CN114715381B - Tail wing device for yaw and pitch adjustment of aircraft - Google Patents
Tail wing device for yaw and pitch adjustment of aircraft Download PDFInfo
- Publication number
- CN114715381B CN114715381B CN202210616253.6A CN202210616253A CN114715381B CN 114715381 B CN114715381 B CN 114715381B CN 202210616253 A CN202210616253 A CN 202210616253A CN 114715381 B CN114715381 B CN 114715381B
- Authority
- CN
- China
- Prior art keywords
- piece
- adjusting
- aircraft
- angle
- yaw
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/10—Stabilising surfaces adjustable
Abstract
The invention discloses a tail wing device for yaw and pitch adjustment for an aircraft, which comprises: a first fixing member; the second fixing piece is fixedly connected with the first fixing piece or integrally formed; the yaw adjusting mechanism is at least partially arranged on the first fixing piece and used for adjusting the navigation angle of the aircraft; and the pitch adjusting mechanism is at least partially arranged on the second fixing piece and is used for adjusting the pitch angle of the aircraft. The invention realizes the decoupling control on hardware for the yaw angle and the pitch angle of the aircraft, so that the control accuracy is improved; the yaw angle and the pitch angle of the aircraft are respectively controlled in a grading manner, so that the control is faster and more accurate, and the complexity of a control algorithm is reduced; the structure is simple, and the volume is small; the real-time performance and the maneuverability of the control of the aircraft are improved.
Description
Technical Field
The invention relates to the technical field of aircraft control, in particular to an empennage device for adjusting yaw and pitch for an aircraft.
Background
When the ornithopter is installed, a yaw adjusting mechanism and a pitch adjusting mechanism are generally installed on a tail wing part. The yaw adjusting mechanism is used for adjusting the navigation direction of the aircraft, and the pitch adjusting mechanism is used for adjusting the pitch angle of the aircraft. The control method of the yaw adjusting structure is generally automatically controlled and adjusted.
And the pitching adjusting structure of the aircraft cannot adjust the pitching angle of the aircraft in real time in the flying process. Typically, the personnel set a fixed pitch adjustment angle based on personal experience in conjunction with the flight environment. By the operation, the yaw and pitch adjusting precision of the aircraft is not high.
Disclosure of Invention
In order to solve the defects of the prior art, the invention aims to provide a tail wing device for yaw and pitch adjustment of an aircraft, which has the advantages of decoupling control on a pitch angle and a yaw angle and higher control precision.
In order to realize the purpose, the invention adopts the following technical scheme:
a tail device for yaw and pitch adjustment for an aircraft, comprising: a first fixing member; the second fixing piece is fixedly connected with the first fixing piece or integrally formed; the yaw adjusting mechanism is at least partially arranged on the first fixing piece and used for adjusting the navigation angle of the aircraft; and the pitch adjusting mechanism is at least partially arranged on the second fixing piece and is used for adjusting the pitch angle of the aircraft.
Furthermore, the yaw adjusting mechanism comprises a first adjusting piece and a second adjusting piece, the first adjusting piece is used for roughly adjusting the navigation angle of the aircraft, the second adjusting piece is used for finely adjusting the navigation angle of the aircraft, the first adjusting piece is arranged on the first fixing piece, and the second adjusting piece is arranged on the first fixing piece.
Further, the pitching adjusting mechanism comprises a fourth adjusting piece used for roughly adjusting the pitching angle of the aircraft and a third adjusting piece used for finely adjusting the pitching angle of the aircraft, the third adjusting piece is arranged on the second fixing piece, and the fourth adjusting piece is arranged on the second fixing piece.
Furthermore, the first adjusting piece comprises a first windward piece and a first connecting piece, and the first connecting piece connects the first windward piece to the first fixing piece; the second adjusting piece comprises a second windward piece and a second connecting piece, and the second windward piece is connected to the first fixing piece through the second connecting piece.
Furthermore, the third adjusting piece comprises a third windward piece and a third connecting piece, and the third connecting piece connects the third windward piece to the second fixing piece; the fourth adjusting piece comprises a fourth windward piece and a fourth connecting piece, and the fourth connecting piece connects the fourth windward piece to the second fixing piece.
