| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 181 | Engine system for helicopter | US3554666D | 1968-10-28 | US3554666A | 1971-01-12 | CONKLE ELLSWORTH V |
| AN ENGINE SYSTEM, INCLUDING ITS MOUTHS, FOR A HELICOPTER INCLUDES AT LEAST A PAIR OF BANKS OF RADIAL CYLINDERS, EACH BANK ROTATING ONE OF A PAIR OF CONCENTRIC SHAFTS IN COUNTERROTATION TO THE OTHER, AND WITH ROTOR BLADES SECURED ON EACH SHAFT, IS ARRANGED FOR TILTING THE MOTOR IN ITS MOUNTS THEREBY TILTING THE ROTOR BLADES TO DIRECT SUCH BLADES IN A DESIRED TILTED POSITION FOR PROPELLING THE HELICOPTER IN A DESIRED DIRECTION. THE BANKS OF RADIAL PISTONS ARE ESSENTIALLY BALANCED AND COUNTER-ROTATING WHEREBY THE ENGINE DOES NOT HAVE THE USUAL ENGINE TORQUE, AND A PIVOTED RUDDER IN THE AIRSTREAM FROM THE ROTORS IS ALL THAT IS NECESSARY FOR YAW CONTROL AND ROTATIONAL CONTROL OF THE CRAFT.
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| 182 | Ducted rotor aircraft | US12456661 | 1961-07-17 | US3135481A | 1964-06-02 | SUDROW LYLE K V |
| 183 | Method for control of rotary wing aircraft | US8896261 | 1961-02-13 | US3118504A | 1964-01-21 | CRESAP WESLEY L |
| 184 | Forward thrust means for ducted rotor sustained aircraft | US13862961 | 1961-09-18 | US3108764A | 1963-10-29 | SUDROW LYLE K V |
| 185 | Helicopter construction | US48642755 | 1955-02-07 | US2879956A | 1959-03-31 | BRAND ELLIS C |
| 186 | Tiltable counter-rotating rotor system for helicopters and control means therefor | US47149243 | 1943-01-06 | US2434276A | 1948-01-13 | LASKOWITZ ISIDOR B |
| 187 | Helicopter with laterally disposed lift rotors | US63239545 | 1945-12-03 | US2420796A | 1947-05-20 | RASCHKE WILLIAM L |
| 188 | Vector Control for Aerial Vehicle Drive and Method | US16243709 | 2019-01-09 | US20190210721A1 | 2019-07-11 | Udo Juerss |
| The invention relates to a vector control for an aerial vehicle drive wherein a rotor shaft (16) which is suspended from a frame (19) via a. pivot bearing (18). A rotor (14) is mounted rotatably relative to the rotor shalt (16). A motor (20) is configured to set the rotor (14) in rotation. An actuator (21, 22) which extends between the frame (19) and the rotor shaft (.16) is configured to change the orientation of the rotor shaft (16). The invention also concerns a method for controlling a helicopter drive. | ||||||
| 189 | GEARBOX LUBRICATION SYSTEM | US16181641 | 2018-11-06 | US20190154137A1 | 2019-05-23 | Ryan T. Ehinger |
| According to one embodiment, a rotorcraft includes a body, a rotor blade, a drive system that can be operated to rotate the rotor blade, and an emergency valve control unit. The drive system contains a first gearbox assembly, a second gearbox assembly, a first lubrication system that can deliver lubricant to the first gearbox assembly, and a second lubrication system that can deliver lubricant to the second gearbox assembly. The drive system also contains an emergency valve that can be opened to deliver lubricant from the first lubrication system to the second gearbox assembly. The emergency valve control unit can instruct the emergency valve to open. | ||||||
| 190 | Power safety instrument system | US15608696 | 2017-05-30 | US10145708B2 | 2018-12-04 | James M. McCollough; Erik Oltheten; Nicholas Lappos |
| A power safety system is configured to provide power information in an aircraft. The power safety system includes a power safety instrument having a power required indicator and a power available indicator, each being located on a display. A position of the power required indicator and the power available indicator represent the power available and power required to perform a hover flight maneuver. The power safety system may be operated in a flight planning mode or in a current flight mode. The power safety system uses at least one sensor to measure variables having an effect on the power required and the power available. | ||||||
| 191 | Aircraft having Redundant Directional Control | US15972431 | 2018-05-07 | US20180297712A1 | 2018-10-18 | Paul K. Oldroyd; John Richard McCullough |
