| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | RUDDER SYSTEM FOR AN AIRCRAFT | US13891345 | 2013-05-10 | US20130320137A1 | 2013-12-05 | Christian Maenz |
| A rudder system for an aircraft includes a centre box, a rudder and actuators, wherein the rudder is pivoted around a hinge line relative to the centre box. The actuators are arranged at an acute angle relative to the hinge line, and connected with at least one pivoted pivot lever, wherein the pivot lever is fastened to the rudder by way of a first push rod. This provides considerably more installation space in a vertical stabilizer of an aircraft for a centre box, so that the latter can comprise a distinctly smaller wall thickness than usual in prior art to absorb air load-induced torsion and bending stresses. | ||||||
| 142 | TAIL CAPABLE OF IMPROVING ANTI-BIRD STRIKE PERFORMANCE OF AIRCRAFT | US13630654 | 2012-09-28 | US20130082142A1 | 2013-04-04 | Yulong Li; Jun Liu; Tao Suo; Zhongbin Tang; Jun Lv; Liangdao Zhou; Guangrong Zhu; Hao Cong; Zhengli Zhang |
| The present invention relates to a tail for improving anti-bird strike performance of an aircraft. A leading edge reinforcement having a shape of an isosceles triangle is located inside a tail leading edge. The leading edge reinforcement is spanwisely fixed in sections between respective spans formed by the wing rib inside the tail leading edge along the tail of the aircraft. An apex angle of the leading edge reinforcement is the same as an apex angle or arc transition of the tail leading edge skin. The leading edge reinforcement is fixedly connected with the small front beam by a leading edge reinforcement fixed surface. The present invention additionally installs a leading edge reinforcement in the original tail of the aircraft. | ||||||
| 143 | ROTORCRAFT EMPENNAGE MOUNTING SYSTEM | US13605951 | 2012-09-06 | US20130037653A1 | 2013-02-14 | Jacob Johannes van der Westhuizen |
| An aircraft is disclosed having an engine and a propeller mounted to a fuselage. An empennage mounts to the aircraft and includes first and second horizontal stabilizers separated by a distance greater than the diameter of a stream tube of the propeller at the horizontal stabilizers. A rudder extends between the horizontal stabilizers and is positioned within the stream tube of the propeller. A bulkhead is positioned rearwardly from the cockpit and oriented perpendicular to a longitudinal axis of the airframe. A tailboom and engine are mounted to the airframe by means of the bulkhead having the engine mounted between the tailboom and a lower edge of the bulkhead. Landing gear may mount to the bulkhead proximate a lower edge thereof. | ||||||
| 144 | Airplane with flat rear fuselage said queue-de-morue empennage | US12579054 | 2009-10-14 | US08292225B2 | 2012-10-23 | Olivier Cazals; Jaime Genty de la Sagne |
| An airplane includes a fuselage having a shape elongated along a longitudinal axis X of the airplane 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 airplane reference system and substantially rectilinear. | ||||||
| 145 | Cover for an aircraft structure | US12592006 | 2009-11-18 | US08276847B2 | 2012-10-02 | Christian Mänz |
| 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. | ||||||
| 146 | DEVICE FOR BOUNDARY LAYER SUCTION AND COMPOSITE COMPONENT THEREFOR | US13435078 | 2012-03-30 | US20120187252A1 | 2012-07-26 | Martin Gerber |
| The invention relates to a device for boundary layer suction on the outer skin of an aircraft, on which outer skin a surface where drawing off by suction can take place comprising openings is connected to a suction source by way of at least one suction line, wherein the surface where drawing off by suction can take place is formed by at least one panel-shaped composite component that comprises an extruded profile, made of light metal, as a base body, which extruded profile comprises several suction channels that are open towards the outer skin, onto which base body, for the purpose of forming the outer skin, a micro-perforated metal cover sheet has been applied in the region of the surface where drawing off by suction can take place.Furthermore, the invention also relates to a method for producing such a panel-shaped composite component. | ||||||
| 147 | Support structure for a wing | US12063699 | 2006-08-16 | US08205834B2 | 2012-06-26 | Christian Maenz |
| A support structure for an aircraft, includes one or several bar elements and one or several junction elements. At least one bar element includes a transition region which can be made to engage at least one junction element. When the transition region of the bar element engages at least one junction element, centric force transmission takes place between the bar element and the junction element. | ||||||
