Exhaust zone and flow diverter control

Abstract

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.

Description

Cross-reference to related applications

[0001] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 643,378, filed May 6, 2024, entitled "Aircraft and Variable Area Exhaust Trailing Edge"; and U.S. Provisional Patent Application No. 63 / 534,467, filed August 24, 2023, entitled "Jet Wing Delivery Drone"; each of these provisional applications is incorporated herein by reference in its entirety for any and all non-limiting purpose. Technical Field

[0002] This disclosure generally relates to aircraft comprising one or more thruster fans. More specifically, this disclosure relates to thrust vector control of aircraft. Background Technology

[0003] Conventional takeoff and landing (CTO) jet aircraft utilize propeller fans with open rotors and propellers. These types of conventional propeller fans have reached their acoustic limits. Conventional propellers consist of multiple blades supported at a single end, thus limiting the number of blades (e.g., to twelve or fewer). To make the frequencies of sound emitted by a conventional propeller less perceptible to the human ear, the fan speed must be increased. However, due to the single-end structure, conventional propellers cannot be driven at higher speeds. Furthermore, because a conventional propeller fan is supported only at a single end, the angle of the fan blades can change as the bladed fan rotates at a faster speed, resulting in a change in the pitch audible to the human ear. Therefore, CTO jet aircraft increase noise pollution. Additionally, to effectively generate thrust in hovering and forward flight modes, some conventional aircraft must mechanically change the pitch of the rotor blades. Conventional systems used to achieve this mechanical pitch change are complex and can similarly contribute to increased noise pollution. Summary of the Invention

[0004] The following is a simplified overview of the various aspects described herein. This invention is not a broad overview and is not intended to identify desired or key elements or to define the scope of the claims. The following summary presents only some concepts in a simplified form as an introductory preface to the more detailed description provided below.

[0005] To overcome the challenges described above, and to overcome other challenges that will become apparent upon reading and understanding this specification, aspects described herein relate to systems and methods for exhaust region and / or flow steering control. Aspects of this disclosure relate to integrating a propulsion system into an airfoil of a vehicle or aircraft, wherein this integration is configurable to allow thrust vector control and / or flow steering of the vehicle. Such integrations or systems may generally be referred to herein as jet wings. In some embodiments, a jet wing system may include one or more ducted fan arrays integrated into an airfoil such as a wing, tail, and / or other components of the aircraft. Each array may have at least three or more propellers, which may be ducted fan arrays, including those described herein. The aircraft may be configured to carry passengers, cargo, or a combination thereof. The aircraft may be a passenger aircraft or an unmanned aerial vehicle. Each jet wing may include one or more propellers, or an array of three or more propellers, and in some embodiments, include one or more flaps to control the takeoff and landing modes of the aircraft and to control the inlet and outlet regions (e.g., exhaust regions) of the propellers. One or more jet wings can use one or more propellers (or an array of three or more propellers) to blow air at high speeds onto the wings of an aircraft while moving (e.g., hinged) one or more components of the jet wings (e.g., flaps) to achieve a quiet, safe and scalable way of controlling the aircraft.

[0006] One or more jet wings may be integrated into airfoil components (e.g., wings, tail fins, and / or other aircraft components configured to control the flight of the aircraft). One or more jet wings may be integrated into a ducted fan array. In some instances, the ducted fan array together forms a ducted wing. The operation of the aircraft, including takeoff, landing, forward flight, and / or hovering modes, is achieved by controlling the exhaust regions and flow deflection of one or more jet wings. In some instances, control of the exhaust regions and flow deflection of one or more jet wings is achieved through the hinged connection of one or more flaps. Alternatively or additionally, in some instances, control of the exhaust regions and flow deflection of one or more jet wings is achieved through a single hinged connection of an element of the jet wing. For example, a single hinged trailing edge of the jet wing (e.g., a flap) may be hinged to modify both the exhaust regions of the propeller and the flow deflection caused by the configuration of the hinged trailing edge. The hinged trailing edge may be part of a hinged trailing edge of the jet wing. In some instances, a single hinge may be achieved by pivoting the hinged trailing edge of the jet wing. In some instances, a single articulation can be achieved by retracting or extending the articulated trailing edge of the jet wing. Compared to conventional systems that require mechanically changing the pitch of the rotor blades to generate thrust during hovering and forward flight, using a single articulation to control the exhaust region and flow steering can eliminate inefficiencies and reduce complexity by combining exhaust region variations with the articulation of the jet wing elements required to cause flow steering. Attached Figure Description

[0007] Figure 1A The illustration shows a top front left perspective view of an example aircraft with a ducted wing arranged according to one or more examples.

[0008] Figure 1B , Figure 1C , Figure 1D , Figure 1E , Figure 1F and Figure 1G The illustrations show a right-side view, a front view, a left-side view, a rear view, a bottom view, and a top view of an example aircraft with a ducted wing, arranged according to one or more examples.

[0009] Figure 2 The illustration shows a cross-sectional view of an example jet wing arranged according to one or more examples.

[0010] Figure 3A , Figure 3B , Figure 3C , Figure 3D , Figure 3E and Figure 3F The illustrations show various rear and side views of example aircraft, each arranged according to one or more examples, with flaps set at various angles for different takeoff and landing modes.

[0011] Figure 4A and Figure 4B The illustrations show perspective and side views of example jet wing arrays arranged according to one or more examples.

[0012] Figure 5A , Figure 5B , Figure 5C and Figure 5D Cross-sectional views of example jet wings with flaps at the trailing edge of the jet wing, example jet wings with flaps at both the trailing and leading edges of the jet wing, example jet wings with flaps at the trailing and other leading edges of the jet wing, and example jet wings with flaps at both the trailing and leading edges of the jet wing are illustrated respectively, according to one or more example arrangements.

[0013] Figure 6A and Figure 6B The illustrations show front and rear views of example aircraft with integrated ducted fan arrays in forward flight, each arranged according to one or more examples.

[0014] Figure 7A and Figure 7B The illustrations show front and rear views of example aircraft with integrated ducted fan arrays in landing configurations, each arranged according to one or more examples.

[0015] Figure 8A , Figure 8B , Figure 8C and Figure 8D Top, front, bottom, and side views of example aircraft with integrated ducted fan arrays in hovering mode, each arranged according to one or more examples.

[0016] Figure 9A , Figure 9B , Figure 9C and Figure 9D The illustrations show top, front, rear, and side views of example aircraft with integrated ducted fan arrays in forward flight mode, each arranged according to one or more examples.

[0017] Figure 10 The illustration shows a transparent view of the internal components of an example aircraft with an integrated ducted fan array, arranged according to one or more examples.

[0018] Figure 11 The illustration shows an example aircraft utilizing an inflatable fairing, arranged according to one or more examples.

[0019] Figure 12 It is a side cross-sectional view of an example jet wing arranged according to one or more examples, illustrating an example of a first articulated position of the jet wing and an example of a second articulated position of the jet wing.

[0020] Figure 13 It is a side cross-sectional view of a ducted fan arranged according to one or more examples, illustrating an example of the hinged position of the jet flaps.

[0021] Figure 14 It is a side cross-sectional view of a ducted fan arranged according to one or more examples, illustrating an example of the hinged position of the jet flaps.

[0022] Figure 15 It is a side cross-sectional view of a ducted fan arranged according to one or more examples, illustrating an example of a first hinged position of the jet flap and an example of a second hinged position of the jet flap.

[0023] Figure 16 It is a side cross-sectional view of a ducted fan arranged according to one or more examples, illustrating an example of a first hinged position of the jet flap and an example of a second hinged position of the jet flap.

[0024] Figure 17 The illustration shows an example flight control computer, which can be... Figures 1A to 16 It is part of or communicates with the aircraft and related systems. Detailed Implementation

[0025] The accompanying drawings (Figures) and the following description illustrate certain embodiments only by way of illustration. Those skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles described herein. Reference will now be made in detail to several embodiments, examples of which are illustrated in the accompanying drawings. It should be noted that similar or identical reference numerals may be used in the drawings wherever possible, and similar or identical functions may be indicated.

[0026] Figure 1A , Figure 1B , Figure 1C , Figure 1D , Figure 1E , Figure 1F and Figure 1G Different views of an aircraft 100 with a ducted wing are illustrated. As used herein, the general term aircraft is used for both manned and unmanned aircraft or vehicles. Some vehicles can be entirely controlled by one or more individuals within the vehicle (such as conventional pilots and / or drivers). Other vehicles may have at least one aspect that is controlled or maneuverable by at least one instruction or operation originating from outside the vehicle. They can be transmitted via one or more networks (such as...) Figure 17 Network 1704) transmits instructions from one or more remote operators. Certain vehicles or aircraft described herein can be at least partially controlled or operable via inputs derived from human controllers, non-human inputs, and combinations thereof. In this regard, aircraft 100 and / or any aircraft herein may be equipped with one or more sensors (physically located on or within the aircraft, or remotely relative to the aircraft) that can be used by one or more human or non-human operators to control, manipulate, and / or alter one aspect of the aircraft's operation. Those skilled in the art will understand that autopilot or other features may be selectively activated. In various embodiments, aircraft 100 may be a passenger aircraft or an unmanned aerial vehicle. Depending on the orientation of one or more flaps of the ducted wing, aircraft 100 may operate in one of several different takeoff and landing modes, such as conventional takeoff and landing (CTOL), vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) modes as described herein.

[0027] Specifically, Figure 1A The illustration shows a top-front left perspective view of aircraft 100. Figure 1B The illustration shows a right-side view of an aircraft 100 with a ducted wing. Figure 1C The illustration shows a front view of an aircraft 100 with a ducted wing. Figure 1D The illustration shows a left-side view of an aircraft 100 with a ducted wing. Figure 1E The illustration shows a rear view of an aircraft 100 with a ducted wing. Figure 1F The illustration shows a bottom view of an aircraft 100 with a ducted wing, and Figure 1G The illustration shows a top view of an aircraft 100 with a ducted wing. In some instances, the use of flaps included in the ducted wing allows the aircraft 100 to switch between CTOL, STOL, and VTOL modes depending on the required application.

[0028] In some instances, aircraft 100 may be a regional aircraft capable of carrying passengers and cargo. For example, depending on its configuration, aircraft 100 may be configured to carry multiple passengers, such as 5 to 30 or more. In some instances, aircraft 100 may be a remotely controlled unmanned aircraft. Aircraft 100 may be configured to carry payloads (e.g., packages, etc.). In some instances, aircraft 100 may be fully electric with a first range, such as a Visual Flight Rules (VFR) range (e.g., less than 200 miles and / or other ranges). In some instances, aircraft 100 may be hybrid electric (e.g., using a range extender) to achieve a second range (e.g., up to 500 miles under Instrument Flight Rules (IFR), and / or other ranges). In some instances, aircraft 100 may be non-electric to achieve distances greater than 500 miles, and / or other ranges.

[0029] The all-electric aircraft 100 may include a battery pack. For example, the aircraft 100 may include a battery pack with a capacity of 384 kWh, a battery pack-level energy density of 255 Whr / kg, which is liquid-cooled, propagation-resistant, and quadruple redundant. The battery pack may include battery cells. For example, the battery pack may include battery cells with a Farasis cylindrical package, a cell-level energy density of 305 Wh / kg, 2C discharge / recharge, and a 2000 cycle life. The hybrid electric aircraft 100 may use a range extender, such as a Rolls-Royce 250 kW turbine generator.

