196 results about "Wingspan" patented technology

The invention discloses a deformable wing with the characteristics of large unfolding-folding ratio and high bearing capacity. The deformable wing comprises a bearing structure, a driving mechanism, a wing surface dimensional structure and an accessory structure, the bearing structure comprises a plurality of groups of telescopic mechanisms, wing ribs and corner boxes; the accessory structure comprises a mounting plate, and the mounting plate is connected with the machine body; each group of telescopic mechanisms comprises a plurality of stages of telescopic rods which are arranged along the chord length direction and are fixed on the mounting plate; the wing ribs are arranged in the wingspan direction and are connected with the multi-stage telescopic rods through the angle boxes to form a wing framework; the driving mechanism penetrates through the hollow parts of the wing ribs, and two ends of the driving mechanism are respectively connected with the mounting plate and the wing rib on the outermost side of the wing; the wing skeleton is externally coated with the wing surface dimensional structure to form a wing shape.

The invention relates to the field of aircraft wing design, in particular to a multi-stage telescopic wing for improving the flight performance of an aircraft, the extension length and the area of the wing are changed through multi-stage stretching of the wing, and different requirements of the aircraft for the wing in low-speed and high-speed flight states are met. When the aircraft takes off, lands and flies at a low speed, the telescopic wings stretch out to increase the area of the wings and enable the aircraft to obtain enough lift force, and when the aircraft flies at a high speed, the telescopic wings retract to reduce the extension length and area of the wings and enable the aircraft to obtain enough lift force and reduce the resistance of the wings, so that the extension length and area of the wings are changed through extension of the wings; and the aircraft can simultaneously meet different requirements on the extension length and the area of the wings in low-speed and high-speed flight states.

The invention relates to the technical field of unmanned aerial vehicles, in particular to an inflatable wing type variable wingspan unmanned aerial vehicle. The unmanned aerial vehicle comprises a vehicle body, variable inflatable wings are arranged on the two sides of the vehicle body, the variable inflatable wings are connected with an inflation and deflation mechanism arranged in the vehicle body, each variable inflatable wing comprises a hollow fixed inflatable wing body and an extended inflatable wing body, and an inflatable part of each extended inflatable wing body is arranged outside a hollow cavity of the corresponding hollow fixed wing body; the uninflated part of the extended inflatable wing body is arranged in the hollow cavity, and the extended inflatable wing body is connected with the telescopic part of the extended driving mechanism. According to the inflatable wing type variable wingspan unmanned aerial vehicle, the variable inflatable wings are adopted, the wingspans of the whole wings are adjusted by lengthening the inflatable wing bodies, the unmanned aerial vehicle adapts to different flight states, and the unmanned aerial vehicle is of a relative folding structure, so that multi-stage adjustment is achieved.

An aircraft wing tip that is movable by an actuator between a flight configuration, and a ground configuration which has a shorter wingspan for use in ground-based operations. Lugs that connect to arms of the actuator are integrally formed as part of the primary structure of either the fixed wing or outboard wing section, such as a folding tip section.

The present invention provides an extreme STOL airplane comprising: a fuselage and a wing having port and starboard wing sections. Each wing section has a body with top and bottom surfaces, leading and trailing edges, and a span, i.e., the distance between a wing section tip and root connected to the fuselage, and flap coves. Aerodynamic elements integrated into the wing sections include Fowler flaps, having leading and trailing edges and a span, flap tracks, wherein the flap tracks are external to the wing section body, extend aftward beyond the trailing edge of the wing section, and are configured to enable the Fowler flaps to rotate or deflect and to translate or extend and retract, Frise ailerons, wherein the Frise ailerons are located outboard of the Fowler flaps, and spoilerons located over the leading edge of the Fowler flaps when the flaps are in the fully extended position.

The utility model relates to a gliding type precipitation enhancement bomb which comprises a bomb body, a telescopic wingspan frame, a gravity center seat, an endurance motor and flying wings, the telescopic wingspan frame is arranged on the bomb body in a foldable mode, the gravity center seat is arranged between the bomb body and the telescopic wingspan frame, and the endurance motor is arranged on the telescopic wingspan frame. And the flying wings cover the telescopic wingspan frames and are unfolded along with the telescopic wingspan frames. The rain enhancement bomb is simple in structure, convenient to produce and manufacture and low in manufacturing cost. In addition, besides the advantage that rainfall is sufficient due to long-time hang, the gliding type rain enhancement bomb is low in speed and safer when landing.

