| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 121 | Integrated and/or modular high-speed aircraft | US09815390 | 2001-03-22 | US06575406B2 | 2003-06-10 | Chester P. Nelson |
| An integrated and/or modular high-speed aircraft and method of design and manufacture. The aircraft can have a supersonic or near-sonic cruise Mach number. In one embodiment, the aircraft can include an aft body integrated with a delta wing and a rearwardly tapering fuselage to define a smooth forward-to-rear area distribution. A propulsion system, including an engine, inlet, and exhaust nozzle can be integrated into the aft body to be at least partially hidden behind the wing. In one embodiment, the entrance of the inlet can be positioned beneath the wing, and the exit of the nozzle can be positioned at or above the wing. An S-shaped inlet duct can deliver air to the aft-mounted, integrated engine. The aircraft can include aft-mounted elevators, wing-mounted elevons, and forward-mounted canards for pitch control. The construction of the aircraft can be modular to take advantage of commonalties between near-sonic and supersonic structures. | ||||||
| 122 | Aircraft fuselage lift arrangement | US09907995 | 2001-07-18 | US20020117584A1 | 2002-08-29 | Manuel Munoz Saiz |
| The present invention is direct to an aircraft fuselage lift arrangement which includes an alongated constant central cross section fuselage having a longitudinal axis; an upper longitudinal axis along the upper most portion of the fuselage and parallel to the longitudinal axis, a lower longitudinal axis parallel to the longitudinal axis and along the length of the bottom of the fuselage. The fuselage having a nose portion at one end and a tail portion at its opposite end. The nose portion of the fuselage having an upwardly inclined front wall extending upwardly from the bottom of the fuselage to at least the upper longitudinal axis of the fuselage. The tail portion of the fuselage having a downwardly declining rear wall extending from the upper longitudinal axis to the bottom of the fuselage. The fuselage also having a main landing gear. | ||||||
| 123 | Integrated and/or modular high-speed aircraft | US09815390 | 2001-03-22 | US20020096598A1 | 2002-07-25 | Chester P. Nelson |
| An integrated and/or modular high-speed aircraft and method of design and manufacture. The aircraft can have a supersonic or near-sonic cruise Mach number. In one embodiment, the aircraft can include an aft body integrated with a delta wing and a rearwardly tapering fuselage to define a smooth forward-to-rear area distribution. A propulsion system, including an engine, inlet, and exhaust nozzle can be integrated into the aft body to be at least partially hidden behind the wing. In one embodiment, the entrance of the inlet can be positioned beneath the wing, and the exit of the nozzle can be positioned at or above the wing. An S-shaped inlet duct can deliver air to the aft-mounted, integrated engine. The aircraft can include aft-mounted elevators, wing-mounted elevons, and forward-mounted canards for pitch control. The construction of the aircraft can be modular to take advantage of commonalties between near-sonic and supersonic structures. | ||||||
| 124 | Aircraft lift arrangement | US09604492 | 2000-06-27 | US06378803B1 | 2002-04-30 | Manuel Munoz Saiz |
| An aircraft lift arrangement that has a fuselage, wings, a nose, a tail and a landing gear and comprises a stretched, flattened fuselage which produces the lift both during forward movement and in side winds, the bottom of which is preferably flat and the top rounded, with narrow lengthened wings used mainly to carry the engines and provide the flight control surfaces, the nose inclined with a positive leading angle, the bottom surface flat and the top rounded, and the tail sloping downward, its lower surface flat and the top rounded, to prevent release of the limit layer in the upper areas, with large leading angles. The landing gear is moved rearward somewhat to allow greater nose pitch up attitude during takeoff and landing. | ||||||
| 125 | Lifting-fuselage/wing aircraft having an elliptical forebody | US642997 | 1996-05-13 | US5769358A | 1998-06-23 | Robert W. Hahl; Joseph Katz |
| An aircraft having an elliptical fuselage and low skin friction drag. The aircraft includes (a) a lifting fuselage having a cross-section constituting an airfoil in a majority of vertical planes taken parallel to the flight direction, an aspect ratio (AR.sub.f) of 0.33 to 1.10, a forebody having a substantially elliptic cross-section in all planes taken normal to the flight direction, and a substantially elliptic planform leading edge; (b) wings fixed to the fuselage having an aspect ratio (AR.sub.w) of at least 5.0; (c) a mechanism controlling aircraft attitude; and (d) a mechanism propelling the aircraft; wherein the wings and fuselage produce lift in varying proportions depending upon flight conditions as follows: (i) the aircraft has a cruise design point in which the fuselage lift coefficient (C.sub.LF) is 0.08 or less, and (ii) the fuselage lift coefficient is at least 0.50 at an angle of attack (.alpha..sub.LZo) of 10.degree., in level flight at sea level (ISA) with all movable lift enhancing devices retracted. | ||||||