[0030] The aircraft 100 (e.g., an aircraft) may include a fuselage 101, a plurality of ducted wings 103, an array of jet wings 109, a plurality of booms 105, a plurality of horizontal tail 111 (e.g., wings), a plurality of vertical tail 107 (e.g., wings), and one or more landing gear 113. The horizontal tail 111 and the vertical tail 107 together form the tail assembly of the aircraft 100. Note that in other embodiments, the aircraft 100 may include... Figures 1A to 1E The components shown are additional and / or alternative components compared to the components shown.

[0031] The fuselage 101 is the main body of the aircraft 100. The fuselage 101 may be a hollow structure. The fuselage 101 may be a continuous structure or a modular structure comprising multiple components that collectively form the fuselage 101. In some instances, the fuselage 101 contains one or more payloads. In some instances, the aircraft 100 is fully electric. In some instances, the aircraft 100 may utilize a hybrid electric system to achieve longer endurance, greater payload, and / or longer range as described herein.

[0032] In some instances, the fuselage 101 may include electrical components for controlling the aircraft 100. Examples of electrical components for controlling the aircraft 100 include one or more controllers, such as one or more processors and memory devices, for controlling the jet wing 109 array, and the electrical components may be used to actuate one or more control surfaces of the aircraft 100 (e.g., control of ailerons, rudders, elevators, winglets, flaps, spoilers, slats, etc.).

[0033] The array of jet wings 109 integrated into the ducted wing 103 may include multiple propellers 201 (e.g., such as...). Figure 2 (As shown). In some instances, each jet wing includes a portion of a ducted wing 103 and a corresponding propeller 201 within the duct of the jet wing 109. Each jet wing 109 may be configured to connect to at least one other jet wing 109. For example, multiple jet wings 109 may be connected to collectively form a ducted wing 103.

[0034] In some instances, the thrusters 201 are integrated into the leading edge of the ducted wing 103, rather than into its trailing edge. Integrating the thruster array 201 into the leading edge of the ducted wing 103, rather than its trailing edge, offers several advantages. For example, thrusters 201 integrated into the leading edge of the ducted wing 103 have less boundary layer intake compared to thrusters located at the trailing edge of the wing. The ducted wing 103 protects people on the ground from the jet noise generated by the thrusters 201 because its trailing edge acts as a noise shield. Thus, the aircraft 100 reduces noise pollution caused by the ducted wing 103. Furthermore, the ducted wing 103 exhibits high lift enhancement from the Coanda effect, has a smaller total wetted area than a wing with individual podded thrusters, and reduces inflow distortion at higher angles of attack due to the ducted wing 103's inlet.

[0035] The number of thrusters 201 included in the ducted wing 103 depends on the application of the aircraft 100. For example, 32 thrusters may be used in the ducted wing 103, but any number of thrusters may be used in other embodiments. For example, multiple thrusters 201 can generate 835 kW continuous / 1128 kW continuous power with a maximum static thrust of 4465 lb.

[0036] One or more landing gear 113 may be attached to the bottom surface of the fuselage 101. The landing gear 113 may be landing gear (e.g., three-wheeled landing gear), landing skids and / or other types of landing gear.

[0037] The ducted wing 103 is the main inner wing of the aircraft 100. The ducted wing 103 is the central element connecting the fuselage 101, boom 105, horizontal tail 111, and vertical tail 107. The ducted wing 103 is located between a first end (e.g., the front) and a second end (e.g., the rear) of the fuselage 101. The ducted wing 103 is configured to provide lift for flight of the aircraft 100 and, in some instances, has an anhedral angle relative to the fuselage 101 to provide stability. However, in other instances, the ducted wing 103 may have a dihedral angle relative to the fuselage 101. The ducted wing 103 may be made of composite materials such as carbon fiber, metals (e.g., aluminum or titanium), or alloys.

[0038] In some instances, the ducted wing 103 includes a first side 103A located on a first side (e.g., the right side) of the fuselage 101 and a second side 103B located on a second side (e.g., the left side) of the fuselage 101. The first side 103A of the ducted wing 103 includes a first plurality of integrated thrusters 201A, which are sequentially arranged across the length of the first side 103A of the ducted wing 103. Similarly, the second side 103B of the ducted wing 103 includes a second plurality of integrated thrusters 201B, which are sequentially arranged across the length of the second side 103B of the ducted wing 103. Different groups of thrusters 201 integrated into each of the first side 103A and the second side 103B of the ducted wing 103 can be controlled individually. For example, the first plurality of integrated thrusters 201A can be controlled separately from the second plurality of integrated thrusters 201B.

[0039] In some instances, the first side 103A and the second side 103B of the ducted wing 103 are connected to the bottom surface of the fuselage 101, such as... Figures 1A to 1G As shown. In some instances, the first side 103A and the second side 103B of the ducted wing 103 may be connected to the upper surface of the fuselage 101, which allows for improved ground clearance, passenger entry / exit, cargo loading / unloading, and package delivery. As described herein, the ducted wing 103 includes one or more control surfaces, such as flaps and ailerons, for controlling the aircraft 100 during flight and during takeoff and landing.

[0040] The first side 103A and the second side 103B of the ducted wing can be configured as a continuous structure connected to the bottom or top surface of the fuselage 101. Alternatively, the first side 103A and the second side 103B of the ducted wing 103 can be separate structures, each connected to the bottom or top surface of the fuselage 101.

[0041] In some instances, the aircraft 100 includes booms 105 attached to the end of a ducted wing 103. The body of each boom 105 extends rearward relative to the front of the fuselage 101, such that the end of each boom is located ahead of the end of the fuselage 101, as shown below. Figure 1B and Figure 1D The side view of the aircraft is shown. The front end of the boom 105 includes a ring-shaped volume for use with forward-facing cameras and sensor systems. At the rear of this ring-shaped volume is space for housing a primary battery system. Placing the battery at the rear of this ring-shaped volume allows the wingspan load weight to be adjusted according to the structural characteristics, aeroelastic characteristics, and natural harmonic characteristics of the ducted wing 103. The volume in the boom 105 can be used for additional sensors (e.g., optical, auditory, visual, olfactory, and / or other sensors) and navigation lights. The boom 105 may also include inlets for cooling the battery and sensor components.

[0042] In some instances, the aircraft 100 includes a horizontal tail 111 attached to the end of the boom 105. For example... Figures 1A to 1D As shown, the horizontal stabilizers 111 are arranged in an outward horizontal stabilizer configuration. That is, each horizontal stabilizer 111 extends horizontally away from the side surface of the boom 105 attached to it. Compared to a conventionally fuselage-mounted horizontal stabilizer, the outward horizontal stabilizer configuration of the horizontal stabilizers 111 reduces the wetted area, thereby reducing drag and mass. Moving the stabilizers 111 outward also moves them away from the downwash airflow of the thruster 201 array, which complicates control at low speeds and during takeoff.

[0043] The horizontal stabilizer 111, fixed to the end of boom 105, has elevator surfaces to provide longitudinal stability in all phases of flight. By positioning the horizontal stabilizer 111 outward, it is not within the downwash of propeller 201, which complicates control at low speeds and during takeoff, requiring significant adjustments. Therefore, the length of boom 105 is determined based on airflow modeling, which indicates the position of the downwash of jet wing 109. The length of boom 105 is also determined based on airflow modeling such that the horizontal stabilizer 111 is positioned within the upwash field of the vortex-driven ducted wing 103 surrounding boom 105. Thus, the effectiveness of the horizontal stabilizer 111 is enhanced as the vortex-driven upwash provides additional lift. Under cruise conditions, the horizontal stabilizer has a net lift vector pointing in the forward flight direction with a positive thrust component, thereby reducing battery consumption. In some instances, the horizontal stabilizer 111 includes an upward dihedral of approximately 5 degrees to aid in horizontal wingtip impact during landing of aircraft 100. The horizontal tail 111 may have flaps, which may be actuated, for example, by an electromechanical actuator.

[0044] A vertical tail 107 (e.g., a vertical stabilizer) is located on the upper surface of the boom 105 at the rear end of the boom 105 to reduce boom and tail impact issues. In some instances, a single vertical tail 107 is attached to the upper surface of a corresponding boom 105 and extends upward toward the sky from the upper surface of the boom 105, such that the vertical tail 107 is above the boom 105. Each vertical tail 107 may have a movable control surface, such as a rudder for yaw control. The movable control surface of the vertical tail 107 pivots about the end of the portion attached to the vertical tail 107 to align the aircraft 100 with its direction of motion. The movable control surface is movable (e.g., pivoted) to change the direction of motion of the aircraft 100 (e.g., yaw control). Vortex formation from the boom 105 also contributes to the effectiveness of the vertical tail 107. Further aerodynamic optimizations of the vortex uplift allow the vertical tail 107 to be smaller in size than conventional aircraft designs (e.g., with a smaller tail volume factor) while maintaining similar or better performance.

[0045] Figure 2 An example of a cross-sectional view of a jet wing is provided. For example... Figure 2 As shown, the jet wings 109 from the jet wing 109 array can be integrated into the ducted wing 103. By integrating the duct directly into the leading edge of the jet wing 109 to form at least a portion of the ducted wing 103, duct drag and weight are minimized, while providing minimal fan inflow distortion for the lowest possible noise. The ducted wing 103 aligns the airflow and eliminates the need for high-lift leading-edge slats. In some instances, each jet wing 109 includes a propeller 201 configured to generate thrust, an upper wing portion 230, a lower wing portion 250, and one or more flaps 210.

[0046] In some instances, the upper wing portion 230 of the jet wing 109 includes the upper half of a duct included in the jet wing 109. The upper wing portion 230 is configured to control the exhaust flow of the propeller 201. The lower wing portion 250 is configured to control different takeoff and landing modes of the aircraft 100. The lower wing portion 250 includes a first lower wing portion 250A at its leading edge and extends to a position aligned with the rear end of the upper wing portion 230. In some embodiments, the lower wing portion 250 may include flaps configured to pivot between different angles, wherein a particular angle may be associated with a particular takeoff and landing mode. For example, one angle of the flap may be associated with a conventional takeoff and landing mode, another angle may be associated with a vertical takeoff and landing mode, and yet another angle may be associated with a short takeoff and landing mode.

[0047] The first lower wing portion 250A overlaps with and connects to the upper wing portion 230. The upper wing portion 230 and the first lower wing portion 250A together form the integrated duct of the jet wing 109. The propulsion unit 201 is disposed between the upper wing portion 230 and the first lower wing portion 250A of the lower wing portion 250 of the jet wing 109.

[0048] The lower wing portion 250 also includes a second lower wing portion 250B. The second lower wing portion 250B extends from the end of the first lower wing portion 250A to the trailing edge of the lower wing portion 250. (As...) Figure 2 As shown, the second lower wing portion 250B does not overlap with the upper wing portion 230.

