| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | LEADING EDGE VARIABLE CAMBER SYSTEM AND METHOD | US14034987 | 2013-09-24 | US20150083867A1 | 2015-03-26 | Matthew A. Moser; Mark J. Gardner; Michael R. Finn; Mark S. Good; Adam P. Malachowski; Monica E. Thommen; Stephen R. Amorosi; Dan Onu |
| A system for varying a wing camber of an aircraft wing may include a leading edge device coupled to the wing. The leading edge device may be configured to be actuated in an upward direction and a downward direction relative to a retracted position of the leading edge device. | ||||||
| 2 | Horizontal Tail Load Alleviation System | US13716163 | 2012-12-16 | US20140067168A1 | 2014-03-06 | Chuong B. Tran; Kioumars Najmabadi; Edward E. Coleman; David W. Grubb |
| A method for controlling control surfaces. A position limit is identified for movement of a control surface based on a load limit set for the control surface and a number of vehicle current operation parameters to form an identified position limit. Responsive to receiving a command to move the control surface on a vehicle to a new position, the control surface is commanded to move to a position within the identified position limit. | ||||||
| 3 | HORIZONTAL TAIL LOAD ALLEVIATION SYSTEM | US12239278 | 2008-09-26 | US20100078518A1 | 2010-04-01 | Chuong B. Tran; Kioumars Najmabadi; Edward E. Coleman; David W. Grubb |
| A method for controlling control surfaces. A position limit is identified for movement of a control surface based on a load limit set for the control surface and a number of vehicle current operation parameters to form an identified position limit. Responsive to receiving a command to move the control surface on a vehicle to a new position, the control surface is commanded to move to a position within the identified position limit. | ||||||
| 4 | SYSTEMS AND METHODS FOR PROVIDING DIFFERENTIAL MOTION TO WING HIGH LIFT DEVICE | US12352447 | 2009-01-12 | US20090206209A1 | 2009-08-20 | Mark S. Good; Paul M. Viigen; Seth E. Gitnes; Glynn Michael Thomas |
| Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together. In a second configuration, the drive link is operatively coupled to at least the first deployable lift device and operatively decoupled from the second deployable lift device, so that actuation of at least a portion of the drive link moves the first deployable lift device relative to the second deployable lift device. | ||||||
| 5 | Apparatus for driving and adjusting flaps hinged to an aircraft | US11021723 | 2004-12-22 | US07226020B2 | 2007-06-05 | Ulrich Pohl; Carsten Thomas; Christian Lulla; Martin Kloenne |
| Flaps, for example leading edge flaps and/or trailing edge flaps of an aircraft wing, are driven and adjusted by respective drive units. Drive shafts of neighboring flaps are coupled to each other by a differential gear. The differential gear is thus coupled to a main drive shaft which is driven by a main drive unit. Additionally, the differential gear is coupled to a secondary drive unit. The main drive power and the secondary drive power and thus the respective flap motions are super-imposable on each other, which permits operating the flaps independently of each other or in synchronism with each other. | ||||||
| 6 | Integrated power hinge actuator | US485541 | 1990-02-27 | US5098043A | 1992-03-24 | Aldo Arena |
| A rotary vane or geared rotary actuator housing is located within the interior space of a fixed aircraft wing section, forwardly of the rear spar. The actuator movable arm extends downwardly through the wing and articulates to a push rod which is pivotally connected to a movable control surface hinge fitting. A second fixed hinge fitting is connected to the rear spar, in the interior space of the fixed wing section. When the actuator operates, the arm is rotated thereby causing movement of the push rod and rotation of the control surface hinge fitting relative to the fixed hinge fitting. This results in deflection of the control surface. Location of the actuator housing forwardly of the rear spar and well forward of the hinge enables a designer to use larger and more powerful actuators since the forward end portion of the wing has greater interior volume than the hinge area. Control and power source lines are located within the wing section for protection. Further, control and power source components can be located in an area of the wing that allows integration of these components with the power hinge portion of the actuator into one line replaceable item. | ||||||
| 7 | Flap/spoiler combination | US900507 | 1986-08-26 | US4720066A | 1988-01-19 | Juergen Renken; Wilhelm Martens |
| A flap arrangement for an aircraft wing having along its trailing edge independently actuated high lift flap and spoiler. During cruising the flap is used for camber line curvature control while the spoiler is controlled in a follow up configuration such that a gap between the spoiler and the high lift flap does not form. | ||||||