| An aircraft has an airframe with a two-dimensional distributed thrust array attached thereto having a plurality of propulsion assemblies that are independently controlled by a flight control system. Each propulsion assembly includes a housing with a gimbal coupled thereto that is operable to tilt about first and second axes responsive to first and second actuators. A propulsion system is coupled to and operable to tilt with the gimbal. The propulsion system includes an electric motor having an output drive and a rotor assembly having a plurality of rotor blades that rotate in a rotational plane to generate thrust having a thrust vector. Responsive to a thrust vector error of a first propulsion assembly, the flight control system commands at least a second propulsion assembly, that is symmetrically disposed relative to the first propulsion assembly, to counteract the thrust vector error, thereby providing redundant directional control for the aircraft. | ||||||
| 192 | Electricity generation in automated aerial vehicles | US15369527 | 2016-12-05 | US10065745B1 | 2018-09-04 | Brian C. Beckman; Amir Navot; Daniel Buchmueller; Gur Kimchi; Fabian Hensel; Scott A. Green; Brandon William Porter; Severan Sylvain Jean-Michel Rault |
| This disclosure describes a system and method for operating an automated aerial vehicle wherein the battery life may be extended by performing one or more electricity generation procedures on the way to a destination (e.g., a delivery location for an item). In various implementations, the electricity generation procedure may include utilizing an airflow to rotate one or more of the propellers of the automated aerial vehicle so that the associated propeller motors will generate electricity (e.g., which can be utilized to recharge the battery, power one or more sensors of the automated aerial vehicle, etc.). In various implementations, the airflow may consist of a wind, or may be created by the kinetic energy of the automated aerial vehicle as it moves through the air (e.g., as part of a normal flight path and/or as part of an aerial maneuver). | ||||||
| 193 | Rotorcraft flapping lock | US14954694 | 2015-11-30 | US10029783B2 | 2018-07-24 | Troy Schank; Frank B. Stamps |
| A method of selectively preventing flapping of a rotor hub includes providing a flapping lock proximate to a rotor hub and shaft assembly and moving the flapping lock from an unlocked position to a locked position, the flapping lock operable in the locked position to prevent at least some flapping movement of the rotor hub relative to the shaft, the flapping lock operable in the unlocked position to allow the at least some flapping movement of the rotor hub relative to the shaft. | ||||||
| 194 | Method and Apparatus for Flight Control of Tiltrotor Aircraft | US15853322 | 2017-12-22 | US20180136668A1 | 2018-05-17 | Kenneth E. Builta |
| A method and apparatus provide for automatically controlling the flight of a tiltrotor aircraft while the aircraft is in flight that is at least partially rotor-borne. The method and apparatus provide for automatically tilting nacelles in response to a longitudinal-velocity control signal so as to produce a longitudinal thrust-vector component for controlling longitudinal velocity of the aircraft. Simultaneously, cyclic swashplate controls are automatically actuated so as to maintain the fuselage in a desired pitch attitude. The method and apparatus also provide for automatically actuating the cyclic swashplate controls for each rotor in response to a lateral-velocity control signal so as to produce a lateral thrust-vector component for controlling lateral velocity of the aircraft. Simultaneously, collective swashplate controls for each rotor are automatically actuated so as to maintain the fuselage in a desired roll attitude. The method and apparatus provide for yaw control through differential longitudinal thrust produced by tilting the nacelles. | ||||||
| 195 | Vertical take-off and landing aircraft | US14669811 | 2015-03-26 | US09950789B2 | 2018-04-24 | Masayoshi Tsunekawa; Tetsuya Tamura |
| A vertical take-off and landing aircraft including a propulsion mechanism that generates lift and thrust, a main frame that supports seating and a landing undercarriage, a subframe which supports the propulsion mechanism and which is arranged so as to be swingable back and forth relative to the main frame, motive power supply means supported by the main frame and supplying motive power to the propulsion mechanism, and a control stick connected to the subframe in which the propulsion mechanism includes a pair of ducted fans arranged on a left side and a right side, respectively, of the main frame, swing shafts arranged in the ducted fans, and extending in a horizontal direction, and control vanes connected to the swing shafts, and swinging the control vane enables the subframe to move relative to the main frame. Maneuverability can be improved with addition of control mechanisms restrained. | ||||||