[0049] In one embodiment, one or more flaps 210 are connected to an upper wing portion 230 and a lower wing portion 250. In one embodiment, the flaps 210 include: a first flap 210A configured to attach to the upper wing portion 230; and a second flap 210B configured to attach to the lower wing portion 250. One end of each flap 210 is configured to attach to the edge of the ducted wing 103. In one embodiment, one end of one flap of the flaps 210 is configured to attach to the trailing edge of the ducted wing 103. In another embodiment, one end of one flap of the flaps 210 is configured to attach to the leading edge of the ducted wing 103. Each flap 210 is configured to pivot about its attachment point to the edge of the ducted wing 103. The flaps 210 may have different configurations based on their attachment points.

[0050] In some instances, the second flap 210B is configured to pivot about the attachment point to the trailing edge of the lower wing portion 250 and can be configured to direct airflow from the thruster 201 to control lift and drag. The second flap 210B allows for multiple takeoff modes, including VTOL, STOL, and CTOL, by controlling the direction of airflow from the thruster 201. In some instances, the first flap 210A is configured to pivot about the attachment point to the trailing edge of the upper wing portion 230 and is configured to control the area of ​​the exhaust outlet of the thruster 201, thereby controlling mass flow conditions for efficient fan operation and subsequently controlling thrust. In some instances, each flap 210 is a single-element flap. In other embodiments, some flaps 210 are multi-element flaps.

[0051] In some instances, the ducted wing 103 enhances low-speed lift from a conventional CLmax of 1.8 to, for example, over 6.0. This achieves three times the wing loading compared to conventional wing designs, while reducing the wing area to one-third. Integrating the duct directly into the leading edge of the airfoil of the ducted wing 103 also reduces drag at high-speed cruise (e.g., by more than 40%) compared to conventional wing designs. High lift is achieved without increasing pitching moment. Furthermore, integrating the duct into the jet wing leading edge of the ducted wing 103 improves ride quality and enables a low stall speed of, for example, 61 knots with a takeoff and landing balance field length of less than 3,000.

[0052] The array of jet wings 109 included in the ducted wing 103 enhances the lift of the wing at multiple speeds and provides thrust throughout the flight envelope. By embedding the array of jet wings 109 into the ducted wing 103, drag is reduced while maximizing the efficiency of the generated thrust. In some embodiments, the ducted wing 103 also includes ailerons for roll control and additional flaps for adjustments at various stages of flight.

[0053] Flaps 210, including a first flap 210A located at the top trailing edge (e.g., upper wing portion 230) of the ducted wing 103 and a second flap 210B located at the bottom trailing edge of the ducted wing 103, can deflect to adjust the area ratio of the exhaust to a specific cruise speed and ensure that the propeller exhaust flow remains attached to the upper surface of the lower wing to generate effective thrust from the propeller. Adjusting the area ratio ensures optimal efficiency at all cruise speeds without the need for variable-pitch propeller blades. The deflection of flaps 210 can be automatically arranged, either mechanically or electronically, as a function of airspeed.

[0054] In some instances, because the propulsion units are integrated into the leading edge of the ducted wing 103, the upper wing portion 230 and the lower wing portion 250 function like a biplane, with the vertical portion of the duct array increasing the structural rigidity. For example... Figure 2 As shown, the lower wing portion 250 is longer than the upper wing portion 230, such that the lower wing portion 250 extends beyond the end of the first flap 210A attached to the upper wing portion 230. Leading-edge integration also ensures reduced distortion in the thruster 201 surface at all angles of attack and at all flight speeds. This design is an improvement over designs that integrate at the aft of the leading edge, which require additional pylons to avoid boundary layer ingestion, resulting in greater drag.

[0055] In some instances, the ducted wing 103 may include a main spars and at least two ailerons for stiffness. For example, the ducted wing 103 may have up to 50 thrusters to provide multi-engine redundancy. Each of these thrusters is driven by the same signal from FADEC (Full Authority Digital Engine Control), allowing the pilot to control the thrust of the thruster array 201 using a single throttle. Each thruster in the thruster 201 array included in the jet wing 109 is replaceable. The leading edge of the thruster array 201 is pivotable for maintenance purposes, allowing maintenance personnel to perform servicing to remove the fan, stator, or motor as needed. The thrusters 201 may not pivot during each of the different takeoff and landing modes. Swing can be introduced into the ducted wing 103 to align the center of lift with the center of thrust, avoiding any pitching moments within the speed range. In some instances, structural weight benefits can also be achieved depending on the relative arrangement of the boom and tail relative to the inboard wing.

[0056] As described herein, each duct of the jet wing 109 array transitions from an elliptical shape at the inlet lip to a cylindrical cross-section from the fan surface to the stator region, and then to a rectangular cross-section that allows the exhaust of the aircraft 100 to form flat flaps that are smoothly attached to the upper surface of the lower airfoil. The jet wing 109 is designed to balance aerodynamic and thrust factors without introducing pitching moments. Within the duct is a central body that houses the electric motor driving each propeller 201. If needed, wires to the motor are guided through one or more stators for power supply and active cooling. In some embodiments, the upper wing portion 230 and the lower wing portion 250 may contain one or more payloads, such as electronics, sensors, fuel, cargo, or mechanical components.

[0057] Figures 3A to 3F The illustrations show different views of an example application of the ducted wing 103 of the aircraft 100. (See illustrations.) Figures 3A to 3F As shown, the ducted wing 103 includes multiple second flaps 210B, which can rotate independently of each other. Figures 3A to 3F As shown, the second flap 210B rotates to a certain range of positions to allow for a certain range of takeoff modes.

[0058] The thrusters 201 are arranged in an array to create several control and thrust vectoring opportunities. Thrust can be easily varied between each individual thruster 201 to induce yaw, roll, or pitch moments. The pitch difference in the relative wingspan direction between the jet wings 109 can be used to catalyze faster climbs and descents. In some instances, additional control surfaces can be mounted at the trailing edge.

[0059] The spanwise combination of the ducts within the jet wing 109 supports integration along the wing and / or functions as a biplane wing itself. This array can be arranged and extended into biplane-type wings with sweep angles, staggered angles, dihedral angles, and tapers to suit system requirements. The choice to integrate the propeller 201 array into a complete biplane-type wing depends on the required amount of thrust (negative drag) and the relative size of the propellers 201.

[0060] For example, Figure 3A The illustration shows the position of the second flap 210B on the lower wing section 250 during CTOL or the cruise phase of flight. (As shown) Figure 3A , Figure 3E and Figure 3F As shown, when the aircraft is in CTOL mode, the second flap 210B is in a first position (e.g., a first angle). The first position of the second flap 210B is optimized for CTOL or cruise during flight. In one embodiment, the default position of the second flap 210B maximizes the overall length of the ducted wing 103. The second flap 210B can be controlled independently of other flaps 210, such as the first flap 210A.

[0061] Figure 3B The illustration shows a second position of the second flap 210B on the lower wing portion 250 for VTOL. When the aircraft is in VTOL mode, the second flap 210B is angled downwards (e.g., pivoted) at its maximum possible pivot angle (e.g., a second angle) to direct the thrust generated by the thruster 201 downwards, as indicated by arrow 301. By directing the thrust downwards, the aircraft 100 is configured for VTOL. In some instances, the maximum pivot angle of the second flap 210B is 75 degrees.

[0062] Figure 3C and Figure 3D The illustration shows the third position of the second flap 210B on the lower wing portion 250 for STOL. In some instances, the STOL capability of the aircraft 100 enables the aircraft 100 to take off from the start of a takeoff run within a predetermined distance (e.g., 1,500 feet, and / or other distances) and over an obstacle at a predetermined altitude (e.g., 50 feet, and / or other altitudes), and to stop within a predetermined distance after overcoming the obstacle.

[0063] In STOL mode, the second flap 210B is in a third position, which is an intermediate position between the first position of the second flap 210B for CTOL and the second position of the second flap 210B for VTOL. In some instances, the second flap 210B is at an intermediate angle between the maximum possible pivot angle of the second flap 210B for VTOL and the angle of the second flap 210B for CTOL. Figure 3C and Figure 3D compared to, Figure 3E and Figure 3F The illustration shows the second flap 210B on the lower wing section 250 for CTOL in a position optimized for CTOL.

[0064] Note that in some instances, the angle of the thruster 201 integrated into the ducted wing 103 is fixed in CTOL, STOL, and VTOL modes. That is, the thruster 201 does not rotate to change the direction of thrust, thereby achieving CTOL, STOL, or VTOL. Instead, the position (e.g., angle) of the second flap 210B changes to achieve each mode of the aircraft 100 and allows the thruster 201 to maintain a fixed angle during the different modes of the aircraft 100.

[0065] Figure 4A and Figure 4B The illustrations show a perspective view and a cross-sectional view of the jet wing 109 array that forms the ducted wing 103. Figure 4A and Figure 4B The illustration shows different jet wings 109 that collectively constitute a ducted wing 103. In some examples, the array of jet wings 109 includes a first jet wing 109A, a second jet wing 109B, and a third jet wing 109C, which are arranged laterally to form part of the ducted wing 103. The first jet wing 109A includes a first thruster 201A, a first upper wing portion 230A, and a first lower wing portion 250A. In some examples, the second jet wing 109B includes a second thruster 201B, a second upper wing portion 230B connected to and extending from the end of the first upper wing portion 230A of the first jet wing 109A, and a second lower wing portion 250B connected to and extending from the end of the first lower wing portion 250A of the first jet wing 109A. In some instances, the third jet wing 109C includes a third propeller 201C, a third upper wing portion 230C connected to and extending from the end of the second upper wing portion 230B of the second jet wing 109B, and a third lower wing portion 250C connected to and extending from the end of the second lower wing portion 250B of the second jet wing 109B. Although in Figure 4A and Figure 4BThree jet wings 109 are shown, but it should be understood that there may be any number of jet wings in the array of jet wings 109 without departing from the scope of this disclosure.

[0066] In some embodiments, such as Figure 4A and Figure 4B As shown, the connections between the first upper wing portion 230A, the second upper wing portion 230B, and the third upper wing portion 230C, and the connections between the first lower wing portion 250A, the second lower wing portion 250B, and the third lower wing portion 250C, are curved rather than straight rectangular lines and edges, respectively. In these embodiments, the inlet and outlet of the corresponding thruster 201 may include a conical shape, and the flaps 210 following these edges may be similarly curved. One advantage of this curve is that it may require less material and has a corresponding weight benefit. In other examples not shown, the connections between the thrusters 201 can be smoother, thus forming straight edges between each of the upper wing portion 230 and the lower wing portion 250. In these examples, where the upper wing portion 230 has straight edges instead of curved ones, and the lower wing portion 250 has straight edges instead of curved ones, the airflow on the ducted wing 103 will be more uniform and more similar to a two-dimensional flow across the entire ducted wing 103. Furthermore, in these embodiments with straighter edges, the corresponding flaps 210 will match the shape of the edges of the upper wing portion 230 and the lower wing portion 250.

[0067] Figures 5A to 5D The illustration shows a cross-sectional view of a jet wing 109 included in a ducted wing 103 according to some embodiments, the jet wing 109 having various flap arrangements. Specifically, Figure 5A The illustration shows a cross-sectional view of a jet wing 109 including the first flap 210A and the second flap 210B as described above. Figure 5B The illustration shows a cross-sectional view of a jet wing 109 that includes a third flap 210C in addition to the first flap 210A and the second flap 20B. Figure 5C The illustration shows a cross-sectional view of a jet wing 109 that includes a fourth flap 210D in addition to the first flap 210A and the second flap 20B. Figure 5D The illustration shows a cross-sectional view of a jet wing 109 that includes a third flap 210C and a fourth flap 210D in addition to the first flap 210A and the second flap 20B. Each of the multiple flaps 210 is controlled independently of the others.