Further, the aircraft comprises a preset angle alpha, and when the yaw angle is larger than or equal to the preset angle alpha, the first adjusting piece is used for adjusting the navigation angle of the aircraft; and when the yaw angle is smaller than the preset angle alpha, the second adjusting piece is used for adjusting the navigation angle of the aircraft.
Further, the preset angle α is 12 ° or more and 18 ° or less.
Further, the aircraft comprises a preset angle beta, and when the deviation of the pitching angle is larger than or equal to the preset angle beta, the pitching angle of the aircraft is adjusted by using a fourth adjusting piece; and when the yaw angle is smaller than the preset angle beta, the third adjusting piece is used for adjusting the pitch angle of the aircraft.
Further, the preset angle β is 12 ° or more and 18 ° or less.
Further, the ratio of the distance from the second connecting piece to the second fixing piece to the length of the first connecting piece in the vertical direction is greater than or equal to 0.36 and less than or equal to 0.58.
The empennage device for yaw and pitch adjustment of the aircraft can realize hardware decoupling control on the yaw angle and the pitch angle of the aircraft, so that the control accuracy is improved; the yaw angle and the pitch angle of the aircraft are respectively controlled in a grading manner, so that the control is faster and more accurate, and the complexity of a control algorithm is reduced; the structure is simple, the volume is small, and the use is convenient; the real-time performance and the maneuverability of the control of the aircraft are improved.
Drawings
Fig. 1 is an overall schematic view of a tail device according to an embodiment of the present invention.
Fig. 2 is a left side view of a tail device in an embodiment of the present invention.
Fig. 3 is a top view of a tail arrangement according to an embodiment of the invention.
Detailed Description
In order to make the technical solution of the present invention better understood, the technical solution of the embodiment of the present invention will be clearly and completely described below with reference to the attached drawings in the embodiment of the present invention.
Fig. 1 shows a tail device 100 comprising a yaw adjustment mechanism 11, a pitch adjustment mechanism 12, a first fixing 13 and a second fixing 14. Wherein the yaw adjusting mechanism 11 is at least partially disposed on the first fixing member 13, and is used for adjusting the navigation angle of the aircraft when the aircraft is in yaw. The pitch adjustment mechanism 12 is at least partially disposed on the second mount 14, and the pitch adjustment mechanism 12 is configured to adjust the pitch angle of the aircraft when the aircraft is biased at the pitch angle. The first fixing member 13 is fixedly connected with the second fixing member 14 or integrally formed. The second attachment member 14 is also connected to the aircraft. For the sake of clarity of the description of the technical solution of the present application, the front, rear, left, right, up, and down directions shown in fig. 1 are taken as the front, rear, left, right, up, and down directions of the tail device 100 in the present embodiment.
As shown in fig. 1 and 2, the first fixing member 13 is disposed substantially perpendicular to the second fixing member 14. The length of the first attachment 13 in the front-rear direction is set to L1, and the length of the second attachment 14 in the front-rear direction is set to L2. The distance in the front-rear direction between the front end of the first fixing piece 13 and the front end of the second fixing piece 14 is set to L3. As one implementation, the ratio of L1 to L2 is set to 0.17 or greater and 0.32 or less. Further, the ratio of L1 to L2 is set to 0.19 or more and 0.29 or less. Further, the ratio of L1 to L2 is set to 0.21 or more and 0.26 or less. The ratio of L3 to L2 is set to 0.4 or more and 0.75 or less. Further, the ratio of L3 to L2 is set to 0.45 or more and 0.7 or less. Further, the ratio of L3 to L2 is set to 0.5 or more and 0.65 or less. In this implementation, the position of the pitch adjustment mechanism 12 on the second fixing member 14 is easier to set, and the pitch adjustment mechanism 12 and the yaw adjustment mechanism 11 have less influence on each other.
The length of the first fixing piece 13 in the up-down direction is set to L4. As one implementation, the ratio of L4 to L3 is set to 0.39 or greater and 0.72 or less. Further, the ratio of L4 to L3 is set to 0.44 or more and 0.66 or less. Further, the ratio of L4 to L3 is set to 0.5 or more and 0.6 or less. In this implementation, the overall size of the tail device 100 is more easily adjusted, and the position of the yaw adjusting mechanism 11 on the first fixing member 13 is more conveniently set.