| 126 | Fighter aircraft | US465076 | 1995-06-05 | US5636813A | 1997-06-10 | Richard Hardy; Frank D. Neumann; Dennis E. Ruzicka |
| A fighter aircraft achieves low aerodynamic drag and radar signature without sacrificing flight performance through a unique arrangement of the air inlets, the weapons bays, and the main landing gear. Separate main and auxiliary weapons bays permit a narrower fuselage than could be obtained with a single common bay. Also, the auxiliary weapons bays and the landing gear can be aligned outboard of the main weapons bay without needing to increase the length or width of the aircraft. The air intake ducts extend aft from each intake and curve upwardly and inwardly over the main weapons bay. The result of the design configuration is an aircraft of minimum fuselage width for optimal performance and which has a forward aspect reduced to the minimum necessary to accommodate the components that need forward visibilities, which translates to minimum aerodynamic drag and radar signature. | ||||||
| 127 | Aircraft | US692994 | 1991-04-29 | US5114097A | 1992-05-19 | Sam B. Williams |
| A near supersonic aircraft comprising an airframe that maintains subsonic air flow thereover within the flight envelope of the aircraft. The airframe comprises a right circular conical forward fuselage section, a right circular cylindrical intermediate fuselage section defining a passenger compartment, and an aft fuselage section having a generally circular frontal cross section and a generally rectangular aft cross section.A submerged semi circular air inlet is disposed between the intermediate and aft fuselage sections at the top thereof. A pair of forwardly swept wings are joined to the fuselage adjacent the circumferentially spaced ends of the air inlet whereby air flow over the fuselage and along the leading edges of the wings is directed into the air inlets at subsonic speeds and at all attitudes of the aircraft within its flight envelope. | ||||||
| 128 | Supersonic airplane | US477289 | 1983-03-21 | US4828204A | 1989-05-09 | Gottfried O. Friebel |
| A twin-engine supersonic airplane having an arrow-shaped wing and an elongated fuselage extending approximately equally forward and rearward of the wing. The fuselage is configured for six passengers in a staggered two-abreast seating arrangement and for two pilots seated in tandem. A forebody section of the fuselage, which extends substantially forward of the wing, is of a specific geometric cross-sectional design, i.e., it is an egg-shaped cross section with opposite sidewalls sloping vertically inward in an upward direction. The sidewalls are only of a single curvature in a fore-and-aft direction, and this substantially flat surface has windows installed therein which have an optically flat surface in order that a minimum of visual distortion is produced due to thermal expansion during supersonic flight. Twin vertical stabilizers are spaced apart and each is mounted near a wing tip; and the stabilizers extend both vertically above and below the wing chord plane for functioning as wing tip end plates. Outboard of the vertical stabilizers is an auxiliary wing in coplanar alignment with the main wing and rotatably movable as a unit for lateral roll control and/or longitudinal pitch control of the airplane. The twin engines are spaced apart on either side of the fuselage, between the fuselage and the vertical stabilizers, and mounted to the undersurface of the wing. | ||||||
| 129 | Supersonic aircraft | US3677502D | 1970-03-10 | US3677502A | 1972-07-18 | TUPOLEV ANDREI NIKOLAEVICH; TUPOLEV ALEXEI ANDREEVICH; CHEREMUKHIN GEORGY ALEXEEVICH; BLIZNJUK VALENTIN IVANOVICH; PUKHOV ALEXANDR LEONIDOVICH; SVISCHEV GEORGY PETROVICH; BJUSHGENS GEORGY SERGEEVICH; MIKELADZE VITALY GEORGIEVICH |
| A supersonic aircraft particularly for use under the conditions of an endurance flight at supersonic speeds in which the fuselage is provided with a delta wing having engines mounted under the middle portion thereof and with a tail portion disposed behind the wing. The cross section of the aircraft tail portion is convex along its whole length, with the tail portion proper being somewhat raised with respect to the wing from its bottom to the end to preclude the contact thereof with the gas stream exhausted from the engines and the nose portion has substantially improved properties of reflecting heat rays.
