| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 161 | Superconductive Hypersonic Liquefaction Nosecone | US13969467 | 2013-08-16 | US20150048208A1 | 2015-02-19 | Charl Emelio Janeke |
| An apparatus and method for mitigating the shock front of a rocket or aerospace plane flying at hypersonic speeds while simultaneously distilling liquid chemical elements from the ambient air. The invention employs supercooling (through a combination of superconductivity and/or superemissivity) driven by the cryogenic power of liquid hydrogen and/or regenerative evaporation of liquid hydrogen and/or liquid nitrogen to drive isothermal compression and consequentially usurp the shock front in totality at Mach 1. The ensuing supercool/chilled air that is rendered as a consequence of supercooling may hence be compressed, regeneratively intercooled & flashed into liquid air. By means of extension liquid air may be rendered as a direct result of said supercooling throughout the hypersonic regime into space. Under conditions of optimality the incipient air stream may be compressed in accord with the stagnation pressure of the Mach number and liquefacted in one-step via the power of supercooling and isothermal compression | ||||||
| 162 | INTEGRAL ANTENNA WINGLET | US14049085 | 2013-10-08 | US20150042521A1 | 2015-02-12 | Timothy M. Hazen |
| Disclosed is a winglet radome assembly, which can include at least one antenna assembly that can send and receive signals, such as radio waves. Some implementations of the winglet radome assembly can be secured to a wing of an aircraft, such as a fixed-wing aircraft. In addition, the winglet radome assembly can be configured to secure to a distal end of the wing and can be securely adapted to a variety of aircraft. | ||||||
| 163 | Rotorcraft structural element for reducing aerodynamic drag | US13307448 | 2011-11-30 | US08827201B2 | 2014-09-09 | David Alfano |
| A fairing (1) for a structural element of a rotorcraft, the fairing including a rear portion (2) that is substantially orthogonal to the longitudinal direction (L) of the aircraft, extending between two spaced-apart trailing edges (3, 4) and thus presenting a determined width, said rear portion (2) closing at least part of the internal volume defined by the fairing (1) and generating aerodynamic drag in forward flight. According to the invention, the rear portion presents, at least at the trailing edges (3, 4), a shape that is perturbed on the streamlines (5) of the air-flow. | ||||||
| 164 | Multi-Role Aircraft With Interchangeable Mission Modules | US14205156 | 2014-03-11 | US20140231593A1 | 2014-08-21 | Abe Karem |
| A flight-operable, truly modular aircraft has an aircraft core to which one or more of outer wings members, fuselage, cockpit, leading and trailing edge couplings, and empennage and tail sections can be removably coupled and/or replaced during the operating life span of the aircraft. In preferred embodiments the aircraft core houses the propulsive engines, avionics, at least 80% of the fuel, and all of the landing gear. The aircraft core is preferably constructed with curved forward and aft composite spars, that transfer loads across the center section, while accommodating a mid-wing configuration. The aircraft core preferably has a large central cavity dimensioned to interchangeably carry an ordnance launcher, a surveillance payload, electronic countermeasures, and other types of cargo. Contemplated aircraft can be quite large, for example having a wing span of at least 80 ft. | ||||||
| 165 | ADAPTIVE SOLAR AIRFRAME | US14091969 | 2013-11-27 | US20140203139A1 | 2014-07-24 | JOHN PETER MOUSSOURIS; SERGEY V. FROLOV; MICHAEL CYRUS |
| Methods and apparatus for an adaptable solar airframe are provided herein. In some embodiments, an adaptable solar airframe includes an expandable body having an aerodynamic cross-section that reduces parasitic air drag at any given thickness of the body, further being able to change its shape in flight in response to changes in the relative position of the sun; and a flexible solar PV system attached to the surface of the expandable body. | ||||||
| 166 | AIRCRAFT FUSELAGES | US13659180 | 2012-10-24 | US20140110528A1 | 2014-04-24 | Bruce Raymond Detert |
