| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 101 | METHODS FOR MAKING COMPOSITE MATERIAL COMPONENTS ESPECIALLY USEFUL FOR AIRCRAFT, AND COMPOSITE MATERIAL COMPONENTS THEREOF | US11923247 | 2007-10-24 | US20090110871A1 | 2009-04-30 | 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. According to one exemplary implementation, a method for making a composite structure comprised of at least two parts joined to one another at a central junction zone with a non-singular angle, is provided by laying up 0° composite material plies relative to a central coordinate system COORD C of the central junction zone so as to achieve +(90°−θ°/2) plies relative to left and right coordinate systems COORD L and COORD R, respectively, of the at least two parts, and laying up +(180°−θ°) and −(180°−θ°) plies relative to the central coordinate system COORD C of the central junction zone so as to achieve −(90°−θ°/2) plies relative to left and right coordinate systems COORD L and COORD R, respectively, of the at least two parts. Additionally or alternatively, the method may comprise laying up 90° composite material plies relative to the central coordinate system COORD C of the central junction zone so as to achieve −θ°/2 plies relative to the left and right coordinate systems COORD L and COORD R, respectively, of the at least two parts; and laying up +(90°−θ°) and −(90°−θ°) composite material plies relative to the central coordinate system COORD C of the central junction zone so as to achieve +θ°/2 plies relative to the left and right coordinate systems COORD L and COORD R, respectively, of the at least two parts. | ||||||
| 102 | Aircraft having a reduced acoustic signature | US12178704 | 2008-07-24 | US20090084889A1 | 2009-04-02 | Olivier Cazals; Alexander Koch |
| An aircraft the propulsive units of which include engines, and which is distinguished by reduced noise emissions, includes a wing structure fixed to an upper region of the fuselage, and a vertical tail system having at least two vertical stabilizers which are generally vertically fixed to the fuselage aftwardly of the wing structure. The engines are disposed side by side in a propulsive package disposed above the fuselage, which propulsive package includes the following, air inlet openings for the propulsive package, which openings are disposed above the fuselage between a point at the leading edge and a point at the trailing edge of an aerodynamic root chord of the wing structure; and exhaust nozzle conduit outlets associated with exhaust nozzle conduits, which outlets are formed by the structure (cowling structure) of the propulsive package, and are disposed above the fuselage forwardly of an aft terminus of the fuselage and between the vertical stabilizers. | ||||||
| 103 | Double-Shell Design Center Box | US11997490 | 2006-05-11 | US20080203228A1 | 2008-08-28 | Christian Maenz |
| The present invention relates to a center box (5) for an aircraft wing, as well as to an aircraft comprising such a center box (5). The center box (5) essentially comprises two lateral surfaces (6), which in turn essentially comprise two internal and external skins (2, 1) that are arranged so as to be spaced apart from each other. In order to provide adequate stability to the lateral surface (6), the internal skin (2) and the external skin (1) are interconnected by way of a multitude of profiles (3). | ||||||
| 104 | STRUCTURAL PANELS FOR USE IN AIRCRAFT FUSELAGES AND OTHER STRUCTURES | US10819084 | 2004-04-06 | US20060226287A1 | 2006-10-12 | Kent Grantham; Thomas Harrison; Robert Kay; Michael Kuss; William Turnmire; Mark Venskus; Tory Whitcomb; Peter Christie; Rose Christie |
| Structural panels for use in manufacturing aircraft fuselages and other structures are disclosed herein. In one embodiment, a structural panel configured in accordance with the invention includes a skin having at least one offset surface. The structural panel can further include at least first and second stiffeners. The first stiffener can have a first flange portion mated to the skin adjacent to the offset surface. The second stiffener can be spaced apart from the first stiffener and can similarly have a second flange portion mated to the skin adjacent to the offset surface. The structural panel of this embodiment can additionally include a support member mated to the first flange portion of the first stiffener, the second flange portion of the second stiffener, and the offset surface of the skin. | ||||||
| 105 | Control surface assemblies with torque tube base | US11043918 | 2005-01-21 | US20060163435A1 | 2006-07-27 | Jeffery Russom; Lawrence White; James Greenwood |