The yaw adjustment mechanism 11 includes a first adjustment member 111 and a second adjustment member 112. The first adjustment member 111 is at least partially disposed on the first fixing member 13, and the first adjustment member 111 is used to adjust the cruising angle of the aircraft when the yaw angle is large. The second adjustment member 112 is at least partially disposed on the first fixing member 13, and the second adjustment member 112 is used to adjust the cruising angle of the aircraft when the yaw angle is small. Specifically, when the yaw angle is greater than or equal to a preset schedule α (not shown in the figure), the first adjusting part 111 is used for adjusting the navigation angle of the aircraft; when the yaw angle is less than the preset angle α, the second adjustment member 112 is used to adjust the cruising angle of the aircraft. Wherein the preset angle α is set to 12 ° or more and 18 ° or less. Further, the preset angle α is set to 13 ° or more and 17 ° or less. Further, the preset angle α is set to 14 ° or more and 16 ° or less. In the embodiment, the navigation angle of the aircraft is adjusted in a grading manner, so that the complexity of a control algorithm is reduced, and the adjustment accuracy of the navigation angle of the aircraft is improved.
Specifically, the first adjustment member 111 includes a first windward blade 1111 and a first connection member 1112. The first connecting member 1112 is configured to connect the first windward piece 1111 to the first fixing member 13. The first windward blade 1111 can rotate about the first link 1112 to adjust the angle at which the aircraft is sailing. The second adjustment member 112 includes a second windward piece 1121 and a second link member 1122. The second connecting member 1122 is used to connect the second windward piece 1121 to the first fixing member 13, and the second windward piece 1121 can rotate around the second connecting member 1122, so as to adjust the navigation angle of the aircraft. As an implementation manner, the first windward piece 1111 has a substantially fan-shaped structure, the second windward piece 1121 has a substantially fan-shaped structure, and an outer contour of a lower end of the first windward piece 1111 is substantially identical to an outer contour of an upper end of the second windward piece 1121. In this implementation, the first adjusting member 111 is easier to manufacture, the yaw adjusting mechanism 11 is more conveniently disposed at the first fixing member 13, and the entire yaw adjusting mechanism 11 is more beautiful. The ratio of the area of the first windward piece 1111 to the area of the second windward piece 1121 is set to 1.4 or more and 2.6 or less. Further, the ratio of the area of the first windward piece 1111 to the area of the second windward piece 1121 is set to 1.6 or more and 2.4 or less. Further, the ratio of the area of the first windward sheet 1111 to the area of the second windward sheet 1121 is set to 1.8 or more and 2.2 or less. In this embodiment, this implementation improves the accuracy of the adjustment of the angle of flight of the aircraft. It can be understood that the ratio of the area of the first windward piece 1111 to the area of the second windward piece 1121 can also be adaptively adjusted according to the adjustment precision requirement, the adjustment angle requirement and the position distribution requirement of the aircraft.
As one implementation, the first connection 1112 includes a first connection structure 1112a and a first control structure 1112 b. The first windward piece 1111 is connected to the first fixing member 13 through a first connection structure 1112 a. The first connection structure 1112a may be configured as a hinge structure, that is, the first windward piece 1111 is hinged to the first fixing element 13 through the hinge structure. The first control structure 1112b includes a first signal receiver (not shown) and a first controller (not shown), and the first signal receiver is electrically connected to the first controller. The aircraft is provided with a detection device (not shown in the figure) and a control circuit (not shown in the figure), when the detection device detects that the navigation angle of the aircraft and the preset navigation angle of the aircraft deflect and the deflection angle is larger than or equal to the preset angle alpha, the control circuit sends a control signal, and after the first signal receiver receives the control signal, the first controller controls the first windward piece 1111 to enable the first windward piece 1111 to rotate around the first connecting piece 1112, so that the navigation angle of the aircraft is adjusted. Wherein, the first controller can be set as an electromagnetic steering engine.