Disclosed is a wing assembly for an aircraft. The wing assembly comprises a fixed wing, a wing tip device, a wiring harness and a harness guide. The wing tip device is moveably mounted at a joint at an end of the fixed wing. The wing tip device is moveable about the joint between: (i) a flight configuration for use during flight, and (ii) a ground configuration for use during ground-based operations, in which ground configuration the wing tip device is moved relative to the fixed wing such that the span of the wing is reduced. The wiring harness extends between the fixed wing and the wing tip device. The wiring harness comprises a plurality of conductors and is arranged to transmit electrical power and / or data to the wing tip device. The harness guide is located between the fixed wing and the wing tip device. The harness guide comprises a helical channel configured to receive the wiring harness and guide the wiring harness between the fixed wing and the wing tip device.

A method for reducing aerodynamic loads on an aircraft located on the ground includes moving a wing tip relative to a fixed wing to an on-ground configuration in which the span of the wing is reduced. The wing tip includes an airflow channel, which is in an open configuration in which airflow through the channel between upper and lower surfaces of the wing tip is enabled, when the wing tip is in the on-ground configuration. This has been found to reduce aerodynamic loads on the wing tip and / or parts of the aircraft connected thereto during this phase of the aircraft's use.

The invention provides a patrol flight unmanned aerial vehicle with W-shaped folding wings. The patrol flight unmanned aerial vehicle comprises a fuselage, inner-section wings, inner-section wing limiting structures, inner-side folding and unfolding mechanisms, outer-section wings, ailerons, outer-side folding and unfolding mechanisms, empennages, empennage folding and unfolding mechanisms and empennage protection structures. The fuselage is designed by adopting a flat lifting body configuration, the inner and outer sections of wings are designed by adopting low-speed friendly plane shapes such as rectangles and trapezoids, and the empennage is designed by adopting a V-shaped empennage / inverted V-shaped empennage. The inner section wing and the outer section wing of the unmanned aerial vehicle are integrally in a W shape in the unfolding process, and a folding wing layout with the larger aspect ratio and the higher aerodynamic efficiency can be derived based on the W-shaped layout. According to the layout, the extension length of the wings is slightly restrained by the length of the fuselage, the contradiction between the aerodynamic characteristic design of the wings and the storage space of the launch canister is well balanced and solved under the condition that the length of the fuselage is fixed, and the layout wings are large in aspect ratio, high in aerodynamic efficiency and simple in structural design.

A wing structure is disclosed having a first span portion including a depth that reduces in a spanwise outward direction, and a second span portion outboard of the first span portion and having a substantially uniform spanwise depth D3. The second span portion may be non-tapered, and may include parallel fore and aft spar portions. In some embodiments the non-tapered portion supports a movable wing tip device. A wing assembly and an aircraft are also disclosed.

The utility model discloses a telescopic variable-pitch cross-medium propeller mechanism which comprises a vane seat shell, a supporting frame is arranged in the vane seat shell, an electric telescopic rod assembly is arranged on the supporting frame, vane assemblies are connected to the left end and the right end of the electric telescopic rod assembly in a threaded mode, each vane assembly is formed by sleeving a plurality of multi-section vanes, and the vanes are arranged on the vane seat shell. The front end of the electric telescopic rod assembly is connected with a wing piece at the foremost end of the wing piece assembly, and the wing piece assembly is driven by the electric telescopic rod assembly to stretch and retract. Proper lift force is provided for the cross-medium aircraft or the aircraft, modular design is adopted, the wing panel serialization design can be carried out according to the load requirement of the cross-medium aircraft or the aircraft, the wing panel extends into a large wingspan during air flight, the wing panel contracts into a small wingspan during underwater navigation, and the screw pitch of the propeller is increased.

