33results about "Jet flaps" patented technology

An aircraft may comprise propulsors. The propulsors may be integrated into an array of propulsors. An array of propulsors may be integrated in an airfoil of the aircraft. The aircraft may include a flow turning control system. The flow turning control system may include an end wall and one or more movable flaps. The flow turning control system may enable selective flow turning of the flow of propelled by the array of propulsors. The selective flow turning may include actuating the one or more movable flaps. The selective flow turning may achieve flow turning of over a trailing edge of a movable flap.

An aircraft may comprise propulsors. The propulsors may be integrated into an array of propulsors. An array of propulsors may be integrated in an airfoil of the aircraft. The aircraft may include a flow turning control system. The flow turning control system may include an end wall and one or more movable flaps. The flow turning control system may enable selective flow turning of the flow of propelled by the array of propulsors. The selective flow turning may include actuating the one or more movable flaps. The selective flow turning may achieve flow turning of over a trailing edge of a movable flap.

The ducted wing is configured to be connected to an aircraft. The ducted wing includes jet foils arranged in an integrally continuous array. Each jet foil includes a propulsion fan, an upper wing portion, and a lower wing portion extending beyond an end of the upper wing portion. Each jet foil includes a duct formed between the upper wing portion and the lower wing portion, and the propulsion is within the duct. Further, each jet foil may have one or more flaps at a leading edge or a trailing edge of the jet foil. The jet foil may have a flap that controls either an inlet area or an outlet area of the propulsion fan, and a flap that controls so that the aircraft can operate in any of a plurality of different takeoff modes.

The invention discloses a low-loss high-efficiency aircraft control surface jet flow exciter in the technical field of jet flow flowing control, and particularly comprises a jet flow cavity and a jet flow seam, the jet flow cavity is arranged in a control surface in the spanwise direction of the control surface, and the jet flow seam is arranged on the upper surface of the control surface in the spanwise direction of the control surface; a transition runner is arranged between the jet flow seam and the jet flow cavity, one end of the transition runner is communicated with the jet flow seam, the other end of the transition runner is communicated with the jet flow cavity, and the transition runner partially extends into the jet flow cavity. By means of the mode that the transition flow channel extends into the jet flow cavity, flow separation at the joint position of the transition flow channel and the jet flow cavity is effectively avoided, so that it is guaranteed that compressed air can restrain flow separation on the control surface, and the lift coefficient of the whole aircraft is increased.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

An aircraft is disclosed. The aircraft includes a first pair of wings, each wing in the first pair of wings including one or more actuating flaps configured to move to facilitate the aircraft transitioning between a forward cruise mode and a vertical hover mode, and operating in one of the forward cruise mode or the vertical hover mode. The aircraft further includes a second pair of wings, and one or more propellers coupled to the second pair of wings and oriented horizontally to provide upward lift.

A ducted wing is configured to be connected to an aircraft. The ducted wing includes an array of integrated jetfoils. Each jetfoil includes a propulsor fan, an upper wing portion, and a lower wing portion that extends past an end of the upper wing portion. Each jetfoil includes a duct formed between the upper wing portion and the lower wing portion where the propulsor is within the duct. Furthermore, each jetfoil may have one or more flaps at the leading edge or the trailing edge of the jetfoil. The jetfoil may have flaps that control either the inlet area or the outlet area of the propulsor fan as well as flaps that control whether the aircraft can operate in one of a plurality of different takeoff modes.

The present invention reduces air drag, thereby increasing a lift-to-drag ratio, which is a ratio of a lift value to a drag value, and improving fuel efficiency. The present invention comprises: wings 3 provided to a fuselage 2; gurney flaps 4 for generating lift, which are provided to the wings 3; and propellers 5 which accelerate fluid and are provided to the wings 3. The propellers 5 are arranged so as to accelerate fluid flow, generating lift on the basis of the gurney flaps 4. The fluid flow, which generates lift on the basis of the gurney flaps 4, is directly accelerated, keeping drag low and increasing the lift-to-drag ratio.

An airfoil having a leading-edge and a trailing edge as well as a suction side and a pressure side is provided. The suction side including an injector slot towards the leading-edge. There may be at least one additional slot towards the trailing edge. The airfoil may be configured for an aircraft. A method of operating an aircraft using such airfoil is also provided.

The invention relates to a computer-implemented method for controlling an aircraft, the aircraft having a plurality of control actuators, the method comprising: determining a global force and / or moment distribution required to control a movement of the aircraft, the global force and / or moment distribution relating to a net force and / or moment acting on the aircraft; determining a local force and / or torque distribution, said local force and / or torque distribution relating to a force and / or torque contribution to said net force provided by at least one of said control actuators; and controlling at least one of the control actuators in order to generate the determined local force and / or torque. The invention also relates to an aircraft comprising a processor and a memory storing computer code which, when executed on the processor, executes the method.

