| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 261 | 텍스처드 카울 플레이트 및 사용 방법 | KR1020160086171 | 2016-07-07 | KR102588159B1 | 2023-10-11 | |
| 262 | 수면에서 부유할 수 있는 구조물을 구비한 드론 | KR1020180041755 | 2018-04-10 | KR102032051B1 | 2019-10-14 | |
| 263 | 텍스처드 카울 플레이트 및 사용 방법 | KR1020160086171 | 2016-07-07 | KR1020170024527A | 2017-03-07 | 칼알.베르네티치; 제임스더블유.콜브레널; 마크에스.윌렌스키 |
| 복합재물품을제작하기위한시스템은복합재프리폼의복합재플라이와접촉하여배치되도록구성된수지습윤제어층을구비할수 있다. 수지습윤제어층은복합재플라이의플라이표면과상호보완적으로구성될수 있다. | ||||||
| 264 | 라미네이트 복합재 날개 구조물 | KR1020160004796 | 2016-01-14 | KR1020160088251A | 2016-07-25 | 찰스,조단; 샘페드로-톰슨,윌리엄엠.; 왓킨스,제시카엘.; 로아체,리안크리스토퍼; 갬블,마이클존; 다우니,타일러더블유.; 초이,웬델씨.케이.; 산티니,그레고리엠. |
| 날개는날개스킨(wing skin), 라미네이트복합재제 1 스트링거(stringer), 리브(rib), 및적어도하나의패스너(fastener)를포함할수 있다. 대부분의라미네이트복합재제 1 스트링거는, 날개스킨의내부표면에스택(stack)으로서구조적으로결합되며내부표면의일정부분을따라내부표면및 날개의날개길이(span-wise) 방향에일반적으로평행하게연장되는일반적으로평면인복수의플라이들의스태킹된보강재료를특징으로한다. 날개길이방향에일반적으로수직인평면에서볼 때제 1 스트링거는일반적으로중실의사다리꼴단면을가질수 있다. 리브는내부표면에인접하여위치될수 있고, 그리고날개길이방향에일반적으로수직하게연장할수 있다. 사다리꼴단면은리브플랜지와인터페이스될수 있다. 패스너는날개스킨, 사다리꼴단면및 리브플랜지를통해연장할수 있다. | ||||||
| 265 | 멀티로터 기반의 복합 무인 비행체의 주 날개 받음각 제어 시스템 | KR1020130000892 | 2013-01-04 | KR1020140089096A | 2014-07-14 | 윤광준 |
| The present invention relates to an angle of attack control system for a main wing of a complex unmanned air vehicle based on a multi-rotor, and the purpose of the present invention is to provide the angle of attack control system for the main wing of the complex unmanned air vehicle based on the multi-rotor, to reduce fuselage resistance generated during low speed flight by controlling the angles of attack of the main wing of the complex unmanned air vehicle based on the multi-rotor, thereby reducing energy consumption and increasing efficiency; and to shorten the time for a transition process, thereby improving flight stability. To achieve the purpose mentioned above, the angle of attack control system for the main wing of the complex unmanned air vehicle based on the multi-rotor according to the present invention comprises: a main wing device having a structure for high speed flight; a hub device connecting a multi-rotor system and the main wing device; and a flight control device adhered to the multi-rotor system and controlling the angles of attack of the main wing device by controlling a servo motor of the hub device. | ||||||
| 266 | LONGITUDINAL CONTROL SURFACE FOR AIRCRAFT, LONGITUDINAL CONTROL SYSTEM FOR AIRCRAFT, AND AIRCRAFT | PCT/BR2021050124 | 2021-03-24 | WO2022198285A1 | 2022-09-29 | DE CARVALHO BRUNO JAVIEL; PEREIRA JOÃO MARCELO SOUZA; SCALABRIN LEONARDO COSTA; DA SILVA THIAGO FELSKE |
| A longitudinal control surface (30) for an aircraft (10) is described, in particular a turboprop/propfan aircraft with engines (12) mounted on the rear of the fuselage (11). This longitudinal control surface (30) is positioned in the structure (20) linking the engine to the fuselage. Also described is a longitudinal control system for an aircraft (10) with engines (12) arranged on the rear of the fuselage (11) close to a vertical tail, this system including means for controlling the longitudinal control surfaces (30) and the control surfaces (40) for distributing the longitudinal and stability control of the aircraft between the two surfaces, and an aircraft (10) including such a system. | ||||||
| 267 | AÉRONEF SPATIAL À CONCEPTION ET ARCHITECTURE OPTIMISÉES | PCT/FR2020/050962 | 2020-06-05 | WO2020245549A1 | 2020-12-10 | PRAMPOLINI, Marco; BOURGOING, Alexis |
Un aéronef spatial (1) comporte un fuselage (3), deux ailes (4A, 4B) agencées de part et d'autre dudit fuselage (3), et deux nacelles (7A, 7B) agencées aux extrémités des ailes (4A, 4B) et portant chacune un empennage horizontal (8A, 8B) et un empennage vertical (9A, 9B), le fuselage (3) présentant une section transversale de taille variable le long de l'axe longitudinal (X-X) avec une section transversale maximale se trouvant à une position longitudinale située à l'avant de la position longitudinale des bords d'attaque (15A, 15B) des ailes (4A, 4B) au niveau du fuselage (3), permettant notamment d'aider à éviter une perte de stabilité statique longitudinale de l'aéronef spatial, ledit aéronef spatial (1) présentant ainsi une conception et architecture optimisées adaptées aux conditions sévères rencontrées par un tel aéronef spatial notamment lors d'une rentrée atmosphérique. |