It is understood that the structure of the second connecting member 1122 is substantially the same as the structure of the first connecting member 1112, and the control manner of the second wind-facing blade 1121 is substantially the same as the control manner of the first wind-facing blade 1111, and thus the detailed description thereof is omitted.
As an implementation manner, when the first controller is configured as an electromagnetic steering engine, the first connection member 1112 is substantially connected to the upper end of the first windward piece 1111, and the second connection member 1122 is substantially connected to the lower end of the second windward piece 1121. In this implementation, the magnetic field generated by the coil of the electromagnetic steering engine in the first connector 1112 and the magnetic field generated by the coil of the electromagnetic steering engine in the second connector 1122 have less influence on each other, so that the adjustment accuracy of the aircraft is higher.
As shown in fig. 1 and 3, the second fixing member 14 includes a link 141, a first strut 142, a second strut 143, a third strut 144, a fourth strut 145, a first side bar 146, and a second side bar 147. Wherein a connecting element 141 is arranged substantially at the midpoint of the first strut 142, which connecting element 141 is used to connect the tail device 100 to an aircraft. One end of the first strut 142 is connected to the first side bar 146, and the other end of the first strut 142 is connected to the second side bar 147. One end of the second strut 143 is connected to the first side bar 146, and the other end of the second strut 143 is connected to the second side bar 147. The pitch adjustment mechanism 12 is attached to the midpoint of the second strut 143. The axis of the second strut 143 is substantially parallel to the axis of the first strut 142. One end of the third strut 144 is connected to the first side bar 146 and one end of the third strut 144 is connected to the second side bar 147. One end of the first anchor 13 is disposed substantially at the midpoint of the third strut 144. The lower end of the first fixing member 13 is substantially perpendicular to the axis of the third strut 144. A first connecting rod 148 and a second connecting rod 149 are connected to the other end of the first fixing member 13. A first connecting rod 148 is connected with one end of the fourth strut 145, and a second connecting rod 149 is connected with the other end of the fourth strut 145; one end of the fourth strut 145 to which the first connecting rod 148 is connected to the first side rod 146, and one end of the fourth strut 145 to which the second connecting rod 149 is connected to the second side rod 147. The first connecting rod 148, the second connecting rod 149 and the fourth supporting rod 145 form a triangular structure, which can enhance the stability of the second fixing member 14. The axis of the fourth strut 145 is substantially parallel to the axis of the third strut 144. The pitch adjustment mechanism 12 is at least partially disposed at the midpoint of the fourth strut 145. The distance between the second bar 143 and the third bar 144 in the front-rear direction is set to L5, and the distance between the third bar 144 and the fourth bar 145 in the front-rear direction is set to L6. As one implementation, the ratio of L5 to L2 is set to 0.21 or greater and 0.39 or less. Further, the ratio of L5 to L2 is set to 0.24 or more and 0.36 or less. Further, the ratio of L5 to L2 is set to 0.27 or more and 0.33 or less. In this implementation, the pitch adjustment mechanism 12 is more convenient to set and does not affect the layout of other mechanisms. The ratio of L6 to L2 is set to 0.32 or more and 0.58 or less. Further, the ratio of L6 to L2 is set to 0.36 or more and 0.54 or less. Further, the ratio of L6 to L2 is set to 0.4 or more and 0.5 or less. In this implementation manner, the position of the pitch adjustment mechanism 12 on the first fixing element is more convenient, and the position of the first fixing element 13 on the second fixing element 14 is more convenient.
The pitch adjustment mechanism 12 includes a third adjustment member 121 and a fourth adjustment member 122. The third adjustment member 121 is at least partially disposed on the second strut 143 and the fourth adjustment member 122 is at least partially disposed on the fourth strut 145. The fourth adjustment member 122 is used to adjust the pitch angle of flight when the pitch angle yaw is large. The third adjustment member 121 is used to adjust the pitch angle of the aircraft when the pitch angle yaw is small. Specifically, when the yaw of the pitch angle is greater than or equal to a preset schedule β (not shown in the figure), the fourth adjusting element 122 is used to adjust the pitch angle of the aircraft; when the yaw of the pitch angle is smaller than a preset schedule β (not shown in the figure), the pitch angle of the aircraft is adjusted using the third adjusting member 121; wherein the preset angle β is set to 12 ° or more and 18 ° or less. Further, the preset angle β is set to 13 ° or more and 17 ° or less. Further, the preset angle β is set to 14 ° or more and 16 ° or less. The embodiment adopts a method of adjusting the pitching angle of the aircraft in a grading way, thereby reducing the complexity of a control algorithm. Meanwhile, in the embodiment, the aircraft is subjected to decoupling control on the navigation angle and the pitching angle of the aircraft, so that the accuracy of adjustment of the navigation angle and the pitching angle of the aircraft is further improved.