A wing component for an aircraft, comprising a leading edge part and a trailing edge part pivotably mounted to the leading edge part so as to pivot about a pivot axis, an actuator unit configured for moving the trailing edge part relative to the leading edge part, and a damper device configured for damping uncontrolled movement between the leading edge part and the trailing edge part. The trailing edge part comprises a first part portion and a second part portion arranged next to each other in a span direction and configured to pivot about the pivot axis individually, the damper device comprises a damping element coupled between the first part portion and the second part portion to damp relative movement of the first part portion and the second part portion.

A vertical take-off and landing aircraft includes a fuselage, at least one propulsion system, at least four lift propellers and at least two fixed wing planes. The fixed wing planes which are located behind the most forward lift propellers are located above the lift propellers. The lift propellers are distributed on either side of at least one of the fixed wing planes and on either side of the fuselage such that the lift propellers are longitudinally separated by at least the magnitude of the chord of the fixed wing plane located therebetween, and are laterally separated by at least the width of the fuselage located therebetween. At least one of the fixed wing planes has a variable span and the aircraft includes a control system for varying this span in flight.

The present invention provides an extreme STOL airplane comprising: a fuselage and a wing having port and starboard wing sections. Each wing section has a body with top and bottom surfaces, leading and trailing edges, and a span, i.e., the distance between a wing section tip and root connected to the fuselage, and flap coves. Aerodynamic elements integrated into the wing sections include Fowler flaps, having leading and trailing edges and a span, flap tracks, wherein the flap tracks are external to the wing section body, extend aftward beyond the trailing edge of the wing section, and are configured to enable the Fowler flaps to rotate or deflect and to translate or extend and retract, Frise ailerons, wherein the Frise ailerons are located outboard of the Fowler flaps, and spoilerons located over the leading edge of the Fowler flaps when the flaps are in the fully extended position.

The invention discloses a multi-mode self-rotating tailstock type vertical take-off and landing aircraft. Multi-mode motion comprises a multi-axis mode, a self-rotating mode and a fixed wing mode. The unmanned aerial vehicle comprises a fuselage, a variable collective pitch structure and four symmetrical wings on the two sides; the wing type of each wing is a symmetrical wing type, the tail end of each wing is a full-moving wing tip, and each wing is provided with a driver; the driver is a propeller driven by a motor; each wing, the driver and each full-motion wingtip can rotate by + / -90 degrees around a rotating shaft in the spanwise direction of the wing, and switching among multiple modes and attitude control are achieved. The aircraft disclosed by the invention has more flexible maneuvering capability, has vertical take-off and landing performance of a multi-axis mode, efficient hovering performance of a spinning mode and high-speed cruising performance of a fixed wing mode, can meet different flight requirements, and has better environment adaptability.

The invention provides a trailing edge variable camber airfoil composed of a bistable composite material structure and a design and control method of the trailing edge variable camber airfoil, and relates to the technical field of aircraft design and aerodynamics. Wherein the trailing edge variable camber airfoil sequentially comprises a leading edge section, an airfoil middle section and a trailing edge section in the chordwise direction, a front beam is arranged between the leading edge section and the airfoil middle section, the trailing edge section is fixed to an airfoil rear beam, and the trailing edge section is a core function section and is formed by arranging multiple layers of glass / carbon hybrid bistable composite material structures from top to bottom in the wingspan direction; each glass / carbon hybrid bistable composite material structure has a first stable state and a second stable state which correspond to a first flight state and a second flight state of the airfoil profile respectively, one end of each glass / carbon hybrid bistable composite material structure is fixedly connected to the airfoil profile rear beam, and the other end of each glass / carbon hybrid bistable composite material structure is fixed into a whole through glue joint. According to the invention, the steady-state characteristic of the bistable composite material is utilized, so that non-driven conversion between two stable bending states is realized.

The application provides a morphing aircraft fault detection model generation method and a fault detection method. The morphing aircraft fault detection model generation method comprises the following steps: obtaining a state control feedback matrix corresponding to each wingspan change rate based on an initial value of each wingspan change rate, an initial value of an aircraft state variable, and a preset flight linear change parameter model of the morphing aircraft; generating flight simulation data based on to-be-simulated data, wherein the to-be-simulated data comprises the initial value of the aircraft state variable, the wingspan change rate, and the state control feedback matrix, and each set of flight simulation data comprises flight state parameters at multiple time points; generating sample data based on the flight simulation data, wherein the sample data comprises the flight simulation data and a fault label corresponding to the flight simulation data; and obtaining the morphing aircraft fault detection model by training based on multiple sets of sample data. The application can effectively detect faults of the morphing aircraft.

