| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 81 | Method and device for the lateral stabilization of an aircraft | US13810630 | 2011-07-13 | US08888039B2 | 2014-11-18 | Pierre-Emmanuel Gall; Christophe Cros; Mickaël Lallemand |
| The stabilizing device (1) comprises auxiliary stabilizers (6) which are mounted on the horizontal tailplane (2) of the aircraft and which generate a lateral stabilizing effect when brought into a deployed position. | ||||||
| 82 | Method for improving the aerodynamic efficiency of the vertical tail of an aircraft | US13439341 | 2012-04-04 | US08783606B2 | 2014-07-22 | Alain Tanguy |
| A method for improving the aerodynamic efficiency of the vertical tail of an aircraft includes varying the thickness of the trailing edge of the rudder as a function of the span of the vertical tail. This variation is intended to adapt the local value of the coefficient of lateral lift applied to the vertical tail closer to a maximum allowable value. The maximum allowable value is specifically the value at which a separation of the aerodynamic flow is observed on the surface of the vertical tail. | ||||||
| 83 | Method for enhancing the aerodynamic efficiency of the vertical tail of an aircraft | US13319381 | 2010-05-17 | US08733696B2 | 2014-05-27 | Alain Tanguy |
| A method for enhancing aerodynamic efficiency of a vertical tail includes varying the ratio between the control surface local chord and the vertical stabilizer local chord along the height of the vertical tail. This variation is configured to adapt the local value of the coefficient of the side lift applied to the vertical tail to a maximum acceptable value of the side lift coefficient. As a result, the aerodynamic efficiency is maximized by applying a coefficient approaching the maximum acceptable side lift coefficient. | ||||||
| 84 | METHOD OF INSPECTING IMPACTS OBSERVED IN FAN CASINGS | US14007269 | 2012-03-15 | US20140020485A1 | 2014-01-23 | Julien Tran; Richard Lavignotte |
| A method for inspecting impacts present on an internal face of a fan casing, the method including: spotting a first impact present on the internal face of the fan casing; delimiting an inspection area containing the first impact; spotting the various impacts present in the delimited inspection area, the various spotted impacts forming a set of impacts to be considered; measuring, for each impact that is to be considered, the depth of length of the impact; for each impact to be considered, determining a harmfulness value, using at least one chart relating the depth and length of each impact to be considered to a level of harmfulness; determining, for the inspection area containing the first impact, a total harmfulness value by adding together the harmfulness level determined for each impact to be considered. | ||||||
| 85 | On-board aircraft auxiliary power systems having dual auxiliary power units | US13162931 | 2011-06-17 | US08622342B2 | 2014-01-07 | Aldemiro Lorenzini Filho |
| Aircraft are provided with a pair of auxiliary power units (APUs) adjacently mounted in parallel relative to one another within the tail cone section of the aircraft's fuselage. In some embodiments, the APUs are mounted generally vertically adjacent to one another. Alternatively, the APUs may be mounted generally horizontally adjacent to one another. The aircraft fuselage may include a pair of downwardly and outwardly oriented strakes adjacent the tail cone having lower edges which establish a maximum take-off pitch angle of the fuselage and define a spatial zone therebetween. The APUs are positioned within such a spatial zone defined between the strakes so that the maximum take-off pitch angle is not required to be changed when modifying an existing single APU aircraft with dual APUs. | ||||||
| 86 | VERY LOW-POWER ACTUATION DEVICES | US13542635 | 2012-07-05 | US20130206897A1 | 2013-08-15 | Jahangir S. Rastegar; Jacques Fischer |
| An actuator including: a housing; a piston movably disposed in the housing, the piston being movable between an extended and retracted position; a plurality of gas generation charges generating a gas in fluid communication with the housing; and an exhaust port for exhausting gas from the cylinder generated by the plurality of gas generation charges; wherein activation of each of the plurality of gas generation charges results in an increase in pressure in the housing causing the piston to move in the housing from the refracted to the extended position. The actuator can further include a return spring for biasing the piston in the retracted position and the plurality of gas generation charges can be disposed in the housing. | ||||||
| 87 | METHOD AND DEVICE FOR THE LATERAL STABILIZATION OF AN AIRCRAFT | US13810630 | 2011-07-13 | US20130119193A1 | 2013-05-16 | Pierre-Emmanuel Gall; Christophe Cros; Mickaël Lallemand |
| The stabilizing device (1) comprises auxiliary stabilizers (6) which are mounted on the horizontal tailplane (2) of the aircraft and which generate a lateral stabilizing effect when brought into a deployed position. | ||||||