[0068] refer to Figure 5A In some instances, each jet wing 109 includes a thruster 201 having an inlet diameter and an outlet diameter. The jet wing 109 has an inlet 500A with a corresponding inlet diameter and an outlet 500B with a corresponding outlet diameter; in the default position, the inlet diameter exceeds the outlet diameter.

[0069] The upper wing portion 230 includes a first end portion 501 and a second end portion 503 opposite to the first end portion 501. The lower wing portion 250 also includes a first end portion 505 and a second end portion 507 opposite to the first end portion 505 of the lower wing portion 250. In some embodiments, each of the first end portion 501 of the upper wing portion 230 and the first end portion 505 of the lower wing portion 250 is rounded, such as... Figure 5A As shown.

[0070] In some instances, the first end 501 (i.e., leading edge) of the upper wing portion 230 is ahead of the first end 501 (i.e., leading edge) of the lower wing portion 250. That is, the first end 501 of the upper wing portion 230 extends beyond the first end portion 505 of the lower wing portion 250, such that the first end 501 of the upper wing portion 230 does not overlap with the first end 505 of the lower wing portion 250. This results in the inlet surface region of the jet wing 109 being tilted, rather than perpendicular to the airflow. The tilted inlet surface region contributes to low-speed performance and reduces inlet flow field distortion.

[0071] In some instances, the upper wing portion 230 has a convex outer surface 509 and a concave inner surface 511. The outer surface 509 of the upper wing portion 230 is not parallel to the inner surface 511 of the upper wing portion 230, such as... Figure 5A As shown. In some instances, the thickness of the upper wing portion 230 varies from the first end 501 to the second end 503 of the upper wing portion 230. For example, the thickness of the upper wing portion 230 can increase from the first end 501 to a middle portion 513 located between the first end 501 and the second end 503 of the upper wing portion 230. In some instances, the middle portion 513 corresponds to (e.g., overlaps with) the position of the thruster 201 within the jet wing 109. In these instances, the thickest portion of the upper wing portion 230 is aligned with the thruster 201. The thickness of the upper wing portion 230 decreases from the middle portion 513 to the second end 503 of the upper wing portion 230.

[0072] The lower wing portion 250 has an inner surface 515 facing the inner surface 511 of the upper wing portion 230. The inner surface 515 of the lower wing portion 250 is connected to the inner surface 511 of the upper wing portion 230 to jointly form the inner surface of the duct of the jet wing 109 in which the propeller 201 is disposed. The inner surface 515 of the lower wing portion 250 includes a first portion 519 of a concave shape and a second portion 521 of a convex shape.

[0073] In some instances, a recessed first portion 519 of the inner surface 515 of the lower wing portion 250 overlaps with a recessed inner surface 511 of the upper wing portion 230. In some instances, the recessed first portion 519 of the inner surface 515 of the lower wing portion 250 is included in the first lower wing portion 250A described herein. The thruster 201 is disposed between the recessed first portion 519 of the inner surface 515 of the lower wing portion 250 and the recessed portion of the inner surface 511 of the upper wing portion 230, which forms the duct of the jet wing 109. In some instances, the duct formed by the upper wing portion 230 and the lower wing portion 250 has its maximum inner diameter in the recessed first portion 519 of the inner surface 515 of the lower wing portion 250 and the recessed inner surface 511 of the upper wing portion 230 that overlaps with the thruster 201. Figure 5A As shown, the thruster 201 is closer to the inlet 500A than the outlet 500B of the duct.

[0074] The protruding second portion 521 of the upper inner surface 515 of the lower wing portion 250 is included in the second lower wing portion 250B and therefore does not overlap with the upper wing portion 230. The lower wing portion 250 also has an outer surface 517. The outer surface 517 of the lower wing portion 250 is convex in shape from the first end portion 505 of the lower wing portion 250 to the second end portion 507 of the lower wing portion 250.

[0075] In some instances, the thickness of the lower wing portion 250 varies from a first end 505 to a second end 507. For example, the thickness of the lower wing portion 250 may increase from the first end 505 to a middle portion 523 corresponding to (e.g., overlapping) the second end 503 of the upper wing portion 230. In these instances, the thickest portion of the lower wing portion 250 is aligned with the second end 503 of the upper wing portion 230. The thickness of the lower wing portion 250 decreases from the middle portion 523 to the second end 507.

[0076] Due to the concave and convex shapes of both the inner surface 511 of the upper wing portion 230 and the inner surface 515 of the lower wing portion 250, the inner diameter (and therefore the area) of the jet duct changes from both the first end 501 of the upper wing portion 230 and the first end 505 of the lower wing portion 250 to the second end 503 of the upper wing portion 230 and the middle portion 523 of the lower wing portion 250. Figure 5A As shown, the diameter (and therefore the area) of the duct increases from the inlet 500A of the jet wing to the portion of the duct that overlaps with the middle portion 513 of the upper wing section, and decreases from the middle portion 513 to the outlet 500B of the duct between the second end 503 of the upper wing section 230 and the middle portion 523 of the lower wing section 250.

[0077] As described herein, one or more flaps 210 can be attached to the jet wing 109. Figure 5A In the upper wing portion 230, the second end 503 includes a first flap 210A, and the second end 507 of the lower wing portion 250 includes a second flap 210B. The first flap 210A is configured to control the exit area of ​​the jet wing 109's outlet 500B (e.g., an exhaust outlet). By pivoting the first flap 210A downwards, thereby changing the angle of the first flap 210A and changing the diameter of the outlet, the area of ​​the outlet 500B can be reduced from its maximum area to its minimum exit area. Control of the exit area of ​​the jet wing 109 allows for optimization of airflow at various speeds of the aircraft 100 and allows for maximum efficiency at various speeds.

[0078] Conversely, the second flap 210B controls the direction of the exhaust flow, thereby changing the direction of thrust. As mentioned earlier, the angle (e.g., position) of the second flap 210B corresponds to a specific mode of the aircraft 100. Figure 5A The angle of the second flap 210B corresponds to the CTOL mode, but the second flap 210B can be angled downwards to the maximum angle corresponding to the VTOL mode of the aircraft 100 or the intermediate angle corresponding to the STOL mode of the aircraft 100.

[0079] Figure 5B Another embodiment of the jet wing 109 is illustrated. Figure 5B The illustrated embodiments are similar to Figure 5A The illustrated embodiment. Therefore, Figure 5A and Figure 5B In the embodiments described herein, common components of both have been omitted in each description.

[0080] exist Figure 5B In one embodiment, a third flap 210C is added to the first end 501 of the upper wing portion 230. Therefore, Figure 5B The jet wing 109 includes a first flap 210A at the second end 503 of the upper wing portion 230, a second flap 210B at the second end 507 of the lower wing portion 250, and a third flap 210C at the first end 501 of the upper wing portion 230. The first flap 210A and the second flap 210B perform the functions described above regarding... Figure 5A The same function described. The third flap 210C can be configured to be positioned at different angles to change the inlet area of ​​the jet wing 109 inlet 500A. For example, the angle of the third flap 210C can be changed downward toward the center of the thruster 201 to control the inlet area of ​​the jet wing 109 inlet 500A. In addition to the outlet area of ​​the jet wing 109, the control of the inlet area also optimizes the inlet airflow of the aircraft 100 at various speeds to maximize efficiency at various speeds.

[0081] Figure 5C Another embodiment of the jet wing 109 is illustrated. Figure 5C The illustrated embodiments are similar to Figure 5A The illustrated embodiment. Therefore, Figure 5A and Figure 5C In the embodiments described herein, common components of both have been omitted in each description.

[0082] exist Figure 5C In one embodiment, a fourth flap 210D is added to the first end 505 of the lower wing portion 250. Therefore, Figure 5C The jet wing 109 includes a first flap 210A at the second end 503 of the upper wing portion 230, a second flap 210B at the second end 507 of the lower wing portion 250, and a fourth flap 210D at the first end 505 of the lower wing portion 250. The first flap 210A and the second flap 210B perform the functions described above regarding... Figure 5A The same function described. The fourth flap 210D can be configured to be positioned at different angles to change the inlet area of ​​the jet wing 109 inlet 500A. For example, the angle of the fourth flap 210D can be changed upward toward the center of the thruster 201 to control the inlet area of ​​the jet wing 109 inlet 500A. In addition to the outlet area of ​​the jet wing 109, the control of the inlet area also optimizes the inlet airflow of the aircraft 100 at various speeds to maximize efficiency at various speeds.

[0083] Figure 5D Another embodiment of the jet wing 109 is illustrated. Figure 5D The embodiments shown are similar to Figures 5A to 5C The embodiment shown. Therefore, Figures 5A to 5C In the embodiments described herein, common components of both have been omitted in each description.

[0084] exist Figure 5D In this embodiment, a third flap 210C is added to the first end 501 of the upper wing portion 230, and a fourth flap 210D is added to the first end 505 of the lower wing portion 250. Therefore, Figure 5D The jet wing 109 includes a first flap 210A at the second end 503 of the upper wing portion 230, a second flap 210B at the second end 507 of the lower wing portion 250, a third flap 210C at the first end 501 of the upper wing portion 230, and a fourth flap 210D at the first end 505 of the lower wing portion 250. The first flap 210A and the second flap 210B perform the functions described above regarding... Figure 5AThe same function as described. The third flap 210C and the fourth flap 210D can be configured to be positioned at different angles to change the inlet diameter of the jet wing 109's inlet 500A, and thus change the inlet area of ​​the jet wing 109's inlet 500A. With both the third flap 210C and the fourth flap 210D, compared to having a single flap 210 at the inlet of the jet wing 109... Figure 5B and Figure 5C Compared to the previous embodiment, the inlet area of ​​the jet wing 109 inlet 500A can be adjusted further to optimize the inlet airflow of the aircraft 100 at various speeds.

[0085] In some instances, the ducted wing 103 may include a control mechanism connected to each flap 210 to control the angle of the flap 210. The control mechanism may include a servo motor and a lever. One end of the lever is connected to the servo motor, and a second end of the lever is connected to a second flap 210B. The servo motor can extend the lever to pivot the flap 210 to its maximum possible angle and can retract the lever to return it to its default position.

[0086] although Figures 2 to 5D The accompanying description references implementations such as Figure 2 Examples of jet-wing aircraft are shown, but it should be understood that these are merely illustrative examples of jet wings described herein. It should be understood that the aircraft can be implemented with one or more variations in design and / or function without departing from the scope of this disclosure (e.g., as described herein regarding...). Figures 6A to 16 The jet wing and associated structural elements (described) are designed to achieve benefits associated with exhaust zone and flow steering control.