| 148 | Aircraft Attitude Control Configuration | US13324713 | 2011-12-13 | US20120145834A1 | 2012-06-14 | Brian Herman Morgan; David LeRoy Hagen |
| Control surfaces in an aircraft attitude control configuration provide attitude control for an aircraft at hover or low air speed conditions. The aircraft attitude control configuration includes thrusters mounted to an aircraft, a first control surface kinematically coupled to the aircraft downstream of a first thruster to enable a first vector force to be generated by a portion of thrusted air from the first thruster on the first control surface, and a second control surface kinematically coupled to the aircraft of a second thruster. The control surfaces are displaced symmetrically a longitudinal axis of the aircraft. The control surfaces are independently and differentially movable with respect to each other to enable generation of a second vector force by a portion of thrusted air from the second thruster on the second control surface. | ||||||
| 149 | AIRCRAFT COMPRISING A DEVICE FOR INFLUENCING THE DIRECTIONAL STABILITY OF THE AIRCRAFT, AND A METHOD FOR INFLUENCING THE DIRECTIONAL STABILITY OF THE AIRCRAFT | US13255246 | 2010-03-17 | US20120104184A1 | 2012-05-03 | Carsten Weber; Markus Fischer; Arnaud Namer |
| An aircraft including a device for influencing the directional stability of the aircraft is provided. The device includes a control-input device; a flight control device; a sensor device for acquiring the rotation rates, including the yaw rates, of the aircraft; and at least one actuator, which is coupled with ailerons, spoilers, an elevator and a rudder. The flight control device includes a control function generating adjusting commands for the actuators for controlling the aircraft according to control commands. The aircraft includes two tail-mounted flaps, each including an actuator connected with the flight control device, situated symmetrically to each other and on opposite sides of the fuselage, and movable between retracted and extended positions. The control function is designed such that the adjusting commands that are generated on the basis of the control commands depending on the acquired rotation rates include adjusting commands to the actuators of the tail-mounted flaps. | ||||||
| 150 | Aircraft having a reduced acoustic signature | US12178704 | 2008-07-24 | US08152095B2 | 2012-04-10 | 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. | ||||||
| 151 | Method For Enhancing The Aerodynamic Efficiency Of The Vertical Tail Of An Aircraft | US13319381 | 2010-05-17 | US20120048995A1 | 2012-03-01 | Alain Tanguy |
| The invention comprises varying the ratio between the control surface local chord (I) and the vertical stabilizer local chord (L) along the height of the vertical tail (2) in order to adapt the local value of the coefficient of the side lift applied to the vertical tail (2) to a maximum acceptable value of the side lift coefficient. | ||||||
| 152 | Low-noise aircraft, particularly at take-off and landing | US11911062 | 2006-04-11 | US08074924B2 | 2011-12-13 | Christophe Cros |
| An aircraft includes a rear vertical tail unit having two tail fins forming, with the rear part of a fuselage, a channel on the back of the fuselage. A turbine engine is arranged on the back of the fuselage so that gas streams generated by the turbine engine penetrate into the channel. The main landing gear of the aircraft is arranged integrally beneath the fuselage. The wings of the aircraft have a slight sweep angle and a large fineness ratio. | ||||||
| 153 | STRUT SYSTEM FOR THE STABILIZATION OF THE SHELL OF AN AERODYNAMIC AIRCRAFT COMPONENT FOR A COMMERCIAL AIRCRAFT | US13019612 | 2011-02-02 | US20110215201A1 | 2011-09-08 | Bernd TOMSCHKE; Pasquale BASSO |
| The invention relates to a strut system for the stabilisation of the shell (2) of an aerodynamic aircraft component in a commercial aircraft, comprising a pair of connection supports (4a, 4b) connected on the inside to the shell (2) and opposing each other, between which connection supports (4a, 4b) several struts (5) extend to form a latticework structure (3), which struts (5) in nodal points (6a, 6b) arranged on the ends are non-detachably connected to the connection supports (4a, 4b), wherein the area extension of the latticework structure (3) is aligned in such a manner relative to a middle plane of symmetry (11) that the struts (5), foamed with an open symmetrical cross section, as well as the cross section of the connection supports (4a, 4b), are arranged so as to be symmetrical to the aforesaid. | ||||||
| 154 | AIRCRAFT WITH AT LEAST TWO RUDDER UNITS IN A NON CENTRAL ARRANGEMENT | US12913466 | 2010-10-27 | US20110095128A1 | 2011-04-28 | Malte SCHWARZE; Andreas WESTENBERGER |
| An aircraft has at least two rudder units in a non-central arrangement. The rudder units have a profile and are rigidly secured to the aircraft. The profile is adjusted in such a way as to yield an inflow at a positive geometric angle of incidence, so that the profile generates a lift force having a component pointing in the flight direction. This makes it possible to offset a portion of the aircraft drag. | ||||||
| 155 | Symmetric leading edge device and method to delay flow separation | US11761023 | 2007-06-11 | US07913949B2 | 2011-03-29 | Robert Hoffenberg |
| A vertical tail for use with an aircraft or other form of mobile platform. The vertical tail includes a main element which is fixedly secured to the mobile platform, and a leading edge element that is movably secured to the main element. The cross section of the leading edge element is symmetric about the cruise chord line of the tail. The leading edge element can be pivoted and/or extended to create a gap with the main (fixed) element. The movable leading edge element is used to increase the maximum yawing moment provided by the vertical tail. The maximum yawing moment is increased when air flow is incident from either side of the vertical tail. | ||||||
| 156 | Aircraft tail assembly | US11904628 | 2007-09-27 | US07896289B2 | 2011-03-01 | Jorge Pablo Verde Preckler; José Alberto Cabello Moreno |
| An aircraft tail assembly planform comprising curvilinear leading edges (21) and trailing edges (22), with an aircraft tail assembly configuration in which the hinge line (13) is rectilinear and has a non-constant percentage with respect to the chord (50) in each section (51), being the front (11) and rear (12) spars rectilinear with a non-constant percentage with respect to the chord (50) in each section (51), or being these spars (11, 12) curvilinear with a constant or non-constant percentage with respect to the chord (50) in each section (51). Moreover, the invention describes an aircraft tail assembly planform comprising rectilinear leading edges (21) and trailing edges (22), in which the hinge line (13) has a non-constant percentage with respect to the chord (50) in each section (51), being the front (11) and rear (12) spars rectilinear, with a constant or non-constant percentage with respect to the chord (50) in each section (51), or being these spars (11, 12) curvilinear, with a constant or non-constant percentage. | ||||||
| 157 | SUPPORT STRUCTURE FOR A WING | US12063699 | 2006-08-16 | US20100170995A1 | 2010-07-08 | Christian Maenz |
| A support structure for an aircraft, includes one or several bar elements and one or several junction elements. At least one bar element includes a transition region which can be made to engage at least one junction element. When the transition region of the bar element engages at least one junction element, centric force transmission takes place between the bar element and the junction element. | ||||||
| 158 | Aircraft attitude control configuration | US11595525 | 2006-11-09 | US07581696B2 | 2009-09-01 | 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 thruster mounted to an aircraft for thrusting air, a first control surface kinematically coupled to the aircraft at a position downstream of the thruster, and a second control surface kinematically coupled to the aircraft at a position downstream of the thruster, the second control surface being differentially movable with respect to the first control surface such that a portion of the thrusted air from the thruster generates a first vector force on the first control surface and another portion of the thrusted air generates a second vector force on the second control surface, so that the first and the second vector forces provide a net roll moment about the Y-Roll axis. | ||||||
| 159 | Lateral Force Joint | US11989350 | 2006-05-11 | US20090200424A1 | 2009-08-13 | 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. | ||||||
| 160 | Rudder unit connection to a fuselage without a bolt-fairing structure | US11018083 | 2004-12-21 | US07562845B2 | 2009-07-21 | 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. | ||||||
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