| 88 | Method For Improving The Aerodynamic Efficiency Of The Vertical Tail Of An Aircraft | US13439341 | 2012-04-04 | US20120256047A1 | 2012-10-11 | Alain Tanguy |
| According to the invention, the thickness (EP1) of the trailing edge (4) of the rudder (9) is varied as a function of the span (E) of the vertical tail (2) to adapt the local value of the coefficient of lateral lift applied to the vertical tail (2) to a maximum allowable value. | ||||||
| 89 | Lateral force joint | US11989350 | 2006-05-11 | US08104709B2 | 2012-01-31 | Christian Mänz |
| A lateral force joint, with which a plate-like spar can be fastened to a fuselage strap mounted on an airplane fuselage. The plate-like spar has a through bore, into which a fastening cylinder mounted on the flange can be inserted for connecting both components. In order to allow for the location of the spar to be adjusted with respect to the fuselage strap, a bearing bush of the spar is eccentrically fitted into the through bore. Correspondingly, the fastening cylinder of the fuselage strap is mounted eccentrically on a bearing bush so that a rotation of the bearing bushes allows the lateral force joint to be adjusted. | ||||||
| 90 | Aircraft attitude control configuration | US12507573 | 2009-07-22 | US08074925B2 | 2011-12-13 | Brian Herman Morgan; David LeRoy Hagen |
| An aircraft attitude control configuration enables control surfaces to provide attitude control for an aircraft at hover or low air speed conditions. The aircraft attitude control configuration includes a plurality of thrusters mounted to an aircraft for thrusting air, a first control surface kinematically coupled to the aircraft at a position downstream of a first thruster to enable a first vector force to be generated by a portion of the thrusted air from the first thruster on the first control surface, and a second control surface kinematically coupled to the aircraft at a position downstream of a second thruster, the first and the second control surfaces being displaced symmetrically on opposite sides of a longitudinal axis of the aircraft, the second control surface being configured to be independently and differentially movable with respect to the first control surface to enable a second vector force to be generated by a portion of the thrusted air from the second thruster on the second control surface. | ||||||
| 91 | Methods and apparatus for an integrated aerodynamic panel | US11954974 | 2007-12-12 | US08016237B2 | 2011-09-13 | Eldon R. Berry; John E. Mundel; Vladislay Andryukov |
| An integrated aerodynamic panel—e.g., for a trailing edge or leading edge of an aircraft aerodynamic surface—includes a first panel region defining inner and outer mold lines, and a second panel region contiguous with and extending from the first panel region in a tapering fashion. A splice plate region extends from the second panel region and includes an edge band region configured to accept a fastener. A filler region (e.g., a SYNCORE or fiberglass structure) adjacent the second panel region has an exposed surface substantially flush with the outer mold line. | ||||||
| 92 | Continuous fuselage connection | US12063736 | 2006-08-14 | US07931234B2 | 2011-04-26 | Christian Maenz |
| An attachment system for attaching a tail unit to an attachment surface of an aircraft is disclosed. An attachment surface may be a fuselage, for example. In an arrangement, the attachment system includes a mounting with a first bearing surface that is capable of resting against the tail unit, and a second bearing surface that is capable of resting against the attachment surface. The first bearing surface and the second bearing surface, of which there is at least one, include a common line of contact. In the arrangement, the planes of the first bearing surface and of the second bearing surface are at an angle that differs from 0° and 180°. | ||||||
| 93 | Method for producing an aircraft with reduced environmental impact and the aircraft thus obtained | US11850438 | 2007-09-05 | US07926760B2 | 2011-04-19 | Pierre-Emmanuel Gall; Julien Ricouard |
| An aircraft with reduced environmental impact includes a turboprop, having two contra-rotating propellers, disposed on the rear portion on the back of the aircraft's fuselage so that the interaction noise of the propellers is masked, in the forward direction, by the wings and, in the rearward direction, by the aircraft's horizontal stabilizer. | ||||||
| 94 | Multi-engine aircraft | US11632225 | 2005-06-29 | US07905449B2 | 2011-03-15 | Olivier Cazals; Jaime Genty de la Sagne; Denis Rittinghaus |
