83results about "Jet flaps" patented technology

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.

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.

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 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.

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 invention relates to the technical field of aircrafts, and discloses an air blowing adjusting structure for a rudder, an adjusting method of the air blowing adjusting structure and an aircraft, the air blowing adjusting structure comprises an air inlet cylinder, the air inlet cylinder is used for being connected with an air supply pipeline, and the air inlet cylinder comprises an air flow gate; at least part of the rotating body is rotatably connected to the air inlet cylinder, the rotating body comprises a first cavity and a second cavity, a first air inlet of the first cavity and a second air inlet of the second cavity are both communicated with the airflow gate, and the rotating body is connected with the rudder and rotates relative to the air inlet cylinder along with deflection of the rudder; the opening areas of the airflow gate, which are respectively communicated with the first air inlet and the second air inlet are adjusted; air flow is blown out to the corresponding blowing controllers through the first air outlet of the first cavity and the second air outlet of the second cavity. According to the scheme, the rudder is rotated to drive the rotating body connected with the rudder to rotate so as to change the amount of air blown into the air blowing controller, the structure is light and handy, the operation is convenient and fast, and the price is low.

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 relates to a wing assembly (10) for an aircraft having a fuselage and at least one pair of wings, the wing assembly (10) defining a flow direction (F), with respect to which the wing assembly (10) is configured to generate lift for the aircraft, the wing assembly (10) comprising: a main portion (12) configured to be fixedly attached to the fuselage so as to extend from the fuselage in the direction of extension of the wings; and a plurality of flap portions (14), each having a body portion (16), pivotally attached to the main portion (12) by pivot means (18) so as to be individually pivotable about a pivot axis (A) through a range of angular orientations including a horizontal orientation and a vertical orientation, such that in the horizontal orientation, the body portion (16) of the flap portion (14) is substantially aligned with the main portion (12) to form an elongated, substantially continuous cross-section, and in the vertical orientation, the flap portion (14) is angled downwardly relative to the main portion (12). The invention further relates to an aircraft equipped with at least one pair of such wing assemblies.

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 invention relates to a computer implemented method for controlling an aircraft, the aircraft having multiple control effectors, the method comprising: determining a global force and / or moment allocation required to control movement of the aircraft, the global force and / or moment allocation relating to a net force and / or moment to act on the aircraft; determining a local force and / or moment allocation, the local force and / or moment allocation relating to a force and / or moment contribution to the net force provided by at least one of the control effectors; and controlling at least one of the control effectors to generate the determined local force and / or moment. The invention also relates to an aircraft comprising a processor and memory storing computer code which, when executed on the processor, performs the method.

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.

An ejector system for propelling a vehicle. The system includes a diffusing structure and a duct coupled to the diffusing structure. The duct includes a wall having openings formed therethrough and configured to introduce to the diffusing structure a primary fluid produced by the vehicle. An airfoil is positioned within the flow of the primary fluid through the openings to the diffusing structure.

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.