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| 268 | STRUCTURE PROFILÉE ET TURBOMACHINE ASSOCIÉE | PCT/FR2019/050350 | 2019-02-15 | WO2019158876A1 | 2019-08-22 | GEA AGUILERA, Fernando; GRUBER, Mathieu, Simon, Paul; RIOU, Georges, Jean, Xavier |
L'invention concerne une structure profilée d'écoulement d'air comprenant un corps (62) et des régions (52) poreuses acoustiquement absorbantes, présentant un amont, un aval, un bord d'attaque (164) à l'amont et/ou un bord de fuite profilé à l'aval, et ayant, suivant une ligne de bord d'attaque (164a) et/ou une ligne de bord de fuite (164b), un profil (28) en serrations présentant une succession de dents (30) et de creux (32). Les régions (52) poreuses acoustiquement absorbantes forment, de façon localisée, des fonds pour les creux (32) et définissent ainsi, avec le corps (62), la ligne du profil (28) en serrations au bord d'attaque et/ou au bord de fuite. |
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| 269 | ФЮЗЕЛЯЖ И СПОСОБ УМЕНЬШЕНИЯ СОПРОТИВЛЕНИЯ | PCT/EA2012/000008 | 2012-09-11 | WO2013037379A1 | 2013-03-21 | КРЕЩИШИН, Геннадий Трофимович; КРЕЩИШИНА, Лариса Трофимовна |
Изобретение относится к авиационной технике и применимо для улучшения азродинамического качества вертолётов» самолётов в том числе, крупных аэробусов классической схемы я амфибий, экраволетев я судов на воздушна-, подушке, возможно, путем проведения ях модернизации. Технической задачей является уменьшения сопротивления полёту, возможно, в результате модервизадии вертолёта, самолёта, зкраволёта, судья на воздушной подушке. Технический результат достигается уменьшением плсщади контакта внешней поверхности хвостовой части фвзедяяа со скороотвым воздушным потоке», для чего упомянутую площадь контакта уменьшают путём увеличения площади отверстия в хвостовой частя фюзеляжа. Для увеличения подъёмной силы без увеличения оопротивления давления у аэродинамического канала дно выполняют выпуклнм в верх, например, выгнутым в верк по форме выпуклой стороны аэродинамического профиля» Верхнее отверстие в обшивке фюзеляжа для азредивамичеокого канала может быть размещено в пространстве вдоль средней части киля и выполненным разделении вдоль килем, направо и налево» например, пополам, Аародинамнческий канал выполнен сквозным и может быть открытым. Отверстие, совмещённое с передней верхней кромкой аэродинамического канала, выполнено большей площадп, чем заднее отверстие, чем его заднее отверстие, совмещённое с концом фюзеляжа, возможно в виде и путём среза конца фюзеляжа. |
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| 270 | AIRCRAFT COMPONENT MANUFACTURE AND ASSEMBLY | PCT/NZ2008/000065 | 2008-03-27 | WO2008121005A1 | 2008-10-09 | ANCILLOTTI, Lapo |
An aircraft with (I) a wing assembly primary each of three moulding, one providing a spar, a second most of the exterior including the leading edge, and a third at least most of the rear under surface and (II) a compatible fuselage. The wing assembly and its components also constitute the invention. |
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| 271 | SYSTEMS AND METHODS FOR REFUELING SPACECRAFT | PCT/US2006045561 | 2006-11-28 | WO2008066512A2 | 2008-06-05 | CHRISTY CRAIG A |