| Control surface assemblies having a torque tube base are disclosed. In one embodiment, a control surface assembly includes a control surface portion and a base portion. The base portion has a hollow, shell-like base portion coupled to a first end portion of the control surface portion, and is adapted to be coupled to a supporting structure such that the control surface portion projects outwardly from the supporting structure. In one aspect, the base portion includes an elongated, closed section portion adapted to be coupled to the supporting structure. In a further aspect, the base portion includes an elongated, closed section portion adapted to be coupled to the supporting structure, and a pair of tapered end portions formed at opposing ends of the closed section portion. | ||||||
| 106 | Aircraft with foldable tail assembly | US10833657 | 2004-04-28 | US06978970B2 | 2005-12-27 | Thomas H. Purcell, Jr. |
| A foldable tail assembly for an aircraft includes a stabilizer and a pair of right and left fins mounted with respect to the stabilizer so that the fins may lay flat over the stabilizer during periods when the aircraft is not flight-ready, and so that the fins may be erected above the stabilizer to form a triangular configuration when the aircraft is ready to fly. | ||||||
| 107 | Rudder unit connection | US11018083 | 2004-12-21 | US20050151018A1 | 2005-07-14 | Wolfram Schoene |
| The connection of a rudder unit on the fuselage of an aircraft frequently leads to an inhomogeneous flow of forces in the connecting region between the rudder unit and the fuselage or even to an offset of the flow of forces relative to the centroidal axis, e.g., due to multiple-bolt connections. This is extremely disadvantageous with respect to static considerations. One embodiment of the present invention proposes a connection for a rudder unit on an aircraft fuselage, in which the flow of forces resulting from the connection between the rudder unit spars and the fuselage frames extends in a largely homogenous fashion from the rudder unit spars to the fuselage frames and into the fuselage. The connecting elements are advantageously arranged within the rudder unit and the fuselage in such a way that no additional enveloping aerodynamic fairings are required that would result in an additional increase in the aerodynamic drag. | ||||||
| 108 | Aircraft converts drag to lift | US10460275 | 2003-06-11 | US20050116087A1 | 2005-06-02 | John Page |
| An aircraft that has a fuselage that has a majority of its frontal surface areas that strike air angled to deflect air down and cause an upward lift on said fuselage and a propulsion means attached to the fuselage on a different angle than the angle of the fuselage thereby causing the bottom of the fuselage to have an angle of attack into the wind like a conventional wing thereby contributing to the lift of the aircraft. | ||||||
| 109 | Aircraft with a double-T tail assembly | US09546456 | 2000-04-10 | US06273363B1 | 2001-08-14 | Wilfried Sprenger |
| An aircraft, preferably a large capacity passenger aircraft with two passenger decks, has a double-T tail assembly arranged on its tail section. The double-T tail assembly includes a double fin and rudder assembly and a tailplane and elevator assembly, and provides a significant increase in the usable passenger cabin space in the tail section of the aircraft. The double fin and rudder assembly has a U-shaped structure and comprises two upright stabilizer fins connected to each other by a horizontal torsion box that fixedly extends crosswise through the fuselage tail section within the floor of a cabin deck. The tailplane and elevator assembly is pivotably mounted on the upper tips of the two upright stabilizer fins in a double-T arrangement. | ||||||
| 110 | Vertical nose strake for aircraft stability and control | US188097 | 1994-01-28 | US5449131A | 1995-09-12 | Brian Kramer |
| A pivotal strake located at the nose section of an aircraft forebody. The strake pivots about an axis that is essentially perpendicular to the surface of the nose section. Rotation of the strake will influence the forebody vortices to create a resulting yawing moment on the aircraft. The rotating strake can be used to provide directional control of an aircraft, even at high angles of attack. | ||||||
| 111 | Temperature stabilized linkage | US970724 | 1978-12-18 | US4243189A | 1981-01-06 | George Y. Ohgi |
| A temperature compensated passive linkage for interconnecting two members having different coefficients of expansion. Preferably the linkage is utilized for interconnecting the stabilizer of a plane with its elevator. The stabilizer may be a graphite epoxy composite while the elevator may consist of aluminum-fiberglass. The differences in the rate of expansion of the two members is compensated by the linkage of the invention which in turn will move a side load hinge fitting to minimize aerodynamic and mechanical problems. | ||||||