| Aircraft fuselages are disclosed herein. An example apparatus includes a fuselage of an aircraft having a first section and a second section to which a tail assembly is to be coupled. The second section is aft of the first section and is to extend to at least a trailing edge of a horizontal stabilizer of the tail assembly. A first width of the first section decreases from a front to a rear of the first section, and a second width of the second section is substantially constant. | ||||||
| 167 | Airplane having engines partially encased in the fuselage | US13061634 | 2009-10-28 | US08684302B2 | 2014-04-01 | Philippe Gerard Chanez; Jean-Loic Herve Lecordix; Stephane Jacques Francois Thomas |
| An airplane provided with dual-flow turbojet engines having nacelles at least partially encased in the fuselage, wherein the air intake of each engine is connected to the fuselage by two boundary layer guiding walls, the walls extending towards the upstream side of the air intake and being spaced apart towards the upstream side. | ||||||
| 168 | NOSE FOR SUPERSONIC FLYING OBJECT | US13881307 | 2011-10-21 | US20130214094A1 | 2013-08-22 | Naoko Tokugawa; Taro Kawai; Ayako Tozuka; Yoshine Ueda; Hiroaki Ishikawa |
| Provided is a nose for a supersonic flying object, which has a natural laminar flow nose shape capable of suppressing laminar-turbulent transition and drastically reducing a frictional drag. The nose for a supersonic flying object has a low resistive body shape symmetrical about a central axis as a base shape, wherein the base shape is approximately a cone shape having a linear, simple convex curve, or simple concave curve generatrix and a deformation element having a wavy shape is added to the base shape. | ||||||
| 169 | FUSELAGE AND METHOD FOR REDUCING DRAG | US13605920 | 2012-09-06 | US20130062460A1 | 2013-03-14 | Gennady Trofimovich KRESHCHISHINA; Larisa Trofimovna KRESHCHISHINA |
| Aircraft engineering applicable for improving aerodynamic quality of helicopters, airplanes, including big airbuses and amphibian airplanes, aerodynamic ground-effect and air-cushion vehicles, by reducing contact area between the external fuselage tail section surface and a high-speed air flow, area of contact is reduced by increasing surface area of holes in the fuselage tail section. To increase lifting force without increasing pressure resistance, the aerodynamic channel bottom is convex upwards, for example, curved upwards according to the shape of the airfoil convex side. The upper hole for the aerodynamic channel in the fuselage skin may be located along the fin middle portion divided lengthwise by the fin to right and left, in two. The aerodynamic channel is made through and may be open. The upper front edge aligned hole of the aerodynamic channel has a greater surface area than the rear hole aligned with the fuselage end. | ||||||
| 170 | Aircraft fuselage | US12520881 | 2007-12-21 | US08336823B2 | 2012-12-25 | Bruno Saint-Jalmes; Jason Zaneboni; Mathieu Belleville |
| An aircraft fuselage including a front part including a cockpit, a central part, and a rear part. The central part of the fuselage includes a first zone located at the front part and that increases in width to a maximum width towards the rear of the aircraft, a second zone that decreases in width, and a third zone that has an essentially constant width and is located behind the second zone, width begin measured along the pitch axis. | ||||||
| 171 | Fuel Range For An Aircraft | US13428468 | 2012-03-23 | US20120175463A1 | 2012-07-12 | Calvin Burgess |
| An apparatus and method for improving the fuel range of an aircraft are provided. The aircraft includes a fuselage with a front windshield, and an external skin providing a top cover for a cockpit of the aircraft. The apparatus includes an aerodynamic fairing secured adjacent the windshield and enclosing the external skin covering the cockpit for a reduction in an abrupt change in area encountered by air flowing along the length of the fuselage. An enclosure is formed between the aerodynamic fairing and the external skin in which a fuel bladder, configured with a reticulated polyurethane foam insert, may be disposed for added fuel capacity of the aircraft. The method includes steps of providing an aerodynamic fairing configured to balance the flow of fluid over the aircraft during flight, and securing the aerodynamic fairing atop the aircraft and adjacent the front windshield. | ||||||
| 172 | LIGHT MULTI-PURPOSE AIRCRAFT | US12450712 | 2007-07-11 | US20100327112A1 | 2010-12-30 | Oleg Fedorovich Demchenko; Nikolai Nikolaevich Dolzhenkov; Konstantin Fedorovich Popovich; Vladimir Petrovich Shkolin; Vitaly Jurievich Naryshkin; Valery Grigorievich Kodola; Georgy Aleksandrovich Fedotov |