Specifically, the third adjusting member 121 includes a third windward plate 1211 and a third connecting member 1212. The third connector 1212 is used to connect the third windward piece 1211 to the second strut 143. The third windward plate 1211 can rotate about the third connector 1212 to adjust the pitch angle of the aircraft. The fourth adjuster 122 includes a fourth windward piece 1221 and a fourth link 1222. Wherein fourth link 1222 is adapted to connect fourth blade 1221 to fourth strut 145, and fourth blade 1221 is rotatable about fourth link 1222 to adjust the pitch angle of the aircraft. As one implementation, the outer contour of the third windward sheet 1211 substantially coincides with the outer contour of the fourth windward sheet 1221. The ratio of the area of the first windward piece 1111 to the area of the second windward piece 1121 is set to 2.1 or more and 3.9 or less. Further, the ratio of the area of the first windward piece 1111 to the area of the second windward piece 1121 is set to be 2.4 or more and 3.6 or less. Further, the ratio of the area of the first windward piece 1111 to the area of the second windward piece 1121 is set to 2.7 or more and 3.3 or less. Under this implementation, this implementation has improved the regulation accuracy nature of the navigation angle of aircraft. And the pitch adjustment mechanism 12 is more attractive in appearance. It can be understood that the ratio of the area of the third windward piece 1211 to the area of the fourth windward piece 1221 can also be adaptively adjusted according to the adjustment precision requirement, the adjustment angle requirement and the position distribution requirement of the aircraft.
As one implementation, the third connector 1212 includes a second connection structure 1212a and a second control structure 1212 b. The third windward plate 1211 is connected to the second rod 143 through the second connecting structure 1212 a. The second connecting structure 1212a may be configured as a hinge structure, that is, the third windward plate 1211 is connected to the second rod 143 through the hinge structure. The second control structure 1212b includes a second signal receiver (not shown) and a second controller (not shown), and the second signal receiver is electrically connected to the second controller. When the detecting device detects that the pitch angle of the aircraft deflects from the preset pitch angle of the aircraft and the deflection angle is greater than or equal to the preset angle β, the control circuit sends a control signal, and after the second signal receiver receives the control signal, the second controller controls the third windward piece 1211 to rotate the third windward piece 1211 around the third connecting piece 1212, so as to adjust the pitch angle of the aircraft. Wherein, the second controller can be set as an electromagnetic steering engine.
It is understood that the structure of the fourth connector 1222 is substantially the same as the structure of the third connector 1212, the volume of the fourth connector 1222 is larger than that of the third connector 1212, and the control manner of the fourth windward piece 1221 is substantially the same as that of the third windward piece 1211, and thus the description thereof is omitted.
As an implementation manner, when the first controller is configured as an electromagnetic steering engine, the first connecting element 1112 is substantially connected to the upper end of the first windward piece 1111, and the second connecting element 1122 is substantially connected to the lower end of the second windward piece 1121. In this implementation, the magnetic field generated by the coil of the electromagnetic steering engine in first connection 1112 and the magnetic field generated by the coil of the electromagnetic steering engine in second connection 1122 have less influence on each other, so that the adjustment accuracy of the aircraft is higher.