| 112 | Means for stabilization of airplanes having highly swept-back wings | US70612046 | 1946-10-28 | US2559827A | 1951-07-10 | NORTHROP JOHN K |
| 113 | Airplane | US25786339 | 1939-02-23 | US2196994A | 1940-04-16 | KOPPEN OTTO C |
| 114 | Aeroplane-speed accelerator. | US18771317 | 1917-08-21 | US1289343A | 1918-12-31 | WOLFF ALBERT JR |
| 115 | AIRCRAFT VERTICAL STABILIZER DESIGN | US15593304 | 2017-05-11 | US20180327079A1 | 2018-11-15 | Brendan P. Lanigan; Joshua R. O'Neil |
| In one embodiment, a vertical stabilizer comprises an airfoil structure configured to be mounted to an aircraft at a vertical orientation. The airfoil structure comprises a leading edge and a trailing edge, wherein the trailing edge is configured to form a blunt shaped edge. The airfoil structure further comprises a root end and a tip end, wherein the airfoil structure is tapered from the root end to the tip end. The airfoil structure is also cambered. Finally, the airfoil structure is further configured to be mounted with a rotor, and is also further configured to house one or more internal components associated with the aircraft. | ||||||
| 116 | IMPACT RESISTANT DORSAL FIN | US15843203 | 2017-12-15 | US20180170520A1 | 2018-06-21 | Edouard MENARD; Esteban MARTINO GONZÁLEZ; Fernando INIESTA LOZANO |
| An impact resistant dorsal fin structure of an aircraft comprises an upper support and ballistic material layer, wherein the ballistic material is configured to be joined to an aircraft fuselage and the ballistic material layer is arranged in a sliding manner around a sliding surface of the upper support. | ||||||
| 117 | Method for manufacturing a nacelle strake | US14626694 | 2015-02-19 | US09937998B2 | 2018-04-10 | Juddson Frost |
| A method for manufacturing a strake is provided. The method includes: providing a first thermoplastic laminate panel; providing a second thermoplastic laminate panel; attaching the first thermoplastic laminate panel to the second thermoplastic laminate panel such that at least a portion of the attachment surface of the first thermoplastic laminate panel is attached to the attachment surface of a portion of the second thermoplastic laminate panel, which attached portions form a body of the strake; forming a first flange from a portion of the first thermoplastic laminate panel; and forming a second flange from a portion of the second thermoplastic laminate panel. | ||||||
| 118 | AIRCRAFT HAVING AN AFT ENGINE | US15275596 | 2016-09-26 | US20180086438A1 | 2018-03-29 | Nikolai N. Pastouchenko; Ivan Malcevic |
| An aircraft is provided including a boundary layer ingestion fan mounted to an aft end of a fuselage. A stabilizer is mounted to the fuselage and extends between a root portion and a tip portion to define a span-wise length and extends between a leading edge and a trailing edge along the longitudinal direction. The stabilizer defines a line of maximum thickness that corresponds to the thickest cross sectional portion of the stabilizer along the span-wise length of the stabilizer. The line of maximum thickness is closer to the leading edge of the stabilizer proximate the root portion than at the tip portion, resulting in a pressure distribution that draws higher velocity air away from an inlet of the boundary layer ingestion fan. | ||||||
| 119 | Airframe-integrated propeller-driven propulsion systems | US14631423 | 2015-02-25 | US09914528B2 | 2018-03-13 | Helio Hirano; Luis Gustavo Trapp |
| Propeller-driven craft (e.g., aircraft) are provided with at least one propulsion system having at least one engine and at least one aerial tractor propeller which generates a propeller propwash airflow when driven by the engine. At least one airfoil is disposed in the propeller propwash airflow of the at least one aerial tractor propeller. The airfoil is contoured and oriented relative to a swirl rotation angle (ω) of the propeller propwash airflow in order to induce a forward force component on the craft in response to the propeller propwash airflow over the at least one airfoil, thus improving the craft's performance and/or reducing fuel consumption. | ||||||
| 120 | Methods and apparatus to control aircraft horizontal stabilizers | US14539789 | 2014-11-12 | US09731813B2 | 2017-08-15 | Jonathan Kyle Moore; Brian Charles Bock; Edward E. Coleman |
| Methods and apparatus to control aircraft horizontal stabilizers are described herein. One described method includes calculating, using a processor, a desired movement of a horizontal stabilizer of an aircraft to counteract a pitching moment of the aircraft, and controlling the horizontal stabilizer based on the desired movement. | ||||||
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