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| 130 | Pressure fuselage | US18474138 | 1938-01-13 | US2162227A | 1939-06-13 | PAGE JR GEORGE A |
| 131 | AIRCRAFT DESIGN AND TECHNOLOGY | US16223011 | 2018-12-17 | US20190185127A1 | 2019-06-20 | Luc VAN BAVEL; Michael DERMAN; Jeffrey A. GAMON; Ian GILCHRIST; James Donn HETHCOCK, JR.; Dieter KOEHLER; David W. LEVY; Michael MATARRESE; Luke A. Thompson; Robert David WYATT |
| An aircraft designed to provide sustained G forces, with a relatively high steady angle of attack maneuverability using less thrust by balancing thrust and drag to sustain a high turn rate with dual low thrust engines using novel wing and fuselage designs. The aircraft includes a wing oriented laterally relative to the fuselage, at least one horizontal tail surface extending laterally from the fuselage and positioned rearward of the fixed wing, and at least one vertical tail surface extending upward from the fuselage. The first and second engines are mounted to the fuselage at locations positioned vertically below the fixed wing. The aircraft includes leading edge root extensions mounted to the fixed wing and the fuselage at a leading edge of the fixed wing, at least one dynamic slat mounted to a leading edge of the wing structure, and a chine formed in the fuselage along lateral sides thereof at a nose of the aircraft. | ||||||
| 132 | Aircraft frame for tailstrike angle enhancement | US14565892 | 2014-12-10 | US10093406B2 | 2018-10-09 | Mithra Sankrithi |
| A wedge frame for an aircraft that provides tailstrike angle enhancement. The wedge frame has converging, non-parallel faceplanes that tilt a rear portion of the aircraft fuselage upward in order to prevent or reduce risk of the tail of the aircraft striking the ground during takeoff and landing. A method to prevent or reduce risk of the rear portion of an aircraft from striking the ground during takeoff and landing by using a wedge frame having converging, non-parallel faceplanes to tilt upward the rear portion of the aircraft. | ||||||
| 133 | AIRCRAFT WITH SPEED OR ACCELERATION COMMAND | US15515949 | 2015-09-29 | US20180231986A1 | 2018-08-16 | Matthew A. White; Matthew T. Luszcz |
| An aircraft includes an airframe with an upper portion and an extending tail, a counter-rotating, coaxial main rotor assembly disposed at the upper portion of the airframe, a translational thrust system, including a propeller, disposed at the extending tail of the airframe and a flight control system configured to control at least one of revolutions-per-minute (RPM) and pitch of the propeller of the translational thrust system in response to an input speed or acceleration command. | ||||||
| 134 | AIRCRAFT HAVING A DRAG COMPENSATION DEVICE BASED ON A BOUNDARY LAYER INGESTING FAN | US15820593 | 2017-11-22 | US20180148162A1 | 2018-05-31 | Bernd Trahmer |
| An aircraft includes a fuselage having a tapered rear shape, a landing gear for moving the aircraft on a runway, a wing attached to the fuselage, at least a main engine for providing a main thrust and a rear fan, wherein the rear fan is attached to a tail section of the fuselage, wherein the aircraft is designed for conducting a take-off rotation around the landing gear during take-off from the runway, such that the tail section of the fuselage approaches the runway, wherein the rear fan is an open fan having fan blades extending in a radial direction to a longitudinal axis of the fuselage, wherein the fan blades are dimensioned to equal at least a boundary layer thickness of the flow along the fuselage and to be smaller than the gap between the runway and the tail section of the fuselage during the take-off rotation. | ||||||
| 135 | Variable-capture supersonic inlet | US14674170 | 2015-03-31 | US09908633B2 | 2018-03-06 | Thuy Huynh; David J. Wilson |
| An engine inlet for efficient operation at both design Mach number and off-design Mach numbers has a fixed compression surface and a leading edge that is variably extendible over the fixed compression surface to simultaneously vary capture area, compression and shock wave position. | ||||||
| 136 | MINIMIZING DRAG-INDUCED FORCES ON A WHEELED VEHICLE | US15788377 | 2017-10-19 | US20180037275A1 | 2018-02-08 | GARTH L. MAGEE |