| A light multi-purpose aircraft comprises a fuselage 1; a wing 2; a fin assembly 3; a landing gear 4; main and auxiliary power plants 5; a crew protection system; an integrated complex for controlling a general-purpose aircraft equipment which is engaged through a multiplexer channel with a set of on-board digital computers, electronic control systems of port and starboard engines, a recording and monitoring system, a guidance and landing equipment, a complex control system and is engaged through code communication lines with a fuel control and monitoring system, a voice message equipment, a complex electron display system, characterized in that the crew protection system is made in the form of a multilayer screen of auxiliary and main equipment configured in order of increasing its significance farther and farther away from the shell and load-bearing elements of the fuselage 1; the greatest component density is ensured with due regard for the most likely zones and aspect angles of injury: ˜30° with respect to the surface of approaching the destruction means at the front—from below and on the side—from below of the fuselage forepart, and the integrated complex for controlling a general-purpose aircraft equipment is provided with a crew warning system 12 regarding the fall outside limiting values of destruction aspect angles, the system 12 being connected to the complex electron display system and the voice message equipment. | ||||||
| 173 | Canarded deltoid main wing aircraft | US12764925 | 2010-04-21 | US07854409B2 | 2010-12-21 | Faruk Dizdarevic; Mithad Dizdarevic |
| Canarded deltoid main wing aircraft idea allows for design of large supersonic civil and military aircraft with cruising speeds of up to Mach 3 at the altitude of over 25,000 meters. The fuel consumption per unit of payload of such aircraft would be at least twice lower with a longer range of over 50% when compared to existing supersonic aircraft of the same size. Simultaneously, the flight safety and ride quality during takeoff and landing at low speeds would be similar to the existing subsonic passenger aircraft. A low fuel consumption, long range, high ride quality, and high flight safety of these aircraft are widely opening a door for design of supersonic long range continental and intercontinental passenger aircraft that would be highly competitive with existing long range high subsonic passenger aircraft. | ||||||
| 174 | AIRPLANE WITH FLAT REAR FUSELAGE SAID QUEUE-DE-MORUE EMPENNAGE | US12579054 | 2009-10-14 | US20100133377A1 | 2010-06-03 | Olivier Cazals; Jaime Genty De La Sagne |
| An aircraft includes a fuselage having a shape elongated along a longitudinal axis X of the aircraft and at least one wing fixed to the fuselage between the front end and the rear end of the fuselage. The fuselage includes a substantially cylindrical central part and a rear tapered part on which a vertical empennage is fixed. Between a section connecting the rear part with the central part of the fuselage and the rear end the maximum width of each section of the fuselage is constant or increasing rearwards up to a maximum width L of the fuselage, the height of each section of the fuselage is decreasing rearwards in the direction of the negative X, so that the rear end of the fuselage forms a trailing edge having a small thickness which is substantially horizontal in an aircraft reference system and substantially rectilinear. | ||||||
| 175 | AIRCRAFT FUSELAGE | US12520881 | 2007-12-21 | US20100032518A1 | 2010-02-11 | Bruno Saint-Jalmes; Jason Zaneboni; Mathieu Belleville |
| An aircraft fuselage including a front part including a cockpit, a central part, and a rear part. The central part of the fuselage includes a first zone located at the front part and that increases in width to a maximum width towards the rear of the aircraft, a second zone that decreases in width, and a third zone that has an essentially constant width and is located behind the second zone, width begin measured along the pitch axis. | ||||||
| 176 | High-speed aircraft and methods for their manufacture | US10146985 | 2002-05-15 | US07644888B2 | 2010-01-12 | Mark E. Eakins; Paul M. Wojciechowski |