As shown in fig. 2, the distance in the up-down direction between the lower end of second link 1122 and second mount 14 is set to L7. As one implementation, the ratio of L7 to L4 is set to 0.32 or greater and 0.58 or less. Further, the ratio of L7 to L4 is set to 0.36 or more and 0.54 or less. Further, the ratio of L7 to L4 is set to 0.4 or more and 0.5 or less. When the second controller is set as an electromagnetic steering engine, the magnetic field generated by the electromagnetic coil in the second controller and the magnetic field generated by the electromagnetic coil of the first controller have larger mutual influence because the volume of the second controller is larger than that of the first controller. In this implementation, the magnetic field generated by the coil of the electromagnetic actuator in the fourth connector 1222 and the magnetic field generated by the coil of the electromagnetic actuator in the first connector 1112 have less influence on each other, so that the adjustment accuracy of the aircraft is higher.
It will be appreciated that modifications and variations are possible to those skilled in the art in light of the above teachings, and it is intended to cover all such modifications and variations as fall within the scope of the appended claims.
Claims (6)
1. A tail device for yaw and pitch adjustment for an aircraft, comprising:
a first fixing member;
the second fixing piece is fixedly connected with the first fixing piece or integrally formed;
the yaw adjusting mechanism is at least partially arranged on the first fixing piece and used for adjusting the navigation angle of the aircraft;
the pitch adjusting mechanism is at least partially arranged on the second fixing piece and is used for adjusting the pitch angle of the aircraft;
the yaw adjusting mechanism comprises a first adjusting piece for roughly adjusting the navigation angle of the aircraft and a second adjusting piece for finely adjusting the navigation angle of the aircraft, and the first adjusting piece and the second adjusting piece are respectively arranged on the first fixing piece along the vertical direction of the tail wing;
the aircraft comprises a preset angle alpha, and when the yaw angle is larger than or equal to the preset angle alpha, the first adjusting piece is used for adjusting the navigation angle of the aircraft; when the yaw angle is smaller than the preset angle alpha, the second adjusting piece is used for adjusting the navigation angle of the aircraft;
the pitching adjusting mechanism comprises a fourth adjusting piece for roughly adjusting the pitching angle of the aircraft and a third adjusting piece for finely adjusting the pitching angle of the aircraft, and the third adjusting piece and the fourth adjusting piece are respectively arranged on the second fixing piece;
the first fixing piece and the second fixing piece are arranged basically vertically;
the second fixing piece comprises a connecting piece, a first supporting rod, a second supporting rod, a third supporting rod, a fourth supporting rod, a first side rod and a second side rod, the connecting piece, the first supporting rod, the second supporting rod, the third supporting rod and the fourth supporting rod are arranged from front to back along the front-back direction of the tail wing, at least part of the third adjusting piece is arranged on the second supporting rod, and at least part of the fourth adjusting piece is arranged on the fourth supporting rod;
the aircraft comprises a preset angle beta, and when the deviation of the pitch angle is greater than or equal to the preset angle beta, the pitch angle of the aircraft is adjusted by using the fourth adjusting piece; and when the yaw angle is smaller than the preset angle beta, adjusting the pitch angle of the aircraft by using the third adjusting piece.
2. The fin device according to claim 1, wherein the first adjusting member includes a first windward plate and a first connecting member that connects the first windward plate to the first fixing member; the second adjusting piece comprises a second windward piece and a second connecting piece, and the second connecting piece connects the second windward piece to the first fixing piece.
3. The fin device according to claim 1, characterised in that the preset angle α is greater than or equal to 12 ° and less than or equal to 18 °.
4. A tail arrangement according to claim 1, characterised in that the third adjusting member comprises a third windward plate and a third connecting member, which connects the third windward plate to the second fixing member; the fourth adjusting piece comprises a fourth windward piece and a fourth connecting piece, and the fourth connecting piece connects the fourth windward piece to the second fixing piece.
5. The fin arrangement according to claim 1, characterised in that the preset angle β is greater than or equal to 12 ° and less than or equal to 18 °.