| An aerodynamically optimized drag-reduction apparatus and method for optimal minimization of the drag-induced resistive forces upon a terrestrial vehicle, where the drag-induced resistive moments on wheel surfaces pivoting about the stationary point of ground contact are reduced, and the vehicle propulsive forces needed to countervail the resistive forces on the wheel are reduced. The drag reduction apparatus includes: a streamlined fairing or wind deflector positioned on a vehicle to shield the faster moving upper wheel surfaces from headwinds; an engine exhaust pipe disposed on a vehicle whereby exhaust gases deflect headwinds to shield the faster moving upper wheel surfaces of an automotive wheel; an automotive spoked wheel having streamlined oval-shaped wheel spokes; a wheel assembly with a streamlined tailfin rotatably attached to a wheel spoke; a wheel with a tapered spoke having a thin aerodynamic profile near the rim and tapering to a round profile toward the central hub; and a tire having streamlined tread blocks arranged in an aerodynamic pattern. | ||||||
| 137 | METHOD OF OPTIMIZING SECTIONS OF A TAIL BOOM FOR A ROTARY WING AIRCRAFT | US15662335 | 2017-07-28 | US20180029702A1 | 2018-02-01 | David ALFANO; Guillaume LEGRAS; Debbie LEUSINK |
| A method of optimizing sections of a tail boom for a rotary wing aircraft, and also to a tail boom including such sections. The method comprises the step of creating a database characterizing standard sections for a tail boom that give precedence to minimizing a negative lift and/or to increasing a lateral force generated by the air stream from the main rotor of the aircraft flowing over the tail boom, a step of establishing looked-for aerodynamic and structural characteristics for said tail boom, and a step of defining the sections of the tail boom as a function of the standard sections and of the looked-for aerodynamic and structural characteristics. The tail boom as defined in this way optimizes the reduction in the negative lift and/or the increase in the lateral force generated by the air stream from the main rotor. | ||||||
| 138 | METHOD FOR PRODUCING A FUSELAGE PORTION | US15615460 | 2017-06-06 | US20170355434A1 | 2017-12-14 | Paul Joern |
| A method for producing a fuselage portion, in particular for an aircraft or spacecraft, has the following method steps: welding a skin portion containing a thermoplastic material with a former containing a thermoplastic material in the region of a predetermined welding zone; and connecting an attachment element, configured as a crack stopper, to the skin portion and to the former in the region of the welding zone. | ||||||
| 139 | COLLECTIVE TO ELEVATOR MIXING OF A ROTARY WING AIRCRAFT | US15501095 | 2015-09-29 | US20170291702A1 | 2017-10-12 | Erez Eller; Matthew A. White; Matthew T. Luszcz |
| An aircraft is provided including an airframe, an extending tail, and a counter rotating, coaxial main rotor assembly including an upper rotor assembly and a lower rotor assembly. A translational thrust system positioned at the extending tail, the translational thrust system providing translational thrust to the airframe. A horizontal stabilizer with a left elevator and right elevator positioned at the extending tail. A flight control computer to independently control one or more of the main rotor assembly and the elevator through a fly-by-wire control system. The flight control computer is configured to mix a collective pitch of the main rotor assembly and a deflection of the elevator. | ||||||
| 140 | DUAL ROTOR, ROTARY WING AIRCRAFT | US15507178 | 2015-09-25 | US20170274994A1 | 2017-09-28 | Erez Eller; Matthew T. Luszcz; William J. Eadie; Steven D. Weiner |
| An aircraft is provided including an airframe, an extending tail, a counter-rotating, coaxial main rotor assembly having an upper rotor assembly and a lower rotor assembly, and a translational thrust system including a propeller positioned at the extending tail. The translational thrust system is configured to provide translational thrust to the airframe when the aircraft is in a non-autorotation state and to generate power when in an autorotation state. A gearbox interconnects the propeller and the main rotor assembly to drive the main rotor assembly and the translational thrust system in the non-autorotation state. When the aircraft is in autorotation, the power generated by the propeller drives rotation of the main rotor assembly via the gearbox. | ||||||
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