| A high-speed transport aircraft. In one embodiment, the aircraft includes a fuselage, delta wings, and integrated engine nacelles. The fuselage is configured to carry a payload and has a forward portion and an aft portion. The aft portion defines a generally constant-width planform and includes first, second, third, and fourth passenger seat sections, with each of the seat sections having at least two passenger seats positioned abreast at least generally normal to a longitudinal axis of the fuselage. In one aspect of this embodiment, the wings extend from the fuselage adjacent to the aft portion, and the fuselage further includes first and second rows of windows above the wings. The first row of windows are positioned in the fuselage directly adjacent the first seat section and the second row of windows are positioned in the fuselage directly adjacent the fourth seat section. | ||||||
| 177 | Aircraft Fuselage with Circular-Arc-Shaped Exterior Contour | US12226230 | 2007-04-05 | US20090321568A1 | 2009-12-31 | Martin Dehn; Ingo Wuggetzer; Ugur Ipek; Christoph Mühlich |
| A fuselage section comprises an interior that forms a passenger cabin. In horizontal projection the fuselage section is geometrically defined by a first exterior skin region and a second exterior skin region, wherein the second exterior skin region faces the first exterior skin region. Both the first exterior skin region and the second exterior skin region in longitudinal direction of the passenger cabin comprise in horizontal projection a circular-arc-shaped contour of uniform radius of curvature. | ||||||
| 178 | Stealth attack fighter bomber | US11732250 | 2007-04-03 | US07581699B1 | 2009-09-01 | Samuel Barran Tafoya |
| A fighter bomber aircraft having a rhomboid airframe with a dihedral bottom surface and a top surface designed as an airfoil. The rhomboid cross-sectional configuration gives it increased lift, stealth characteristics, and enhanced load-bearing capacity. It also has two central tubes stacked on top of one another and extending front-to-rear, with the upper tube extending part way through the airframe and preferably housing a pilot, guns forward from and in line with the pilot, a gear/equipment compartment behind the pilot, and fuel tanks positioned behind the gear/equipment compartment. The lower tube extends substantially throughout the airframe and preferably houses the air-intake for the engine, radar, nose gear, bombs, and rear engine. The aircraft has no conventional wing structure and its dihedral bottom surface allows it to make wheels-up emergency landings on water and hard runway surfaces. In addition, rockets can be optionally mounted on the top of the lift area. | ||||||
| 179 | Aircraft configuration with improved aerodynamic performance | US10491327 | 2002-03-27 | US07520470B2 | 2009-04-21 | Massimo Lucchesini; Pierclaudio Iaia |
| An aircraft (10), in particular a trainer aircraft with improved aerodynamic performance, having a configuration able to keep a directional stability and a very good aerodynamic behaviour even at very high angles of attack, where, traditional configurations prove themselves inefficient. In particular, this configuration foresees a forebody (52) with variable section, optimised for high angle of attack flights, a LEX vortex control device (72) at least one diverterless air intake (46), and a wing profile (18, 20) optimised in order to reduce the buffet effects typical of low aspect ratio wings with thin profile and variable camber. The aircraft (10) presents, finally, staggered tails (44 and 38), to optimise the aerodynamic performance. | ||||||
| 180 | AIR TRANSPORT WITH SCALLOPED UNDERBODY | US11614052 | 2006-12-20 | US20080149763A1 | 2008-06-26 | Sean R. Wakayama; Richard C. Odle |
| An exemplary embodiment provides an air transport that has a scalloped aerodynamic underside that includes at least one depression. The depression is configured to receive at least an upper portion of a cargo pod to preclude an air passage way between an upper surface of a pod and the scalloped underside of the transport. Certain embodiments provide conformal pods that nest into the depressions so that pod under surfaces blend smoothly with the scalloped underside of the transport to provide a smooth aerodynamic underside. The scalloped underside may be retrofitted to existing aircraft or supplied as original equipment on new transports, and may be of composite, plastic or other light weight materials. | ||||||
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