The utility model relates to the technical field of wingspan type folding boxes, in particular to a wingspan type folding box which comprises a bottom plate and a first vertical plate, four corners of the outer wall of the bottom plate are fixedly connected with the bottom of the inner side of the first vertical plate respectively, a first straight plate is rotatably connected to the upper portion of the inner side of the first vertical plate, and a hinge is fixedly connected to the top of the outer side of the first straight plate. Second straight plates are fixedly connected to the outer walls of the hinges, control structures are connected to the front portions and the rear portions of the left side and the right side of the bottom plate correspondingly, and opening and closing structures are connected to the front sides and the rear sides of the bottom plate correspondingly; the inner side of the outer wall of a first screw rod is in threaded connection with a round opening of the outer wall of a first straight plate, at the moment, the first screw rod limits pulling of the first straight plate, the first straight plate is prevented from rotating through a pin shaft on the inner side of a first vertical plate, the situation that an object is pressed by inner side rotation is avoided, and the protection performance of the wingspan type folding box is improved; and normal use of the wingspan type folding box is ensured.

The invention discloses an aircraft takeoff stress measuring device and an aircraft takeoff safe taxiing lift envelope obtaining method, and relates to the technical field of aircraft test flight tests.A target aircraft is carried and moved through a T-shaped body support provided with wheels, the T-shaped body support is matched with the approximate distribution of an aircraft landing gear, and the aircraft takeoff safety taxiing lift envelope is obtained. The undercarriage and the movable flat plates are connected through the connecting mechanism after the aircraft is supported and adjusted, accidental take-off caused by gust wind or unstable control over the speed of a sports car is prevented, and the vehicle traction rod is used for being connected with the sports car; the target aircraft is dragged to slide, the force borne by the aircraft in the off-frame and on-frame sliding process is fed back through the force measuring sensor, the force bearing condition of the aircraft is accurately measured, and the take-off state of the aircraft can be confirmed by combining the rudder deflection angle parameter and the sliding speed set in the testing process. And finally, determining a lift force safe taxiing envelope of the aircraft, so as to realize the flight test of the ultra-light large-wingspan aircraft.

An anti-bird strike reinforcement for the leading edge of an A-shaped aircraft tail, wherein a reinforcement support plate is fixed between the side panels on both sides of the anti-bird strike reinforcement, and the open end of the anti-bird strike reinforcement is fixedly connected to the leading edge auxiliary beam of the aircraft tail. The anti-bird strike reinforcement is located between the leading edge skin and the leading edge auxiliary beam in the leading edge of the aircraft tail, and is distributed between 0 and 100% of the wingspan along the span of the aircraft tail. The present invention improves the rigidity of the reinforcement support plate, effectively cuts the bird body, changes the frontal impact into a side impact, disperses the impact energy, and ensures the integrity of the tail structure and the aerodynamic shape of the tail. The present invention can ensure that the leading edge of the tail has sufficient strength and rigidity, thereby structurally reducing the structural mass of the tail, better meeting the lightweight requirements of the aircraft structural design, and resolving the contradiction between better anti-bird strike performance and lighter total tail mass in the tail structural design of a certain type of aircraft, providing a new solution for the future aircraft tail structural design.

A wing structure for a supersonic aircraft including a pair of supersonic wave-tripping channels formed on each of two laterally extending wings of the supersonic aircraft, wherein each of the pair of supersonic wave-tripping channels extend in a span-wise direction of the wings respectively, wherein an upper supersonic wave-tripping channel of the pair of supersonic wave-tripping channels is disposed on an upper surface of each of the wings and a lower supersonic wave-tripping channel of the pair of supersonic wave-tripping channels is disposed on a lower surface of each of the wings, wherein the upper supersonic wave-tripping channel and the lower supersonic wave-tripping channel are set back from a leading edge of the wings respectively.

