clamping devices are fixed to the clamp mechanism and provided with clamping gaps for clamping the test piece; a fixed flexible block is arranged at the lower end of the gap, and a movable flexible block is arranged at the upper end of the gap; the impact mechanism comprises a base, a drop hammer plate and two guide columns, the base is fixed above the containing groove, and the guide columns are fixed to the base in parallel; the sleeve assembly of the drop hammer plate vertically slides along the guide column, the hammer head is detachably fixed on the sleeve assembly, and the base is provided with an avoiding hole for the hammer head to penetrate through the test piece; the guide columns are sleeved with buffer springs, so that the hammer head can be prevented from impacting the test piece when the drop hammer plate rebounds. Damage to a test piece can be reduced, and the test piece is prevented from being interfered by secondary impact.

This application relates to a cross-rotor unmanned helicopter and its fairing assembly. The cross-rotor unmanned helicopter includes a fuselage, and the fairing assembly includes a fairing body and a horizontal stabilizer and a vertical stabilizer separately disposed from the fairing body. The rear end and the rear bottom side of the fairing body are open structures, allowing the fairing body to cover the nose of the fuselage. The open structure allows the rear part of the fuselage to be exposed outside the fairing body. The horizontal stabilizer and the vertical stabilizer are respectively fixed to the exposed parts of the fuselage. The fairing body includes a first fairing body and a second fairing body, respectively fixed to the fuselage. The second fairing body is detachably connected to the upper rear end of the first fairing body via a connector. This fairing assembly can reduce the overall weight of the unmanned helicopter, facilitating lightweight design, while also improving the maintenance efficiency and simplifying operation.

A solar powered plane configured to operate in the stratosphere includes a hinged vertical stabiliser that that pivots about a hinge; the stabiliser extends both above the fuselage and also below the fuselage, and the base of the vertical stabiliser includes a skid. The hinged vertical stabiliser is configured such that when the skid contacts the ground on landing, the top of the vertical stabiliser pivots forwards around the hinge point, minimising damage to the aircraft on landing. the skid includes a lightweight, replaceable sacrificial layer.