[0087] Figure 6A and Figure 6B Front and rear views of an example aircraft 600 with an integrated ducted fan array in forward flight are illustrated, respectively. This ducted fan array is capable of flow steering and thrust vectoring via an embodiment of integrated jet wings. Aircraft 600 can be a passenger aircraft, unmanned aerial vehicle, and / or any other type of aircraft or vehicle. It should be noted that the views of aircraft 600 are for illustrative purposes, and therefore this disclosure is not limited to such dimensions, ratios, profiles, etc. However, it should also be noted that the ratios, profiles, dimensions, and / or other depicted characteristics shown or collected from the illustrated embodiments described herein may be novel features.

[0088] The aircraft 600 includes a fuselage 601. In some instances, when viewed from the front ( Figure 6A ),rear( Figure 6B ),top( Figure 8A ) or bottom ( Figure 8CWhen viewed from a certain angle, fuselage 601 may have a substantially teardrop-shaped profile. In some instances, the size of fuselage 601 may be determined such that fuselage 601 has the capacity to include avionics suites, one or more batteries, payload (e.g., multiple passengers, packages, etc.) and / or other components of the aircraft as described herein. For example, in some instances, the size of fuselage 601 may be increased to facilitate easier battery swapping by providing more space for human operators to manipulate the batteries within fuselage 601. In some instances, the size of fuselage 601 may be designed to conform to one or more rules, design preferences, or other parameters. For example, the size of fuselage 601 may be designed to ensure that the total weight of aircraft 600 does not exceed a threshold weight (e.g., 55 pounds, and / or other thresholds).

[0089] The aircraft 600 also includes a main wing assembly 605. The main wing assembly 605 includes multiple wings (e.g., two wings) attached to the fuselage 601. The main wing assembly 605 is configured to facilitate takeoff, flight, and landing. The main wing assembly 605 may have a wingspan of less than 2.50 meters. The illustrated main wing assembly 605 includes an integrated ducted fan array 603. In some instances, the main wing assembly 605 may include two or more integrated ducted fan arrays 603 on opposite sides of the fuselage 601. In some instances, the integrated ducted fan arrays 603 are positioned at the leading edge of the main wing assembly 605 (e.g., as shown in the image). Figure 6A and Figure 6B (As shown). In some instances, the integrated ducted fan array 603 may be positioned adjacent to and / or connected to the housing 601 (e.g., as shown). Figure 6A and Figure 6B(As shown in the diagram). It should be noted that the integrated ducted fan array 603 can be positioned at different locations on the main wing assembly 605 and at different locations relative to the fuselage 601 without departing from the scope of this disclosure. In some instances, the integrated ducted fan array 603 occupies a significant portion of the length of the main wing assembly 605. For example, the integrated ducted fan array 603 may occupy at least 80%, at least 90%, or substantially all of the main wing assembly 605. In some instances, the integrated ducted fan array 603 may occupy a length of less than 2.5 meters (e.g., between 2.46 meters and 2.49 meters). The integrated ducted fan array may include a movable trailing edge. In some instances, the movable trailing edge may be movable via an articulation. In some instances, the movable trailing edge may be movable via extension and retraction. In this example, the integrated ducted fan array 603 includes a hinged edge 603A (e.g., a flap, etc.) that is movable via a hinge, which may be referred to as a hinged trailing edge. For example, the integrated ducted fan array 603 may include a hinged edge 603A that spans the length of the integrated ducted fan array 603 (e.g., extending from a first end of the integrated ducted fan array 603 to a second end of the integrated ducted fan array 603). Each ducted fan included in the integrated ducted fan array 603 may include and / or correspond to a portion of the hinged edge 603A.

[0090] The integrated ducted fan array 603 may be and / or include multiple ducted fans 609 (e.g., multiple ducted fans integrated into a jet wing, as described herein). Each ducted fan 609 may include multiple blades and is characterized by a particular blade pass frequency (BPF), including example parameters disclosed herein. Each ducted fan 609 may include a hinged edge that is hinged to achieve exhaust region and flow steering control as described herein. The hinged edge of the ducted fan 609 may be and / or include a portion of the hinged edge 603A of the integrated ducted fan array 603. Therefore, it should be understood that when the hinged edge 603A is hinged, the hinged edge of a given ducted fan 609 may be hinged together with (e.g., simultaneously) the hinged edges of each ducted fan 609. In some instances, the hinged edges of the ducted fan 609 may be hinged additionally or alternatively independent of any hinged edges of other ducted fans 609. Each ducted fan 609 may be aligned with the longitudinal axis of the aircraft 600 to eliminate some of the complexity of inlet lip separation required by conventional aircraft. In some instances, the main wing assembly 605 may extend straight from the fuselage 601 (e.g., at a 90-degree angle). It should be understood that in other instances, the main wing assembly 605 may be characterized by forward sweep, backward sweep, dihedral configuration, anhedral configuration, and / or other relationships with the fuselage 601 without departing from the scope of this disclosure. In some instances, the terminal of the main wing assembly 605 may include one or more additional elements, such as batteries, sensors, navigation lights, cargo / payload, and / or other miscellaneous equipment dedicated to one or more functions or missions of the aircraft 600. For example, as Figure 6A and Figure 6B As shown, the terminal of the main wing assembly 605 is and / or includes a navigation light designed to assist the safe takeoff, flight, and landing of the aircraft 600. In some instances, additional elements at the terminal of the main wing assembly 605 may be positioned together with one or more booms as described herein.

[0091] The aircraft 600 may additionally or alternatively include a tail assembly. For example, the aircraft 600 may include a tail assembly with one or more tail fins attached to the rear of the fuselage 601 and designed to improve the stability of the aircraft 600. The tail assembly may include one or more vertical tail fins 607 and one or more horizontal tail fins 611. The vertical tail fin 607 provides yaw stability by preventing the aircraft 600 from rolling during flight. In some instances, the vertical tail fin 607 includes a rudder component that assists in steering the aircraft 600 during flight and / or during hovering mode. For example, the rudder component allows the aircraft 600 to steer in the direction of airflow during hovering mode to improve the stability of the aircraft 600. The horizontal tail fin 611 may include a ducted fan 609 and / or an integrated ducted fan array 603. For example, as Figure 6A and Figure 6B As shown, the aircraft 600 may include two horizontal tail fins 611, each with a single ducted fan 609. In these examples, the articulated edge of the ducted fan 609 on the horizontal tail fin 611 may be articulated independently of any other articulated edge. In some examples, the ducted fan 609 attached to the horizontal tail fin 611 includes vertical blades 615. The vertical blades 615 may be positioned in the flow path of the airflow generated by the propeller fan and / or other fan elements of the ducted fan 609. The vertical blades 615 provide yaw control to improve the stability of the aircraft 600 in strong winds. For example, the vertical blades 615 may be manipulated / controlled to adjust the orientation of the aircraft 600 and prevent the aircraft 600 from rolling (e.g., due to wind and / or other flight conditions).

[0092] In some instances, the horizontal stabilizer 611 may extend straight from the rear of the fuselage 601 (e.g., at a 90-degree angle). In some instances, the horizontal stabilizer 611 may include a taillet device (“taillet”) 611A. The taillet device 611A may have different shapes and configurations (e.g., one or more curves, bends, etc.) designed to provide additional benefits. The taillet device 611A may include a single curve, bend, etc., forming a continuous angle / arc, or multiple curves, bends, etc., forming multiple different angles / arcs between the horizontal stabilizer 611 and the taillet 611A. For example, as Figure 6A and Figure 6BAs shown, one or more horizontal stabilizers 611 may include a descending (e.g., downward-curved or bent) tail tip device 611A positioned partially along the length of the horizontal stabilizer, such that a portion of the horizontal stabilizer achieves a vertical position relative to the ground during operation of the aircraft 600. In some instances, the tail tip device 611A may produce benefits that cannot be achieved with a conventional straight horizontal stabilizer. For example, the tail tip device 611A may be configured to include curves, bends, etc., as described herein, in order to provide additional stability to the aircraft 600, generate lift, reduce drag, and / or otherwise improve the performance of the aircraft 600.

[0093] It should be understood that the wing assembly 605 and horizontal tail 611 described herein may include any number of ducted fans 609. For example, as Figures 6A to 6B As shown, the main wing assembly 605 may include an integrated ducted fan array 603 comprising a total of 12 ducted fans 609. The horizontal tail 611 may each include a single ducted fan 609, resulting in a total of 14 ducted fans 609 attached to the aircraft 600. It should be understood that any alternative number or configuration of ducted fans 609 is included in this disclosure. For example, the number of ducted fans included on the wing assembly and / or horizontal tail may differ from that shown in the figure (e.g., Figures 6A to 6B The numbers shown are different. Wing assemblies may include different numbers of ducted fans on opposite wings. For example, the left wing of a wing assembly may include more or fewer ducted fans than the right wing. Horizontal tail fins may include different numbers of ducted fans. For example, the left tail fin may include more or fewer ducted fans than the right tail fin of the aircraft. The left wing may include, for example, 1 to 16 ducted fans. The right wing may include, for example, 1 to 16 ducted fans. The left tail fin may include, for example, 0 to 4 ducted fans. For example, the left wing may include 0 to 4 ducted fans.

[0094] In some instances, the aircraft 600 may include one or more landing mechanisms 613. One or more landing mechanisms 613 may include wheels, support struts, landing gear, floats, floats, and / or other components for the takeoff and landing of the aircraft 600. One or more landing mechanisms 613 may also include electronics, pneumatic devices, and / or other components designed to raise, retract, and / or otherwise move the landing mechanism 613 between multiple configurations. For example, as... Figures 6A to 7B As shown, the landing mechanism 613 may include multiple support struts having a first configuration designed for forward flight. Figure 6A and Figure 6BThe components of the landing mechanism 613 are moved between a first configuration and a second configuration for landing or maintaining position relative to a landing surface (e.g., grass, concrete, water, and / or other landing surfaces).

[0095] As described in this article, Figure 6A and Figure 6B The illustrations show the front and rear views of an example aircraft with an integrated ducted fan array in forward flight. Figure 7A and Figure 7B The illustrations show the front and rear views of an example aircraft with an integrated ducted fan array in a landing configuration. For example, Figure 7A and Figure 7B The illustration shows front and rear views of aircraft 600. The landing configuration of aircraft 600 includes one or more landing mechanisms 613 positioned to provide two contact points with the landing surface. In some instances, a portion of the tail end of fuselage 601 provides additional contact points with the landing surface to provide additional stability. This tail end portion may include additional landing mechanisms 613 (e.g., wheels, etc.) to improve ground handling of aircraft 600. The landing configuration of aircraft 600 provides access to the bottom portion of fuselage 601, which may include cargo bays, package attachment points, and / or other elements designed to receive and / or hold the payload of aircraft 600. For example, in Figure 7A and Figure 7B In the landing configuration shown, the landing mechanism 613 maintains the fuselage 601 at a pitch angle relative to the landing surface (e.g., between 30 and 60 degrees, preferably 45 degrees). In some instances, the landing configuration of the aircraft 600 provides a human (or robotic) operator with the opportunity to perform maintenance on the aircraft 600 to load cargo, attach payloads, and inspect internal components of the aircraft 600 (e.g., replace one or more batteries, activate the winch located in the cargo bay, and / or inspect other internal components), while maintaining a flight-ready state.