| Systems and methods for refueling spacecraft are disclosed herein. In one embodiment, a method for transferring propellant from a first spacecraft to a second spacecraft includes releasably connecting a first propellant conduit carried by the first spacecraft to a second propellant conduit carried by the second spacecraft, and releasably connecting a first ullage conduit carried by the first spacecraft to a second ullage conduit carried by the second spacecraft. The method can further include transferring propellant from a first propellant tank carried by the first spacecraft to a second propellant tank carried by the second spacecraft via the first and second propellant conduits. As the propellant is flowing from the first propellant tank to the second propellant tank, the method can additionally include transferring ullage from the second propellant tank to the first propellant tank via the first and second ullage conduits. | ||||||
| 272 | DIRECTIONAL CONTROL AND AEROFOIL SYSTEM FOR AIRCRAFT | PCT/AU1999/000874 | 1999-10-13 | WO00021828A1 | 2000-04-20 | |
| Aerofoil surfaces such as wing (10), tailplanes, rudders, etc may be mounted to an aircraft for rotation about axes (12) normal to the longitudinal axis of the aircraft and such that the centre of pressure (p) of the aerofoil surface is rearward of the axis of rotation. Bias means such as springs (15) urge the aerofoil towards a central position while permitting limited rotation of the aerofoil in response to aerodynamic forces. Conventionally controlled surfaces such as canard wings (25) or canard rudders, initiate directional changes. | ||||||
| 273 | ELASTIC SPRING ELEMENT | PCT/DE1998/003173 | 1998-10-29 | WO99022163A1 | 1999-05-06 | |
| An elastic spring element is made of ceramic reinforced with endless fibres. | ||||||
| 274 | ADDITIVELY MANUFACTURED ELLIPTICAL BIFURCATING TORSION SPRING | PCT/US2021048629 | 2021-09-01 | WO2022055766A1 | 2022-03-17 | CAMPBELL BENJAMIN K; CHADBOURNE ROBERT; DIPPEL RYAN; SHAW MICHAEL J |
| A 3D printed additively manufactured (AM) elliptical bifurcating torsion flexure assembly system includes a base section; elliptical bifurcating torsion springs, each including a bifurcated legs section supported by the base; a bifurcated elliptical torsion spring section contiguous with the bifurcated legs section; and a single upper section contiguous with the elliptical torsion spring section. The single upper section includes a connection component, and the device material includes Hot Isostatic Pressing (HIP) heat-treated Ti6A14V. The elliptical bifurcating torsion flexure assembly is printed as one part by a 3D additive manufacturing process, and the bifurcation maintains consistent balance while being torqued. The stiffness-spring rate of the device is at least partly controlled by varying cross-sectional shape and diameters by the 3D additive manufacturing printing. | ||||||
| 275 | AN AERONAUTICAL APPARATUS | PCT/US2019/040657 | 2019-07-04 | WO2020010287A1 | 2020-01-09 | BURNS, Kevin; BREHOB, Diana |
An aeronautical apparatus is disclosed that has two pairs of wings. Each wing has a thrust-angle motor. A propeller and propeller motor are coupled to each thrust-angle motor. Propeller pitch is controlled by a propeller-pitch motor. The thrust-angle motor allows the propeller axis of rotation to be parallel to the fuselage's longitudinal axis; vertical (perpendicular to longitudinal axis, as in well-known fixed-position, four-propeller drones); and any position between as well as a given range exceeding these bounds which is used for control. An electronic control unit is electronically coupled to the thrust-angle motors, propeller motors, and propeller-pitch motors, which can be independently controlled, to provide the desired thrust and trajectory. Such an apparatus can provide efficient operation in vertical take-off/landing (hovering) and forward (translational) flight modes. Control surfaces, such as ailerons, which are provided on airplanes, are unnecessary due to the many degrees of freedom in control. |
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| 276 | TURBOMACHINE À BEC DE SÉPARATION DE FLUX À PROFIL EN SERRATIONS INCLINÉES | PCT/FR2019/050349 | 2019-02-15 | WO2019158875A1 | 2019-08-22 | GEA AGUILERA, Fernando; FIACK, Matthieu; GRUBER, Mathieu, Simon, Paul |