The application discloses a variable wing based on a metamorphic mechanism and an aircraft. The variable wing comprises a plurality of ribs, a metamorphic module and a driving mechanism. The plurality of ribs are sequentially connected by the metamorphic module in the transverse direction to form a wing body. The metamorphic module comprises two groups of multi-link metamorphic mechanisms. Each multi-link metamorphic mechanism comprises a first link and four second links. The four second links are arranged in two groups respectively on opposite sides of the first link. One end of each second link is hinged to the first link, and the other end of each second link is hinged to a spar of a rib. The first link, the two spars and the four second links form a double parallelogram structure sharing the first link. The driving mechanism is configured to act on the two groups of multi-link metamorphic mechanisms respectively to drive the wing body to switch between a variable-span configuration, a singular configuration and a variable-sweep configuration. The application can realize both wing span change and sweep angle change, and has the advantages of compact structure and good stability.

This application provides a method, apparatus, device, and medium for determining aerodynamic characteristic parameters of an aircraft, relating to the field of data processing technology. The method acquires multiple airfoil parameter sets, as well as the airfoil shape parameters and control parameters of the aircraft under test. Based on the wingspan of the aircraft under test and the wingspan range of each airfoil parameter set, it determines the target airfoil parameter set corresponding to the aircraft under test. Based on the airfoil shape parameters of the aircraft under test and the airfoil shape parameters of the target airfoil parameter subset, it determines a reference subset from the multiple target airfoil parameter subsets. Based on the correspondence between the control parameters of the aircraft under test and the control parameters and aerodynamic characteristic parameters in the reference subset, it determines the aerodynamic characteristic parameters of the aircraft under test. By finding a similar reference subset from multiple known airfoil parameter sets and obtaining the aerodynamic characteristic parameters of the aircraft under test from the reference subset, the efficiency of determining the aerodynamic characteristic parameters of an aircraft can be improved.

A vertical take-off and landing aircraft (1) comprises a fuselage (2), at least one propulsion system (5), at least four lift propellers (10), and at least two fixed wing planes (20, 30, 40), the fixed wing planes (30, 40) located rearward of the forwardmost lift propellers (10) being located above the lift propellers (10). The lift propellers (10) are distributed on either side of the fixed wing planes (30) and on either side of the fuselage (2) such that the lift propellers (10) are separated in the longitudinal direction by at least the size of the chord (Cl, C2) of the fixed wing planes located between the lift propellers (10) and in the lateral direction by at least the width (L1, L2) of the fuselage (2) located between the lift propellers (10). At least one of the fixed wing planes (30) has a variable wingspan and the aircraft (1) comprises a control system for varying the wingspan in flight.

The application discloses a kind of torsion wing structure and aircraft, it is related to the field of morphing wing technology, including linear drive device, wing rib and pressure-torsion coupling cell, wing rib and pressure-torsion coupling cell are multiple, multiple wing ribs are arranged along the wing span direction interval, and pressure-torsion coupling cell is equipped between two adjacent wing ribs;Pressure-torsion coupling cell includes intermediate connecting component and the load-bearing end block fixedly connected with the two ends of intermediate connecting component, load-bearing end block is fixedly connected with adjacent wing rib, and all wing ribs and pressure-torsion coupling cell form wing main body;The first end wing rib of wing main body is used to be fixedly connected with fuselage;Two load-bearing end blocks of pressure-torsion coupling cell are connected with linear drive device;Linear drive device can make the two load-bearing end blocks of each pressure-torsion coupling cell approach each other or away from each other, to make intermediate connecting component torsion deformation and drive wing rib around wing span torsion by load-bearing end block.The application has the effect of "lightweight-structure simplification-aerodynamic efficiency-high life-low maintenance cost".