A propulsion system coupled to a vehicle. The system includes an ejector having an outlet structure out of which propulsive fluid flows at a predetermined adjustable velocity. A control surface having a leading edge is located directly downstream of the outlet structure such that propulsive fluid from the ejector flows over the control surface.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

The present invention relates to an integrated controller unit for controlling at least one engine motor and at least one servo motor, comprising: a power link section for connecting the controller unit to an external power source and for powering individual sections of the controller unit; a data link section for connecting the controller unit to an external data source; a computing section operably connected to the power link section and the data link section for receiving data from the external data source, for performing a computing task based on the received data and for outputting control commands; an engine interface section for driving the at least one engine motor; and a servo interface section for driving the at least one servo motor; wherein the engine interface section and the servo interface section are both operably connected to the computing section and adapted to drive the at least one engine motor and the at least one servo motor, respectively, based on the control commands output by the computing section.

An ejector system is constructed of a soft yet strong material such as silicone-based material which can be pressed to conform within a small space and stowed when inactive and can be expanded or stretched by mechanical, pneumatic or hydraulic means when in operation. One or more embodiments of the present invention disclosed in this application relate to an adaptive propulsive system that specifically operates in conjunction with an air compressor or fan.

An aircraft may comprise ducted fans. The ducted fans may be an array of ducted fans. An array of ducted fans may be integrated in a wing of the aircraft. A ducted fan may be integrated in a horizontal tail of the aircraft. The wing may include a movable edge, such as a flap, to provide both exhaust area and flow turning control. The movable edge may be articulated by pivoting the movable edge. The movable edge may be extended and retracted.

An aircraft may include a ducted fan. The ducted fan may be an array of ducted fans. An array of ducted fans may be integrated in a wing of an aircraft. The ducted fan may be integrated in a horizontal tail of an aircraft. The wing may include a movable edge, such as a flap, to provide both an exhaust area and flow steering control. The movable edge may be hinged by pivoting the movable edge. The movable edge may extend and retract.

The invention is related to a ducted engine (10) for a vertical take-off and landing aircraft (100) having an engine inlet section (20) and an engine outlet section (40), and wherein the engine outlet section (40) comprises a moveable nozzle (42) being moveable between at least one cruise position (CP) and at least one hover position (HP), the engine inlet section (20) having an inlet opening area (IA) and the engine outlet section (40) of the nozzle (42) having a cruise opening area (CA) with the nozzle (42) in cruise position (CP) and a hover opening area (HA) with the nozzle (42) in hover position (HP), wherein the hover opening area (HA) is larger than the cruise opening area (CA), and wherein the hover opening area (HA) has a hover relation (HR) to the inlet opening area (IA) between 0.8 and 1.5 and the cruise opening area (CA) has a cruise relation (CR) to the inlet opening area (IA) between 0.5 and 1.2.

Present invention relates to a lift assembly (300) in an aerial vehicle. The lift assembly (300) comprises a wing (102) and at least a vertical rotor (118) disposed below the wing (102). A vertical axis (121) of the vertical rotor (118) is positioned within a wing span of the wing (102). The vertical rotor (118) is operational during forward flight of the aerial vehicle. A placement distance (122) between the leading edge (108) and the vertical axis (121) of the vertical rotor (118) is a factor of RPM of the rotor (118), angle of attack (116) of the wing, and a wing chord (117). The lift assembly (300) produces enhanced lift higher than the sum of lift produced by the wing (102) and the rotor (118) individually, which enables the provision of small wings and hence incur reduced drag.

An aircraft includes a fuselage and a primary airfoil having a first upper surface. The first upper surface has a recess disposed therein. A conduit is in fluid communication with recess. An ejector is disposed within the recess. The ejector is configured to receive compressed air via the conduit. The ejector is further configured to produce a propulsive efflux stream. A secondary airfoil is coupled to the primary airfoil and has a second upper surface. The ejector is positioned such that the efflux stream flows over the second surface. The second surface is oriented so as to entrain the efflux stream to flow in a direction substantially perpendicular to the first upper surface.

The disclosure relates to an aircraft comprising propulsors integrated into an array of propulsors. An array of propulsors is integrated in an airfoil 1804 of the aircraft. The aircraft further includes a flow turning control system. The flow turning control system includes an end wall 1848 and movable flaps 1812, 1810. The flow turning control system enables selective flow turning of the flow propelled by the array of propulsors. The selective flow turning includes actuating the movable flaps. The selective flow turning achieves flow turning by at least 90 degrees, over a trailing edge of the second one of the movable flaps aftward of an exhaust area defined by the array.