Une turbomachine pour aéronef comprend une paroi (160) annulaire de séparation d'un flux d'air, en aval d'une soufflante amont (14), des premières aubes (24) fixes de guidage d'un flux primaire et des secondes aubes (26) fixes de guidage liées à la paroi (160) annulaire de séparation, la paroi étant pourvue d'au moins une structure profilée d'écoulement d'air présentant un bord d'attaque profilé ayant un profil (28) en serrations présentant une succession de dents (30) et de creux, telle que, le long du bord d'attaque depuis un premier endroit (21) vers un second endroit (23), les dents sont individuellement inclinées vers le second endroit, soit vers une orientation oblique du flux d'air, soit dans la direction de la ligne (240) de cambrure des premières aubes. Alternativement, les creux (32) sont angulairement interposés entre deux premières aubes circonférentiellement successives. |
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| 277 | 조인드윙형 무인항공기 | PCT/KR2016/002715 | 2016-03-17 | WO2017131284A1 | 2017-08-03 | 이희우 |
본 발명은 조인드윙형 무인항공기에 관한 것이다. 더욱 상세하게는, 동체; 상기 동체의 양측에 형성되며, 양 끝단이 상기 동체의 선미 방향을 향하는 삼각형 형태로 이루어지는 메인윙; 양 끝단은 상기 메인윙과 연결대로 연결되며 상기 메인윙의 상부에 배치되어 상기 메인윙과 함께 조인드윙 형태를 이루는 상부윙; 상기 상부윙에 구비되며 추진력을 발생시키는 프로펠러; 상기 메인윙의 상면 중앙부 및 상기 상부윙의 하면 중앙부와 결합되는 수직날개; 및 상기 수직날개의 후미에 회동 가능하게 구비되어 방향을 조절하는 방향타를 포함하는 것을 특징으로 한다. 본 발명에 의하면, 메인윙 및 상부윙의 형상에 의해 양력이 향상되어 좁은 공간에서도 용이하게 착륙할 수 있고, 비행 효율 및 이착륙 성능을 향상시킬 수 있는 효과가 있다. |
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| 278 | STABILIZER WITH STRUCTURAL BOX AND SACRIFICIAL SURFACES | PCT/US2013/065417 | 2013-10-17 | WO2014078006A1 | 2014-05-22 | SUCIU, Gabriel L.; CHANDLER, Jesse M. |
An aircraft includes a tail extending from a fuselage. The tail defines a structural box having first and second vertical stabilizers that support a horizontal stabilizer. The tail includes at least one sacrificial control surface and at least one primary control surface. The primary control surfaces maintain aircraft controllability in the event that the sacrificial control surface becomes inoperable. |
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| 279 | FUSELAGE AND METHOD FOR REDUCING DRAG | PCT/EA2012000008 | 2012-09-11 | WO2013037379A9 | 2013-05-16 | KRESHCHISHIN GENNADY TROFIMOVICH; KRESHCHISHINA LARISA TROFIMOVNA |
| The invention relates to aviation technology and can be used for improving the lift-drag ratio of helicopters and aeroplanes, including classically configured large airliners, and amphibious craft, aerodynamic ground-effect craft and hovercraft, possibly by modernization thereof. The technical problem addressed is that of reducing flight drag, possibly as a result of modernizing the helicopter, aeroplane, aerodynamic ground-effect craft or hovercraft. The technical result is achieved by reducing the contact area of the external surface of the tail part of the fuselage with a rapid air flow, for which the above-mentioned contact area is reduced by increasing the area of an opening in the tail part of the fuselage. In order to increase the lifting force without increasing the pressure resistance in an aerodynamic duct, the base is upwardly convex, for example is curved upwards following the shape of a convex side of an aerodynamic profile. The upper opening in the fuselage skin for the aerodynamic duct can be arranged in a space along the middle part of the rudder fin and is divided, for example in half, to the right and left along the rudder fin. The aerodynamic duct is continuous and can be open. An opening which is aligned with the leading upper edge of the aerodynamic duct has a larger area than a rear opening therein, which is aligned with the end of the fuselage, possibly in the form of and by means of a cut section in the end of the fuselage. | ||||||
| 280 | LIFTING FOIL | PCT/US2010/042372 | 2010-07-17 | WO2011016975A1 | 2011-02-10 | HOUCK, Ronald, G., II. |
A lifting foil having a lower trailing course having a margins and an upper leading course margins connected in a manner to enhance lift of the foil. |
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