[0096] The aircraft described herein is capable of multiple flight modes. For example, aircraft 600 can operate in forward flight mode, hover mode, VTOL mode, CTOL mode, STOL mode, and / or other modes. Aircraft 600 switches between flight modes by hinged hinged edges of one or more ducted fans 609 to modify the exhaust regions of one or more ducted fans 609 and / or change the flow direction of the exhaust regions to control flow steering, as further described herein. Figures 8A to 8DThe illustrations show top, front, bottom, and side views of an example aircraft (e.g., aircraft 600) with an integrated ducted fan array in hover mode. Aircraft 600 maintains hover mode by controlling the thrust direction by hinged hinged edges of one or more ducted fans. For example, aircraft 600 may hinge a single hinged edge 603A of the integrated ducted fan array 603 and / or a single hinged edge of the ducted fan 609. In some instances, the aircraft may pitch at an angle to maintain a stable position in the air. For example, Figures 8A to 8D The aircraft 600 illustrated in the middle can pitch the front end of the fuselage 601 upwards at an angle (e.g., between about 30 degrees and about 60 degrees, preferably about 45 degrees) while hinged to the hinged edge of one or more ducted fans 609 or an integrated ducted fan array 603 to utilize the Coanda effect (e.g., allowing thrust vectoring by keeping the air propelled by the integrated ducted fan array 603 very close to the surface of the hinged edge). Therefore... Figures 8A to 8D The aircraft 600 illustrated in the diagram directs the exhaust region of one or more ducted fans 609 or an integrated ducted fan array 603 to a pitch angle. The aircraft 600 also hinges the hinged edge 603A of the integrated ducted fan array 603 and / or the hinged edge of a single ducted fan 609 to redirect the flow, thereby achieving an optimal angle (e.g., approximately 90 degrees) between the airflow and the surface below the aircraft 600. In doing so, the aircraft 600 generates sufficient lift to maintain a hovering position relative to the surface. The aircraft 600 is capable of maintaining a hovering mode for a predetermined period of time based on a variety of factors, including but not limited to the total weight of the aircraft 600, the weight of the aircraft 600's payload, mission parameters, battery charge, the size of the thrusters included in one or more ducted fans 609, and / or other factors. For example, the aircraft 600 may be able to maintain a hover for two to four minutes (e.g., approximately 2.25 minutes).

[0097] Figures 9A to 9D The illustrations show a top view, front view, rear view, and side view of an example aircraft with an integrated ducted fan array in forward flight mode. Thrust is generated by hinged edges of one or more ducted fans 609 or the integrated ducted fan array 603 to modify the exhaust area and flow direction of each ducted fan. The aircraft transitions from hover mode, VTOL mode, CTOL mode, STOL mode to forward flight mode, and / or from other modes to forward flight mode. For example, as... Figures 9A to 9DAs shown, the articulated edges of each of one or more ducted fans 609 and / or the articulated edges 603A of the integrated ducted fan array 603 are articulated to generate lift, while the ducted fans 609 generate thrust to propel the aircraft 600 in forward flight. In forward flight mode, the aircraft 600 elevates, retracts, and / or otherwise moves the landing mechanism 613 to improve the aerodynamics of the aircraft 600 by reducing drag caused by airflow impacting the landing mechanism 613.

[0098] As described in this article, the aircraft includes multiple internal components that contribute to the aircraft's flight, payload delivery, takeoff / landing, and / or other mission parameters. Figure 10 The illustration shows a transparent view of the internal components of an example aircraft with an integrated ducted fan array. Aircraft 600 includes an avionics suite 1002 that provides control over multiple components of aircraft 600 (e.g., providing reliable GPS / GNSS navigation, controlling navigation lighting, enabling main battery swapping while powering other avionics systems, and / or otherwise controlling components of aircraft 600). In some instances, the avionics suite 1002 weighs two pounds or less.

[0099] Avionics kit 1002 is designed to comply with any and all aircraft regulations (e.g., FAA regulations, NDAA regulations, etc.). Avionics kit 1002 includes multiple interconnected electronic / electrical components. For example, avionics kit 1002 may include a permanent avionics battery, a removable main battery, an autopilot computer, an auxiliary computer, and / or other components or devices. The removable main battery allows for battery swapping, while the permanent avionics battery maintains power supply to other components of avionics kit 1002, such as the autopilot computer and auxiliary computer. In some instances, the removable main battery may be removed via a cargo hold or other opening located on the underside of fuselage 601. In some instances, the removable main battery may be removed from the top side of fuselage 601 (e.g., via a hatch or other opening located on the front or rear top of fuselage 601). The main battery may supply power to one or more propulsion systems (e.g., ducted fan 609 as described herein). The autopilot computer includes one or more processors, memory, and / or other components configured to control systems such as GPS, parachute deployment, control surfaces, airspeed sensors, and / or other systems enabling the aircraft 600 to perform autopilot flight. The accompanying computer includes one or more processors, memory, and / or other components configured to control the aircraft 600's radios, servo systems, winches, landing mechanisms, cameras, LED controllers, and / or other electronic components.

[0100] The aircraft 600 may also include multiple batteries. For example, the aircraft 600 may include a front battery 1006 and / or a rear battery 1008. In some instances, either the front battery 1006 or the rear battery 1008 may be a permanent avionics battery, a removable main battery, etc. In some instances, either the front battery 1006 or the rear battery 1008 may be mounted on the top portion inside the fuselage 601. The aircraft 600 may also include a package 1004. The package may be a box, container, envelope, and / or any other payload of the aircraft 600. Figure 10 As shown, package 1004 can be held within the fuselage of aircraft 600 (e.g., in a cargo hold, etc.). However, it should be understood that in some instances, package 1004 may be additionally or alternatively located on the outer surface of aircraft 600 and / or otherwise attached to the outer surface of aircraft 600 (e.g., as shown in the image). Figure 11 (as shown), without departing from the scope of this disclosure.

[0101] refer to Figure 11 In some instances, the package 1004 may be wholly or partially located on the exterior of the aircraft. For example, the package 1004 may be suspended from the fuselage of the aircraft. In some instances, the package 1004 may be attached to one or more inflatable fairings 1016. The inflatable fairing 1016 may include fabric and / or other inflatable materials. The aircraft may include one or more fans configured to selectively inflate and deflate (e.g., collapse) the inflatable fairings 1016 (e.g., a respective fan for each of the inflatable fairings). For example, the inflatable fairings 1016 may be deflated so that they collapse against the fuselage when the packages 1004 are not attached to the aircraft, thereby improving aerodynamics. The inflatable fairings 1016 may be inflated to secure and protect the package 1004. It should be understood that, although Figure 11 An inflatable fairing 1016 is depicted attached to an aircraft having one or more rotors 1018, but an inflatable fairing can be similarly attached to an aircraft that does not have rotors 1018 (e.g., aircraft 600 as described herein).

[0102] Refer again Figure 10The aircraft 600 may include a winch 1010. The winch 1010 can be used to load and unload package 1004. The aircraft 600 may include a parachute 1012. The parachute 1012 may be attached to or otherwise integrated with package 1004. The parachute may be controlled by avionics kit 1002 to deploy or deliver package 1004. For example, avionics kit 1002 may deploy the parachute to safely drop package 1004 from the aircraft 600. Alternatively, the parachute 1012 may be attached to the fuselage of the aircraft 600. For example, the parachute 1012 may be attached to the fuselage such that, when deployed, the parachute supports the weight of the aircraft 600 to allow for safe recovery of the aircraft in an emergency. For example, when an emergency that impedes or prevents the flight of the aircraft 600 is detected during flight or hovering mode, avionics kit 1002 may deploy parachute 1012.

[0103] Aircraft 600 may include one or more cameras 1014. Cameras 1014 may be integrated with avionics suite 1002 to provide information relevant to the operation of aircraft 600. Cameras 1014 may be attached to an external surface of aircraft 600 (e.g., fuselage 601, the terminal of main wing assembly 605, the terminal of integrated ducted fan array 603, and / or other external surfaces of aircraft 600 as described herein). Alternatively or additionally, cameras 1014 may be located within the fuselage of aircraft 600 and positioned to observe areas outside aircraft 600. Cameras 1014 may be complementary metal-oxide-semiconductor (CMOS) cameras, stereo cameras, artificial intelligence / machine learning cameras, and / or other types of cameras. Cameras 1014 may collect observational information for guided precision landing, obstacle avoidance, forward flight visibility, emergency landing zone detection, package delivery identification, in-flight navigation, and / or other functions. For example, camera 1014 may be a CMOS camera used to relay observation information to one or more controllers and guide aircraft 600 during precise landing. Camera 1014 may be a stereo camera located at the end of wing assembly 605 and configured to provide observation information to the pilot or controller of aircraft 600 to aid in object avoidance / detection, forward flight visibility, and / or detection of emergency landing zones. Camera 1014 may include an integrated artificial intelligence / machine learning model trained to validate successful package delivery. For example, the model may be trained to identify whether package 1004 has been delivered to a target area, address, person, etc., based on observation information provided by the camera. In some instances, camera 1014 may compress and stream video or images to deliver observation information to avionics suite 1002, remote observation stations, and / or other destinations.

[0104] As described herein, an aircraft may include jet wings (e.g., an integrated ducted fan array). Figures 12 to 16 As illustrated in the examples, the aircraft includes at least one flap with a hinged edge that can be hinged to modify a corresponding exhaust region of each ducted fan included in the integrated array (e.g., causing an increase or decrease in airflow) and guide the airflow simultaneously or nearly simultaneously by controlling flow steering (such as through the Coanda effect). For example, in some embodiments, the hinged edge can be hinged to selectively control flow steering and deflect airflow from the ducted fan or the thrusters of the ducted fan array by up to 75 degrees. The hinged edge can control flow steering by modifying the angle at which the airflow from the thrusters is steered at the hinged edge via the Coanda effect. For example, the hinged edge (e.g., the flap) can be controlled (e.g., via a control signal) by changing its position and / or orientation such that the layer of airflow propelled by the thrusters remains closely approximating the surface of the hinged edge (e.g., via the Coanda effect) to allow the airflow to be steered at the desired angle at the hinged edge. In some instances, the hinged edge can extend along the entire length of the integrated ducted fan array. In these instances, the corresponding portion of the articulated edge corresponds to one of the ducted fans in the integrated array. In some instances, the aircraft may include multiple articulated edges, for example, one articulated edge for each ducted fan in the integrated array. In these instances, the corresponding articulated edge may extend through the length of its respective ducted fan. In these instances, the articulated edges of individual ducted fans may be independently articulated to modify individual exhaust regions and control the flow direction of individual airflows generated (e.g., propulsion) by the ducted fans, and / or may be collectively articulated to modify the common exhaust region of the integrated ducted fan array and control the flow direction of the common airflow generated by the integrated array.

[0105] Figures 12 to 16 A cross-sectional side view of an example jet wing (e.g., including an integrated ducted fan array) with an articulated edge 1200, which may be used in some embodiments, is shown. Reference Figure 12A hinged edge 1200 can be attached to the trailing edge of a ducted fan, which includes an upper element (e.g., an airfoil) having a surface portion 1202, a lower element (e.g., an airfoil) having a surface portion 1204, a control assembly 1208, and a thruster 1218. The hinged edge 1200 may be and / or comprise part of a single hinged edge of an integrated ducted fan array as described herein. In some instances, the hinged edge 1200 may include a link (e.g., multiple connecting rods, hinges, and / or other mechanical components) configured to secure the hinged edge 1200 to the surface portion 1204. This link may be included in the control assembly 1208. This link facilitates hinged engagement of the hinged edge 1200, as further described herein. In some instances, the hinged edge 1200 may include features that allow it to fail in place or safely fail. For example, the articulated edge 1200 may include multiple redundant links to reduce the risk of a single point of failure causing the ducted fan and / or the aircraft to fail.