The invention relates to aviation equipment, specifically to aircraft control devices and systems for controlling the aircraft moving in the Earth's atmosphere. The technical task of the invention is to create a new aircraft control system that ensures increased efficiency in the control and stabilization of the aircraft's movement. To solve the technical problem, the aircraft control system contains two identical modules in the form of a wing unit (7, 8), each of which contains a fan air blower and an aerodynamic special-shaped wing (4) positioned in the airflow of the blower, connected to it and designed in the form of a double-curved open surface; a straightener; a framing cylindrical fairing; in accordance with the invention, two identical modular wing units (7, 8) are symmetrically located relative to the longitudinal plane of symmetry of the aircraft and connected to each other by a rigid cross-sectional (1) power element, which is equipped with fastening elements for rigid attachment to the aircraft body. The wing unit (7, 8) contains "i" number of special-shaped wings (4), where "i" ranges from 3 to 7, and each wing is characterized as a sector wing. The proposed object in the form of a control system with two wing units (7, 8) placed on the aircraft allows, for control purposes, to change the direction and value of the cross-wind aerodynamic forces and moments of the aircraft, which is achieved by the fact that, in such a design of the wing units (7, 8) and the movable sector wings (4) installed in them, circular movements around the longitudinal axis of the fan rotation can be performed, and the areas of adjacent sector wings (4) interacting with the high-energy airflow of the fan can be combined by side flange interlocking. The structural components of the claimed object meet special conditions.

A craft comprises at least one hull; at least one wing coupled to the hull(s), wherein the at least one wing comprises a port side section and a starboard side section; a blown wing propulsion system comprising a plurality of propellers arranged along the port side section and the starboard side section of the at least one wing and configured to generate lift on the craft by blowing air over the at least one wing; and a control system configured to control a respective rotation rate of each propeller of the plurality of propellers. The control system is configured to, after receiving an indication to reduce airspeed of the craft, control the respective rotation rate of each propeller of a first subset of propellers to be a first rotation rate that is lower than a second rotation rate at which each propeller of a second subset of propellers rotate.

A vertical take-off and landing aircraft with a multi-element lifting system with integrated propulsion. The multi-element lifting system may have an upper wing element, a lower wing element, and a control wing element which is located below the upper wing element and above, and rearward of, the lower wing element. The system uses internal propulsion units, such as internal ducted fans, which flow air below the upper wing element and above the lower wing element such that the air flows through the multi-element lifting system. The control wing element may be articulated to route air vertically downward to allow for short or vertical take-off and landing. An aircraft with a multi-element wing assembly and a multi-element tail assembly raised above the wing assembly. An aircraft which resides on the ground with the wing assembly and the tail assembly pitched up.

Disclosed is an airfoil having a leading edge and a trailing edge as well as a suction side and a pressure side, the suction side comprising an injector slot towards the leading edge. There may be at least one additional slot towards the trailing edge. The airfoil may be configured for an aircraft. Also disclosed is a method of operating an aircraft using such airfoil.

Aerodynamic lifting structures, such as aircraft wings, having embedded engines and associated methods and systems are disclosed herein. A wing assemblies configured in accordance with embodiments of the present technology can include, for example, an upper wing portion, a lower wing portion, and a plurality of independent ducts positioned between the upper wing portion and the lower wing portion. Each duct can extend between a corresponding inlet positioned toward a leading portion of the wing assembly and a corresponding outlet positioned toward a trailing portion of the wing assembly. The wing assembly can further include a plurality of fans and a plurality of electric motors operably coupled to the plurality of fans. The fans and electric motors are positioned in the corresponding individual ducts and the fan is rotatable to propel fluid received in the inlet through the duct to create lift.

An aircraft (1) has a wing (2) with two half-wings (3, 4), at least three propeller drives (5) arranged side by side on a leading edge of each half-wing (3, 4), the propellers (18) of which rotate about propeller axes (17) and whose propeller wakes blow on the respective half-wing (3, 4), and a landing flap (7, 8) arranged on a trailing edge (6) of each half-wing (3, 4). When the aircraft (1) lands, the landing flaps (7, 8) are extended, and at least one of the propeller drives (5), which is arranged on the respective half-wing (3, 4) in front of the extended landing flap (7, 8), generates a primary propeller thrust in the forward direction of its propeller axis (17) that is at least 15% greater than that generated on the respective half-wing (3, 4) not in front of the extended landing flap (7, 8).