| 8 | Air vehicle, actuator assembly and associated method of manufacture | US14242088 | 2014-04-01 | US09643716B2 | 2017-05-09 | James Joseph Sheahan, Jr.; Donald V. Drouin, Jr. |
| An air vehicle, an actuator assembly and a method of manufacture are provided in order to incorporate the actuator assembly within the outer mold line of the air vehicle. In regards to an air vehicle, the air vehicle includes a primary structure and a movable structure configured to be controllably moved relative to the primary structure. The air vehicle also includes an actuator assembly configured to cause the movable structure to be positioned relative to the primary structure. The actuator assembly includes an actuator housing and an actuation mechanism. The actuation mechanism is at least partially disposed within the actuator housing and is configured to provide for relative movement between the primary structure and the movable structure. At least a portion of the actuator assembly is built into at least one of the primary structure and the movable structure so as to be within an outer mold line of the air vehicle. | ||||||
| 9 | Leading edge variable camber system and method | US14034987 | 2013-09-24 | US09180962B2 | 2015-11-10 | Matthew A. Moser; Mark J. Gardner; Michael R. Finn; Mark S. Good; Adam P. Malachowski; Monica E. Thommen; Stephen R. Amorosi; Dan Onu |
| A system for varying a wing camber of an aircraft wing may include a leading edge device coupled to the wing. The leading edge device may be configured to be actuated in an upward direction and a downward direction relative to a retracted position of the leading edge device. | ||||||
| 10 | Horizontal tail load alleviation system | US13716163 | 2012-12-16 | US08752789B2 | 2014-06-17 | Chuong B. Tran; Kioumars Najmabadi; Edward E. Coleman; David W. Grubb |
| A method for controlling control surfaces. A position limit is identified for movement of a control surface based on a load limit set for the control surface and a number of vehicle current operation parameters to form an identified position limit. Responsive to receiving a command to move the control surface on a vehicle to a new position, the control surface is commanded to move to a position within the identified position limit. | ||||||
| 11 | AIRCRAFT | US13803985 | 2013-03-14 | US20140097292A1 | 2014-04-10 | Bernhard Hauber; Tanja Muenz |
| The present invention relates to an aircraft having at least one landing flap arranged at the wing of the aircraft and having at least one drive unit for actuating the landing flap, wherein the aircraft furthermore has at least one control unit which controls the aileron function of the aircraft, wherein the control unit is connected to the named drive unit or units for adjusting the landing flap(s) and is configured such that it carries out the aileron function of the aircraft in at least one flight mode only or also by the operation of the named drive unit(s) and thus by the adjustment of the landing flap(s). | ||||||
| 12 | Method and apparatus for actively manipulating aerodynamic surfaces | US13703813 | 2010-11-01 | US08657229B2 | 2014-02-25 | Troy C Schank; Peter H Kintzinger; Paul B Sherrill; Thomas Parham |
| A method and apparatus is provided, including an actuator system that may be connected to a wing frame for controlling an active element. The actuator system may include sliding elements movable along an axis parallel to the span-wise axis of the wing. The sliding elements may be connected to fixed elements and a crank element, the crank element generally comprising a beam element and a pivot element. The beam element may be offset from the pivot element so that the crank element is rotatable about the pivot element with a negative stiffness under an external force that tends to pull the sliding elements away from the fixed elements. | ||||||
| 13 | METHOD AND APPARATUS FOR ACTIVELY MANIPULATING AERODYNAMIC SURFACES | US13703813 | 2010-11-01 | US20130082136A1 | 2013-04-04 | Troy C Schank; Peter H Kintzinger; Paul B Sherrill; Thomas Parham |
| A method and apparatus is provided, including an actuator system that may be connected to a wing frame for controlling an active element. The actuator system may include sliding elements movable along an axis parallel to the span-wise axis of the wing. The sliding elements may be connected to fixed elements and a crank element, the crank element generally comprising a beam element and a pivot element. The beam element may be offset from the pivot element so that the crank element is rotatable about the pivot element with a negative stiffness under an external force that tends to pull the sliding elements away from the fixed elements. | ||||||
| 14 | Systems and methods for providing differential motion to wing high lift device | US12352447 | 2009-01-12 | US07726610B2 | 2010-06-01 | Mark S. Good; Paul M. Vijgen; Seth E. Gitnes; Glynn Michael Thomas |
| Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together. In a second configuration, the drive link is operatively coupled to at least the first deployable lift device and operatively decoupled from the second deployable lift device, so that actuation of at least a portion of the drive link moves the first deployable lift device relative to the second deployable lift device. | ||||||
| 15 | Aircraft wing systems for providing differential motion to deployable lift devices | US10935846 | 2004-09-08 | US07494094B2 | 2009-02-24 | Mark S. Good; Paul M. Viigen; Seth E. Gitnes; Glynn Michael Thomas |
| Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together. In a second configuration, the drive link is operatively coupled to at least the first deployable lift device and operatively decoupled from the second deployable lift device, so that actuation of at least a portion of the drive link moves the first deployable lift device relative to the second deployable lift device. | ||||||
| 16 | Apparatus for driving and adjusting flaps hinged to an aircraft | US11021723 | 2004-12-22 | US20050151028A1 | 2005-07-14 | Ulrich Pohl; Carsten Thomas; Christian Lulla; Martin Kloenne |
| Flaps, for example leading edge flaps and/or trailing edge flaps of an aircraft wing, are driven and adjusted by respective drive units. Drive shafts of neighboring flaps are coupled to each other by a differential gear. The differential gear is thus coupled to a main drive shaft which is driven by a main drive unit. Additionally, the differential gear is coupled to a secondary drive unit. The main drive power and the secondary drive power and thus the respective flap motions are super-imposable on each other, which permits operating the flaps independently of each other or in synchronism with each other. | ||||||
| 17 | Attitude control device for air or sea transportation craft | US404448 | 1989-09-08 | US5033694A | 1991-07-23 | Hiroshi Sato |
| An attitude control system for controlling a plurality of attitude control devices, which cooperate to establish the attitude of a vehicle includes redundant control units for outputting attitude control signals to each of the attitude control devices. Additionally, a plurality of discreet power servo units are provided which are located in proximity to and operatively connected to the plurality of attitude control devices. The redundant control units and the plurality of discreet power servo units are connected electrically and/or optically. Each of the discreet power servo units includes an adder for adding an attitude control signal and a positional feed back signal, a rotational drive source for providing a rotational motion in response to the output from the adder, a fluid pressure circuit for hydraulically driving an attitude control device coupled thereto, and a sensor for sensing the position of the attitude control device coupled thereto and for providing to the adder the positive feed back signal. | ||||||
| 18 | METHOD, SYSTEM AND APPARATUS FOR DETECTING INJECTOR CLOSING TIME | US15979344 | 2018-05-14 | US20180258771A1 | 2018-09-13 | Ningsheng Qiao; Donald Kultgen; Pascal Barbier |
| A control unit, controller and non-transitory machine-readable medium for detecting a closing time of an injector valve are disclosed. The control unit is configured to receive a valve current profile of the injector valve, process the valve current profile using at least a slope discriminator, and determine a stuck status and a closing time (if applicable) of the injector valve based on an output of the slope discriminator. | ||||||
| 19 | DETENT ALIGNMENT MECHANISM ASSEMBLY | US15209186 | 2016-07-13 | US20180017987A1 | 2018-01-18 | Cory M. Crandall-Seibert; Jeffrey Paul Jacobs |
| A detent alignment mechanism assembly is provided and includes a shaft, a lock mechanism configured to selectively occupy an unlocked position at which the shaft is movable and a locked position at which the shaft is immovable, a detent mechanism coupled to the shaft and formed to define detent positions for the shaft to assume and move between and a detent alignment mechanism configured to provide to an operator of the shaft feedback and assistance corresponding to assumptions of the detent positions by the shaft during movements thereof by the operator. | ||||||
| 20 | AIRCRAFT | US15486901 | 2017-04-13 | US20170283041A1 | 2017-10-05 | Bernhard Hauber; Tanja Muenz |
| The present invention relates to an aircraft having at least one flap arranged at the wing of the aircraft and having at least one first drive unit for actuating the flap as a landing flap and a first control unit for controlling the first drive unit when the aircraft is in a landing mode of operation, wherein the aircraft comprises at least one second drive unit which is an active differential gear box for actuating the flap as an aileron and a second control unit for controlling the second drive unit when the aircraft performs an aileron function. | ||||||
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