[0106] The thruster 1218 may be or include an electrically driven bladed fan. For example, the thruster 1218 may include an electrically driven bladed disk configured to generate thrust. In some instances, the bladed disk may have a diameter of less than three inches. The thruster 1218 may be characterized by a BPF at or near the ultrasonic frequency. In some instances, the thruster 1218 may have a diameter of three inches or less, thereby providing reduced noise during aircraft operation. In some instances, the thruster 1218 may be constructed of a flexible material with appropriate stiffness to accommodate aerodynamic shapes for forward flight mode, hovering mode, VTOL mode, CTOL mode, STOL mode, and / or other operating modes of the aircraft as described herein. The thruster 1218 may be positioned within the duct of a ducted fan (e.g., between the surface portion 1202 of the upper element and the surface portion 1204 of the lower element). Thruster 1218 may define an exhaust region extending rearward from the front end of thruster 1218, in which airflow from thruster 1218 contacts surface portions 1202 and / or 1204. Surface portion 1202 of the upper element has a curvature designed to generate aerodynamic lift (e.g., in forward flight mode) and to help control flow direction. Surface portion 1202 may protrude slightly forward of the leading edge 1206 of the lower element to aid in inflow conditions throughout transitions between flight modes (e.g., forward flight, VTOL, and / or other modes). Surface portion 1204 of the lower element has a curvature designed to generate aerodynamic lift (e.g., in forward flight mode) and to control the area distribution of airflow downstream of thruster 1218. Surface portion 1204 includes a hinged edge 1200 and a leading edge 1206. The articulated edge 1200 can be, for example, exposed to the external environment and configured to contribute to aerodynamic lift (e.g., in forward flight mode) and provide control over flow direction (e.g., in VTOL mode). The leading edge 1206 is fixed in a stationary position relative to the articulated edge 1200 and can be positioned within the duct of a ducted fan. The leading edge 1206 can help control the area distribution of downstream airflow.

[0107] Control component 1208 is configured to cause the hinged edge 1200 to hinge. In some instances, the hinged edge 1200 of a single ducted fan may be part of a single hinged edge of an integrated ducted fan array. In these instances, control component 1208 can control the hinged edge 1200 by hinged a single hinged edge of the integrated ducted fan array, thereby causing the hinged edge 1200 of the corresponding ducted fan in the array to hinge. Control component 1208 may include a communication interface, receiver, etc., configured to receive control signals (e.g., electrical signals, electromechanical signals, etc.) from (e.g., from a remote unmanned aerial vehicle controller, from an avionics suite, from a cockpit controller, and / or from other sources) that guide the control component to hinge the hinged edge. Control component 1208 can hinge the hinged edge 1200 to modify (e.g., change, alter, reduce, increase, and / or otherwise modify) the cross-sectional exhaust area of ​​propeller 1218. By hinged the hinged edge 1200, control component 1208 also causes modification of flow deflection (e.g., by guiding airflow caused by ducted fans). For example, hinged hinged edge 1200 allows ducted fans to utilize the Coanda effect to deflect airflow across hinged edge 1200 (e.g., across the edge of a flap), which holds airflow in position immediately adjacent to the surface portion 1204 of the lower element. In some instances, control component 1208 can control the flow deflection of the entire integrated ducted fan array by hinged a single hinged edge of the integrated array, thereby hinged the corresponding hinged edge 1200 of each ducted fan in the integrated array.

[0108] As described further below, the control component 1208 links the modification of the cross-sectional exhaust area of ​​the thruster 1218 with the modification of flow directional control (e.g., by modifying the direction of the airflow generated by the thruster 1218 and / or the ducted fan). By using the articulated hinged edge 1200, the control component 1208 provides simultaneous modification of the cross-sectional exhaust area and control of the flow directional control described herein in a single movement or operation of the articulated edge 1200. Therefore, the use of the articulated edge 1200 reduces design complexity, decreases the number of potential points of failure in the aircraft design, and allows the ducted fan to operate at its peak efficiency under a variety of operating conditions by combining the actuation of the articulated edge 1200 for flow directional control with the modification of the exhaust area of ​​the thruster 1218. Additionally, the use of the articulated edge 1200 provides efficient switching between flight modes (e.g., forward flight, VTOL, CTOL, STOL, hover mode, and / or other modes). For example, control component 1208 can hinge the articulated edge 1200 between a first position causing the aircraft to fly forward and a second position causing the aircraft to take off vertically (e.g., in VTOL mode). For example, control component 1208 can hinge the articulated edge 1200 to simultaneously cause modification of the exhaust region and flow direction of the integrated ducted fan array and / or individual ducted fans. Based on the size of the exhaust region and the angle of flow direction, this hinge allows the integrated ducted fan array and / or individual ducted fans to switch between providing forward thrust and providing vertical lift relative to the ground. Integrating ducted fans with articulated edges 1200 into an array of similar ducted fans as described herein allows control of flow direction on a significant portion (e.g., 80% or more) of the upper surface of the aircraft's wing, which reduces drag loss and allows for extended flight duration and improved control of the aircraft during flight.

[0109] It should be understood that the first and second positions described above are merely examples, and the articulated edge 1200 can be articulated to occupy other or alternative positions. For example, the articulated edge 1200 can be articulated to control flow steering (e.g., by deflecting the exhaust flow) to achieve optimal angles, such as the difference between the aircraft's pitch angle and the vertical axis (e.g., for VTOL mode), partially deflecting the exhaust flow for STOL mode, and / or achieving CTOL mode by providing minimal articulation or non-articulation of the articulated edge 1200 relative to the horizontal plane of the ducted fan. The articulation of the articulated edge 1200 as described herein provides additional benefits over conventional wing-borne aircraft because it eliminates the need for mechanical changes in rotor blade pitch. Therefore, by utilizing the methods described herein, the risk of exceeding desired noise levels is reduced or eliminated. Furthermore, by using a single articulated edge 1200 to provide exhaust zone and flow steering control, the need for multiple different actuators in systems utilizing multiple articulated edges is eliminated. Therefore, as Figures 12 to 16 The jet wing shown, which includes an integrated ducted fan array with a single articulated edge, saves on construction costs and reduces the weight of the aircraft, extends the maximum achievable flight duration, and / or increases the maximum payload weight that the aircraft can carry.

[0110] In some instances, control assembly 1208 may include components configured to pivot the articulated edge 1200 about a plurality of pivot points. For example, control assembly 1208 may include a rod configured to pivot the articulated edge 1200 of an integrated ducted fan array and / or ducted fan relative to at least one pivot point, at least one actuator configured to drive the rod, and a linkage assembly connecting the articulated edge to a fixed location (e.g., leading edge 1206). For example, control assembly 1208 may include pivot points 1210 and 1212 and rod 1214. Pivot points 1210 and 1212 and rod 1214 may, together with one or more connecting elements (e.g., hinges, robotic arms, rods, etc.), form a linkage assembly connecting the articulated edge 1200 to the leading edge 1206 of a lower element. The control component 1208 may include one or more additional internal components (e.g., electronics, motors and / or other actuators, etc.) configured to hinge to the hingeable edge 1200 as described herein.

[0111] In operation, control component 1208 can move (e.g., translate) lever 1214 such that hinged edge 1200 rotates about flap translation pivot point 1210, which allows arc 1216 of hinged edge 1200 to move toward or away from the center of exhaust region of thruster 1218. By moving arc 1216 of hinged edge 1200, control component 1208 can modify exhaust region. For example, moving arc 1216 toward and / or to the center of exhaust region (e.g., to a first position 1220) can reduce the cross-sectional area of ​​exhaust region and / or otherwise change the shape of cross-sectional area. Similarly, moving arc 1216 downward away from and / or extending away from the center of exhaust region (e.g., to a second position 1222) can increase the cross-sectional area of ​​exhaust region and / or otherwise change the shape of cross-sectional area. Figure 12 The two positions 1220 and 1222 depicted can be the maximum (limit) positions of the hinged edge 1200. Rod 1214 can move (e.g., translate) about pivot point 1210 in a first direction to reduce the cross-sectional area of ​​the exhaust region of arc 1216, and rod 1214 can move (e.g., translate) about pivot point 1210 in a second direction to increase the cross-sectional area of ​​the exhaust region of arc 1216. Therefore, pivot point 1210 can be referred to as the flap arc translation pivot point (e.g., as...). Figure 12 (As shown in the diagram). The pivot point 1210 may be located at the center of the cross-sectional region at the root of the hinged edge 1200 (e.g., where the hinged edge 1200 meets the leading edge 1206). In this example, the arc 1216 of the hinged edge 1200 is defined by the profile of the hinged edge 1200. Figure 12 As shown, and moving between a first position 1220 and a second position 1222, in the first position 1220, the articulated edge 1200 gradually tapers upward near the exhaust region of the thruster 1218 until it reaches the apex of arc 1216 at the exhaust region, where the articulated edge 1200 gradually tapers downward toward its end. In other words, the thickness (diameter) of the articulated edge 1200 from top to bottom can increase from a position before the exhaust region of the thruster 1218 to the apex of arc 1216 where the thickness (diameter) of the articulated edge 1200 is greatest, and then decrease from the apex of the arc to the end of the articulated edge 1200 (e.g., as shown in the first position 1220). As described herein, the movable hinged edge 1200 can position the apex of arc 1216 within the exhaust region of thruster 1218 (or closer to the center of the exhaust region) or outside the exhaust region (or further away from the exhaust region), thereby modifying the exhaust region by changing its shape and / or size.

[0112] In some instances, the use of control component 1208 to hinge the articulated edge 1200 achieves one or more additional effects. For example, in addition to modifying the cross-sectional area of ​​the exhaust region, hinged articulated edge 1200 also controls flow deflection as described herein (e.g., by modifying the angle at which airflow from thruster 1218 is deflected on articulated edge 1200). Thus, controlling a single articulated edge 1200 of a ducted fan or integrated ducted fan array as described herein advantageously provides the dual effects of controlling the cross-sectional area of ​​the exhaust region and controlling flow deflection via a single operation. For example, by hinged articulating a single articulated edge 1200 of an integrated ducted fan array to move from a first position to a second position, both modification of the cross-sectional area of ​​the exhaust region and control of the flow deflection provided by the integrated ducted fan array are achieved. Therefore, the features described herein provide a high level of control over aircraft flight while minimizing the number of components required to achieve this level of control (and the associated risks and costs).