The invention relates to the technical field of computer simulation, and discloses a rapid modeling simulation method and system for a deformed wing structure, and the method comprises the steps: recognizing wing section key points of wing section data, fitting an upper surface curve and a lower surface curve of the deformed wing structure, and determining a parameterized wing section of the deformed wing structure; analyzing key change parameters, corresponding to the wingspan direction, of the deformed wing structure so as to construct a parameter change curve in the wingspan direction, and fitting a wing geometric model of the deformed wing structure; determining a deformation mode of the deformed wing structure, calculating an airfoil variable quantity and a torsion angle variable quantity of the deformed wing structure in a deformation process, and fitting an initial deformed wing model of the deformed wing structure; carrying out simulation calculation on an aerodynamic coefficient of the initial deformation wing model, and determining aerodynamic performance of the initial deformation wing model; and optimizing the initial deformation wing model to obtain a target deformation wing model. According to the method, the modeling simulation accuracy and design efficiency of the deformed wing structure can be improved.

The invention discloses a flexible deformation wing rib of a variable camber wing trailing edge and a driving device of the flexible deformation wing rib, and belongs to the field of morphing aircraft structure design, the flexible deformation wing rib comprises a group of flexible cell elements connected in series, a connecting chain and a trailing edge dimensional body, and the driving device comprises a driving support arm and a compound lever and is mounted behind a wing rear beam / rear wall. The flexible cell elements at the front ends of the flexible deformation wing ribs are connected with the rear beam / rear wall of the wing, and the flexible cell elements at the rear ends of the flexible deformation wing ribs are connected with the rear edge dimensional bodies; the connecting chain penetrates through each flexible cell element, one end of the connecting chain is connected with the rear beam / rear wall of the wing, and the other end of the connecting chain is connected with the trailing edge dimension body. The driving support arm is arranged between the two flexible wing ribs arranged in the spanwise direction of the wing and supported on a rear beam / rear wall of the wing, and the compound lever drives the trailing edge dimensional body to move upwards or downwards and drives the trailing edge of the wing to deflect upwards or downwards. The height of each flexible cell element is consistent with the height of the wing section at the chordwise position, and the middle chain can keep the length of the middle line of the wing section unchanged. According to the invention, the camber of the trailing edge of the wing can be smoothly changed, the chordwise distance between the adjacent flexible plates is uniformly changed, and uniform support is provided for the flexible skin; when the camber of the trailing edge of the wing changes, the internal force of the structure is uniform, the airfoil surface is smooth, and the aerodynamic shape is kept.

The invention discloses a cross-medium variable tilt rotor aircraft and a control method thereof, and relates to the technical field of cross-medium aircrafts. Comprising a fuselage, front rotor units, a tail tilting rotor assembly, main wing units and wing unfolding and folding mechanisms, wherein the front rotor units are arranged on high-position mounting platforms on the two sides of the fuselage and are in bilateral symmetry; the tail tilting rotor assembly is arranged at the tail end of the fuselage and can rotate around a transverse tilting shaft; the main wing units are in bilateral symmetry and can be folded; the buoyancy adjusting unit and the control system are arranged in the fuselage. Through collaborative design of fuselage bionic integration, the composite rotors, the variable main wings, active buoyancy adjustment and closed-loop control, the traditional single propulsion bottleneck is broken through, cross-medium adaptation, consideration of take-off and landing and cruising efficiency and smooth transition are achieved, multi-scene adaptation is achieved, and breakthrough support is provided for engineering application.

The utility model discloses water conservancy and hydropower hoisting equipment suitable for materials of different specifications, and relates to the technical field of hoisting equipment, the water conservancy and hydropower hoisting equipment comprises a hoisting tool body, a sling body and a wire harness, hoisting assemblies are arranged at the two side end parts of the hoisting tool body, each hoisting assembly comprises a wingspan bearing plate, a hook seat and a pressure-bearing stand column, adjusting assemblies used for being connected with a wingspan bearing plate are arranged at the two side ends of the lifting appliance body, each adjusting assembly comprises a bracket, a reinforcing stand column and an electromagnetic block, a bolt at the top end of a hook base is screwed, the hook base slides on the outer side of the wingspan bearing plate, the position of a lifting point is adjusted, and the wingspan bearing plate can be lifted. Meanwhile, the wingspan bearing plate slides at the side end part of the lifting appliance body and extends towards the two sides, the hook seat is aligned with the outer side of the equipment according to the volume of the equipment after the hook seat is moved and adjusted, and the hook and the gravity center of an object can be on the same vertical line by adjusting the position of the hook seat, so that the object is kept balanced in the lifting and hoisting processes.