| A multi-engine aircraft includes at least two first engines and a third engine located at a rear part of the fuselage, containing rear tail sections, along a vertical longitudinal plane of symmetry of the fuselage. The rear tail sections define a channel which is symmetrical with respect to the longitudinal plane of the fuselage. The third engine is arranged in the plane of symmetry of the channel corresponding to the longitudinal plane and is mounted on the upper part of the fuselage in a raised manner and in front of the tail sections, so that the outlet of the third engine is situated substantially at the inlet of the channel defined by the tail sections. | ||||||
| 95 | Methods for making composite material components especially useful for aircraft, and composite material components thereof | US11923247 | 2007-10-24 | US07851040B2 | 2010-12-14 | Danilo Seixas Victorazzo |
| Methods and resulting laminate structures are provided wherein the lay-up of composite materials is accomplished more symmetrically and more continuously as compared to prior techniques to form a composite structure from two composite parts in which their principal laminate directions form a non-singular angle. | ||||||
| 96 | FUSELAGE AND A METHOD FOR REDESIGNING IT | US12676360 | 2008-09-12 | US20100200698A1 | 2010-08-12 | Gennady Trofimovich Kreshchishin; Larisa Trofimovna Kreschishina |
| The invention relates to aircraft engineering for improving aerodynamic quality of helicopters, aeroplanes, including traditionally designed airbuses and amphibian airplanes, aerodynamic ground-effect and air-cushion vehicles, possibly by redesigning said transportation means. Flying drag is reduced, possibly by redesigning aircraft, helicopters, ground-effect crafts and air-cushion vehicles. Result is achievable by reducing a contacting area between the external surface of fuselage tail section and a high-speed air flow. Contacting area is reduced by increased area of orifices in fuselage tail section. To increase lifting force without increasing pressure resistance, the aerodynamic channel bottom is designed convex upwards, for example curved upwards along the shape of convex side of airfoil section. The aerodynamic channel skin top orifice can be located under tail fin middle part and lengthwisely divided by said fin to the right and left, for example in two. Redesign enables reducing fuselage total drag, reducing required engine thrust. | ||||||
| 97 | Cover for an aircraft structure | US12592006 | 2009-11-18 | US20100148007A1 | 2010-06-17 | Christian Manz |
| A cover for an aircraft structure, in particular for nose parts of the vertical tail, horizontal tail or the wing, including a skin and support structure. The skin is arranged on the support structure and the support structure includes a plurality of ribs and a plurality of stringers. The plurality of stringers are arranged on the plurality of ribs to support the skin. Also provided is an aircraft having such a cover. | ||||||
| 98 | Framework wing box for a wing | US11990578 | 2006-08-17 | US20090294590A1 | 2009-12-03 | Christian Maenz |
| A wing box for an aircraft wing with a framework and a first shell. The framework is connected to the first shell such that a load acting on the first shell can be transferred by the framework. | ||||||
| 99 | METHODS AND APPARATUS FOR AN INTEGRATED AERODYNAMIC PANEL | US11954974 | 2007-12-12 | US20090294589A1 | 2009-12-03 | Eldon R. Berry; John E. Mundel; Vladislay Andryukov |
| An integrated aerodynamic panel—e.g., for a trailing edge or leading edge of an aircraft aerodynamic surface—includes a first panel region defining inner and outer mold lines, and a second panel region contiguous with and extending from the first panel region in a tapering fashion. A splice plate region extends from the second panel region and includes an edge band region configured to accept a fastener. A filler region (e.g., a SYNCORE or fiberglass structure) adjacent the second panel region has an exposed surface substantially flush with the outer mold line. | ||||||
| 100 | Aircraft Attitude Control Configuration | US12507573 | 2009-07-22 | US20090283632A1 | 2009-11-19 | Brian Herman Morgan; David LeRoy Hagen |
| An aircraft attitude control configuration enables control surfaces to provide attitude control for an aircraft at hover or low air speed conditions. The aircraft attitude control configuration includes a plurality of thrusters mounted to an aircraft for thrusting air, a first control surface kinematically coupled to the aircraft at a position downstream of a first thruster to enable a first vector force to be generated by a portion of the thrusted air from the first thruster on the first control surface, and a second control surface kinematically coupled to the aircraft at a position downstream of a second thruster, the first and the second control surfaces being displaced symmetrically on opposite sides of a longitudinal axis of the aircraft, the second control surface being configured to be independently and differentially movable with respect to the first control surface to enable a second vector force to be generated by a portion of the thrusted air from the second thruster on the second control surface. | ||||||
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