6. The tail device according to claim 2, wherein a ratio of a distance from the second attachment member to the second fixing member to a length of the first attachment member in the up-down direction is 0.36 or more and 0.58 or less.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210616253.6A CN114715381B (en) | 2022-06-01 | 2022-06-01 | Tail wing device for yaw and pitch adjustment of aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210616253.6A CN114715381B (en) | 2022-06-01 | 2022-06-01 | Tail wing device for yaw and pitch adjustment of aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114715381A CN114715381A (en) | 2022-07-08 |
| CN114715381B true CN114715381B (en) | 2022-08-26 |
Family
ID=82232373
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210616253.6A Active CN114715381B (en) | 2022-06-01 | 2022-06-01 | Tail wing device for yaw and pitch adjustment of aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114715381B (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN209938936U (en) * | 2019-04-19 | 2020-01-14 | 珠海市边锋智驱科技有限公司 | Aircraft and wing assembly |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB201012675D0 (en) * | 2010-07-29 | 2010-09-15 | Rolls Royce Plc | Aerospace vehicle yaw generating tail section |
| CN105151298B (en) * | 2015-09-28 | 2018-07-24 | 哈尔滨工业大学深圳研究生院 | The empennage regulating mechanism and flapping-wing aircraft that a kind of achievable pitching and yaw independently regulate and control |
| CN205381391U (en) * | 2016-03-15 | 2016-07-13 | 邢台捷龙航科机械科技有限公司 | Ultralight aircraft rudder face piggyback control structure |
| US20180141655A1 (en) * | 2016-11-23 | 2018-05-24 | Keith Wall | VTOL airplane or drone utilizing at least two tilting propellers located in front of wings center of gravity. |
| CN109159890B (en) * | 2018-10-29 | 2023-06-09 | 南京拓兴智控科技有限公司 | Single rotor vertical take-off and landing aircraft |
| CN110182352B (en) * | 2019-05-20 | 2021-03-19 | 浙江大学 | Air-floating unpowered long-endurance aircraft and control method thereof |
| US11332232B2 (en) * | 2019-08-29 | 2022-05-17 | The Boeing Company | Vertical tail structure having symmetry action slats |
| JP7185378B2 (en) * | 2020-09-04 | 2022-12-07 | 双葉電子工業株式会社 | Arithmetic processing unit, radio-controlled aircraft |
-
2022
- 2022-06-01 CN CN202210616253.6A patent/CN114715381B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN209938936U (en) * | 2019-04-19 | 2020-01-14 | 珠海市边锋智驱科技有限公司 | Aircraft and wing assembly |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114715381A (en) | 2022-07-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5785276A (en) | Actuated roll axis aerial refueling boom | |
| US7070148B2 (en) | Aerodynamic component for controlling a landing guide path of an aircraft | |
| US20200298963A1 (en) | Adjustable lift modification wingtip | |
| AU637387B2 (en) | A flap assembly | |
| US8579230B2 (en) | Attachment pylon for aircraft turboshaft engine, comprising rear flaps with mobile incidence | |
| EP0075966B1 (en) | Aileron system for aircraft and method of operating the same | |
| US5366180A (en) | High-lift device for aircraft | |
| US20080001036A1 (en) | Aerospace vehicle fairing systems and associated methods | |
| US8857363B2 (en) | Hydrofoil arrangement | |
| US6273363B1 (en) | Aircraft with a double-T tail assembly | |
| CN113212738A (en) | Method capable of adaptively adjusting focal point position in flight and aircraft | |
| US3790106A (en) | Flap system | |
| CN112722296A (en) | Unmanned aerial vehicle with double-launch magnetic detection layout of rear tail detection cabin | |
| CN114715381B (en) | Tail wing device for yaw and pitch adjustment of aircraft | |
| US11046418B2 (en) | Articulated empennage with ruddervator | |
| CN209108609U (en) | A kind of fixed-wing model plane structure based on carbon beam | |
| CN202414162U (en) | Micro flapping-wing air vehicle with front horizontal swing and front vertical swing | |
| CN114455067A (en) | Novel high lift device suitable for overlength wing flap | |
| CN113039122A (en) | Method for controlling an aircraft and aircraft (variants) | |
| US11292579B2 (en) | Articulated empennage with rudder and elevator | |
| CN206265289U (en) | A kind of aircraft pitch, rollover, yaw control system | |
| EP3248866A1 (en) | Yaw control in an aircraft | |
| US8308109B2 (en) | Aircraft structure | |
| CN102501971A (en) | Micro flapping wing aerobat with horizontal front wing and vertical front wing | |
| JPS6210879B2 (en) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |