64results about "Jet flaps" patented technology

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.

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.

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.

The invention relates to a control method for improving the anti-interference performance of an aircraft based on jet flow, belongs to the technical field of anti-interference of fixed-wing aircrafts, and solves the technical problems that a passive flow control method in the prior art cannot adjust the control effect according to the current situation in actual use and is poor in control effect under non-design working conditions. According to the control method, the requirement for safe and stable operation of the aircraft in complex environments such as water surface take-off and landing and gust disturbance is considered, and the active flow control lift-augmentation and drag-reduction method for jet wing circular rector control is used; the lift coefficient of the aircraft can be improved to the maximum extent, and meanwhile, the wave resistance or wind resistance of the aircraft is improved in a stable maneuverability mode.

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.

Consisting of a flap-type aerodynamic surface on the wing(s) (2) above the fuselage (1) of an aircraft with control surfaces (5) of the wing (2), the length of the device in the wing span direction being greater than or equal to the mid-chord of the flap, and comprising a thrust propeller engine (4), converting it into a propulsive flapper (3).

The invention relates to an improved deflection flap for a vehicle with a fuselage featuring an airfoil profile. The deflection flap at the bow is two-part. It includes a device for raising and lowering it.

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.

The invention relates to an improved hinged deflection panel for a vehicle comprising a fuselage having a wing profile. The hinged deflection panel at the front is a two-part piece. Also provided is a device for lifting and lowering.

The present application relates to the field of aircraft technology. The present application discloses an air blowing adjustment structure for a rudder, an adjustment method thereof, and an aircraft. The air blowing adjustment structure includes an air inlet cylinder, which is used to connect to an air supply pipeline and includes an air flow gate; a rotating body, which is at least partially rotatably connected to the air inlet cylinder, and includes a first chamber and a second chamber, wherein the first air inlet of the first chamber and the second air inlet of the second chamber are both connected to the air flow gate; the rotating body is connected to the rudder and rotates relative to the air inlet cylinder as the rudder deflects to adjust the area of ​​the opening of the air flow gate connected to the first air inlet and the second air inlet respectively; the air flow is blown out to the corresponding air blowing controller through the first air outlet of the first chamber and the second air outlet of the second chamber respectively. In this scheme, the rudder is rotated to drive the rotating body connected to the rudder to rotate to change the amount of gas blown into the air blowing controller, and the structure is light, the operation is convenient, and the price is low.

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 ejector system is composed of a soft but strong material such as a silicon-based material, and can be pushed in and accommodated to fit within a small space when inactive, and can be expanded or extended by mechanical, pneumatic, or hydraulic means during operation. One or more embodiments of the invention disclosed herein relate to an adaptive propulsion system that operates in particular in conjunction with a pneumatic compressor or a fan.

A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

The propulsion system includes at least one duct, where the duct is configured to carry and distribute motive fluid, and the duct is further configured to be folded when motive fluid is not supplied from the compressor and to expand when motive fluid is supplied from the compressor, at least one ejector in fluid communication with the at least one duct, where the compressor supplies compressed air to the at least one ejector to generate thrust, and the at least one ejector can be stored in a volume of the airfoil that streamlines the outside of the airfoil when not in use.

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 vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one fore conduit and at least one tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the fore conduit, coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element is coupled to the tail portion. A surface of the primary airfoil element is located directly downstream of the first and second fore ejectors such that the fluid from the first and second fore ejectors flows over the such surface.

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.

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.

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 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.

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.