| 196 | HYBRID MULTICOPTER AND FIXED WING AERIAL VEHICLE | US15837614 | 2017-12-11 | US20180099742A1 | 2018-04-12 | Jacob Apkarian |
| An aerial vehicle is includes a wing, first and second rotors, and a movement sensor. The first and second multicopter rotors are rotatably coupled to the wing, the first multicopter rotor is rotatable relative to the wing about a first lateral axis, and the second multicopter rotor is rotatable relative to the wing about a second lateral axis. Each multicopter rotor is coupled to each other multicopter rotor, wherein the multicopter rotors are restricted to collective synchronous rotation relative to the wing between a multicopter configuration and a fixed-wing configuration. The movement sensor is coupled to the multicopter rotors, wherein the movement sensor is positioned to rotate relative to the wing when the multicopter rotors rotate relative to the wing between the multicopter and fixed-wing configurations. | ||||||
| 197 | Tiltrotor Articulated Wing Extension | US15271721 | 2016-09-21 | US20180079487A1 | 2018-03-22 | Steven Ray Ivans; Brent Chadwick Ross |
| An aircraft has a wing, a pylon carried by the wing, at least one of a rotor system component and a drive system component disposed within the pylon, and a wing extension carried by the at least one of a rotor system component and drive system component, wherein the wing extension is foldable relative to the pylon to selectively reduce an overall space occupied by the aircraft. | ||||||
| 198 | Extensible quadrotor body | US15190953 | 2016-06-23 | US09915955B2 | 2018-03-13 | George Michael Matus |
| Embodiments are directed to a rotor-based remote flying vehicle platform such as a quadrotor, and to methods for controlling intra-flight dynamics of such rotor-based remote flying vehicles. In one case, a rotor-based remote flying vehicle platform is provided that includes a central frame. The central frame has a control center that is configured to control motors mounted to the vehicle platform. The central frame also has a communication port configured to interface with functionality modules. The communication port is communicably connected to the control center. The rotor-based remote flying vehicle platform further includes at least a first arm that is connected to the central frame and extends outward, as well as a first motor mounted to the first arm, where the first motor is in communication with the control center. The method for controlling intra-flight dynamics may be performed on such a rotor-based remote flying vehicle. | ||||||
| 199 | Tilting Ducted Fan Aircraft Generating a Pitch Control Moment | US15252916 | 2016-08-31 | US20180057157A1 | 2018-03-01 | Kirk Landon Groninga; Daniel Bryan Robertson |
| In some embodiments, an aircraft includes a fuselage having a forward portion and an aft portion. First and second ducted fans are supported by the forward portion of the fuselage. The first and second ducted fans are tiltable relative to the fuselage between a generally horizontal orientation, in a vertical takeoff and landing mode, and a generally vertical orientation, in a forward flight mode. A tailboom having an aft station extends from the aft portion of the fuselage. A cross-flow fan is disposed in the aft station of the tailboom and is operable to generate a pitch control moment. | ||||||
| 200 | Aircraft having keel tube with structure that reduces noise emissions | US14896008 | 2015-03-25 | US09868507B2 | 2018-01-16 | Gerhard T. Meier; Otmar Birkner |
| An aircraft such as a gyroplane has a thrust propeller, a tail unit, a fuselage, and a keel tube that links the tail unit to the fuselage. The keel tube has a structure that reduces sound. The sound-reducing structure has a flow line-shape, is arranged at least partly below the thrust propeller, and extends from the keel tube in directions normal a vertical longitudinal plane of the gyroplane. The sound-reducing structure may extend asymmetrically from the keel tube and may be located along the longitudinal axis of the gyroplane on the keel tube within an angle between 10 degrees forward and 30 degrees rearward a vertical line extending to the keel tube from the intersection of the thrust propeller rotational axis and the thrust propeller rotational plane. The sound-reducing structure may also contain a sound-absorbent material or may comprise a hollow body with several openings. | ||||||
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