[0113] Figure 13 This is a side-view cross-sectional view of a ducted fan, illustrating an example of the hinged position of the jet flaps. (See diagram below.) Figure 13 As shown, the first position 1220 can be used in forward flight operation mode. The first position can be one of several different available positions. In one embodiment, the illustrated first position can represent a cruise position, while the second position, such as... Figure 14 The position depicted in the image can indicate the hover position. Return to... Figure 13 The first position 1220 can be achieved by sending a control signal to the control components of the ducted fan and / or the control components of an integrated ducted fan array including the ducted fan, instructing the articulated edge 1200 to reduce the cross-sectional area of ​​the exhaust region. The first position 1220 of the articulated edge 1200 of the jet flap can reduce the cross-sectional area of ​​the exhaust region by changing the shape and size of the exhaust region by moving the arc 1216 of the articulated edge 1200 upwards or toward the exhaust region. The first position 1220 of the articulated edge 1200 can reduce flow deflection (e.g., to increase aircraft speed and provide forward thrust) by reducing the deflection of airflow above or around the articulated edge 1200.

[0114] Figure 14 This is a side-view cross-sectional view of a ducted fan, illustrating an example of the hinged position of the jet flaps. (See diagram below.) Figure 14As shown, the second position 1222 can be used in hovering operation mode. The second position 1222 can be achieved by sending a control signal to the control assembly to control the jet flaps, instructing the articulated edge 1200 to increase the cross-sectional area of ​​the exhaust region. The second position 1222 can increase the cross-sectional area of ​​the exhaust region by moving the arc 1216 of the articulated edge 1200 downwards or extending it away from the exhaust region. The second position 1222 can increase the flow above or around the articulated edge 1200 to provide thrust vectoring (e.g., to provide vertical lift to the aircraft to maintain the hovering position). For example, as described herein, the articulated edge 1200 can be moved (e.g., based on a control signal) to the second position 1222 such that the Coanda effect keeps the airflow propelled by the thruster 1218 very close to the surface of the articulated edge 1200 (e.g., within a predetermined threshold / target distance) and directs the airflow to a desired angle corresponding to the second position 1222. Therefore, the movement of the hinged edge 1200 allows control over the direction and / or angle of the thrust.

[0115] It should be understood that additional or alternative configurations of the control component 1208 are included within the scope of this disclosure. For example, alternative configurations of the control component 1208 correspond to... Figure 15 . Figure 15 This is a side cross-sectional view of a ducted fan, illustrating examples of the first and second hinged positions of the jet flaps. Figure 15 In the middle, the hinged edge is 1200 (e.g., as shown in the image). Figures 12 to 14 The hinged edge 1200 (described herein) is controlled by a control assembly 1508 including a pin 1502 and an actuator rod 1504. The pin 1502 defines a rotation point for a circular cross-section at the root of the hinged edge 1500. Therefore, rotation of the angle of the hinged edge 1200 is controlled by the pin 1502, which constrains the movement of the hinged edge 1200 during movement of the actuator rod 1504. The actuator rod 1504 is moved by one or more components of the control assembly 1508 (e.g., a motor, etc.). During movement of the actuator rod 1504, the pin 1502 constrains the movement of the hinged edge 1200 such that when the actuator rod 1504 moves to translate the hinged edge 1200 about a pivot point 1510, the hinged edge 1200 also rotates about a pivot point 1512 to achieve a desired position of the hinged edge 1200. Therefore, the pin 1502 will... Figure 12 The described arc translation and flap angle rotation are coupled to a single element. However, in some instances, a second actuator can be used to control the flap angle separately from the arc translation.

[0116] In another instance, the control component may include a part designed to retract and extend a movable edge as an alternative to or supplement to a movable trailing edge that pivots around one or more pivot points. Figure 16 An example of a movable edge 1600 is provided, which is configured to be both hinged and extendable and retractable. Figure 16 This is a side cross-sectional view of a ducted fan, illustrating examples of the first and second hinged positions of the jet flaps. (Reference) Figure 16 The control assembly 1608 may include a single actuator component (e.g., a motor, etc.) for extending and retracting the movable edge 1600. The retraction element 1602 is positioned at the end of the movable edge 1600. The retraction element 1602 may be or include part of a jet fin having openings, inlets, etc., configured to receive the movable edge 1600 when it retracts. Although Figure 16 A retractable element 1602 within a circular region is depicted; however, it should be understood that the retractable element 1602 may have any shape or configuration capable of receiving the movable edge 1600 when the movable edge is retracted, without departing from the scope of this disclosure. Furthermore, it should be understood that in instances where the movable edge 1600 of the jet flap is part of a single movable edge of an integrated ducted fan array, the retractable element 1602 may extend, cover, and / or otherwise cross the length of the single movable edge of the integrated ducted fan array. In these instances, the entire single movable edge of the integrated ducted fan array may retract into and / or extend from the retractable element 1602 in a single operation.

[0117] In operation, control component 1608 can retract the extended movable edge 1600 into retraction element 1602 in the direction of arrow 1604, reaching retracted position 1606. Retracted position 1606 can be located anywhere between the maximum (limit) extendable position and the minimum extendable position of the movable edge 1600. For example, as... Figure 16 As shown, the retracted position 1606 allows the tail portion of the movable edge 1600 to extend, such that flow deflection is guided over the end of the movable edge 1600. It should be understood that the movable edge 1600 can retract horizontally (e.g., at an angle of 180 degrees), as depicted by arrow 1604; however, in some instances, the movable edge 1600 can retract at an angle other than 180 degrees. Using the control assembly 1608 to retract / extend the movable edge 1600 achieves all the same benefits as the articulated movable edge 1600 described herein, but without requiring additional actuator components (e.g., translation rods, motors, and / or other actuator components). Therefore, the control assembly 1608 configured to retract and extend the movable edge 1600 can further reduce or eliminate additional actuator weight in the aircraft, thereby further extending the maximum achievable flight duration of the aircraft and reducing construction costs.

[0118] An aircraft implementing one or more of the features described herein can be optimized for a variety of mission parameters, such as maximum noise, flight distance, flight duration, payload weight, payload size, delivery time, aircraft weight, maximum speed, and / or other parameters. An aircraft implementing one or more of the features described herein also represents an improvement over conventional designs, such as open-rotor drones and / or other designs. In some instances, aircraft as described herein are configured to travel at speeds ranging from approximately 200 to 400 miles per hour (mph) (e.g., at least 200 mph, 300 mph, or 400 mph). In other instances, aircraft as described herein are configured to travel at lower speeds, for example, in the range of approximately 50 to 80 mph (e.g., 75 mph). An aircraft can be configured for different flight speeds to optimize flight speed for a specific mission. For example, an aircraft could be a drone configured to travel at 75 mph to optimize the aircraft for package delivery. Therefore, the aircraft described herein offers an improvement over conventional open-rotor drone designs, which may not be able to achieve cruise speeds exceeding 56 mph. The improved cruise speed provided by the features described herein offers additional benefits such as reduced mission duration (e.g., allowing for reduced package delivery time). For example, for a 40-mile round-trip mission, a conventional open-rotor design might take approximately 42.5 minutes, but an aircraft implementing the features described herein has been shown to complete a 40-mile round-trip mission under the same conditions in approximately 32 minutes. Alternatively, the aircraft can be configured to optimize the maximum descent speed. For example, using the features described herein, an aircraft (e.g., a drone) can achieve a maximum descent speed of approximately 2,050 feet per minute, an improvement over a conventional open-rotor design achieving a maximum descent speed of approximately 738 feet per minute. In some instances, aircraft implementing one or more of the features described herein achieve improvements over open-rotor designs as described herein by improving the aircraft's lift-to-drag ratio. For example, by implementing the features described herein to optimize the aircraft's effective exhaust area and flow steering control, the aircraft can achieve a lift-to-drag ratio of 12.2. This provides an improvement over, for example, conventional open rotor designs known to have a maximum lift-to-drag ratio of approximately 7.4.

[0119] In some embodiments, the aircraft can be optimized for hovering time per flight. For example, the number of ducted fans can be increased or decreased to increase or decrease the maximum hovering time per flight. In some instances, the aircraft can be a drone configured to hover for a duration in the range of approximately 2 to 3 minutes (e.g., approximately 2.25 minutes), which can optimize aircraft used for package delivery. Compared to conventional open-rotor designs with a nominal hovering time exceeding 3 minutes (e.g., 3.25 minutes), aircraft capable of completing tasks (e.g., flight, delivery, etc.) with a nominal hovering duration in the range of 2 to 3 minutes (e.g., approximately 2.25 minutes) achieve improvements by reducing total mission time and increasing power and / or fuel efficiency.

[0120] In some embodiments, the aircraft can be optimized for gross weight. In one embodiment, the vehicle can weigh approximately 3,000 to 4,000 lbm, 4,000 to 5,000 lbm, or 3,500 to 4,000 lbm; in other embodiments, the vehicle can weigh 4,500 to 5,500 lbm; and in still other embodiments, as examples, it can weigh 4,200, 4,500, 4,700, 5,000, or 5,200 lbm. In some embodiments, the aircraft can be configured for a lower gross weight (e.g., 300 lbm, 55 lbm, and / or less than 55 lbm). For example, the aircraft could be a drone configured to meet a gross weight constraint of 55 lbm, which could optimize the aircraft for package delivery.

[0121] In some embodiments, the aircraft may be optimized for payload capacity. In one embodiment, the payload capacity may be in the range of 800 to 1,000 lbm, 1,000 to 1,200 lbm, or 1,200 to 1,400 lbm, and in other embodiments, the payload capacity may be about 850 lbm, 900 lbm, 950 lbm, 1,000 lbm, 1,050 lbm, 1,100 lbm, 1,150 lbm, 1,200 lbm, or 1,250 lbm. In some embodiments, the aircraft may be configured for a lower payload capacity (e.g., 0 to 10 lbm). For example, the aircraft may be a drone configured to carry a payload weighing between 0 and 10 lbm (e.g., a package as described herein) to optimize the aircraft for package delivery. Alternatively, an aircraft with a total weight of 300 lbm may be configured to carry a payload weighing about 30 lbm. To optimize weight and / or payload capacity, the volume of the fuselage can be adjusted. For example, the fuselage can be adjusted to a volume optimized for parcel delivery (e.g., 4 to 5 cubic feet (cu. ft.), 3.65 cu. ft.).

[0122] In some embodiments, the aircraft can be optimized to reduce noise generated by its operation. In one instance, the aircraft may implement multiple ducted fans or an integrated array of ducted fans as described herein, such that the aircraft is inaudible to humans in ranges of approximately 800 to 1,000 feet, 1,200 to 1,400 feet, 2,500 to 2,600 feet, and / or other ranges depending on the configuration of the ducted fans. In some embodiments, the aircraft may be characterized by a dominant tone of approximately 35 to 50 dB(A) at 100 feet, 35 to 40 dB(A) at 100 feet, 40 to 45 dB(A) at 100 feet, or 40 to 50 dB(A) at 100 feet. In some embodiments, the aircraft may be configured to remain at or below 40 dB(A) to avoid acoustic detection in certain environments, such as suburban environments. In some instances, an aircraft can be configured to remain at or below a threshold (e.g., 40 dB(A)) in a specific mode (e.g., hovering mode) and / or at a specific vertical distance (e.g., 60 feet). An aircraft implementing the features described herein can achieve noise reduction such that, at certain population densities (e.g., between 140 and 1500 people), the aircraft, when operating at approximately 60 feet, produces noise detectable by 10 or fewer people. Thus, an aircraft as described herein represents an improvement over an open-rotor design, which can be detected by 140 to 1500 people at approximately 60 feet. In some instances, an aircraft can be configured such that a ducted fan results in a 25 to 30 dB(A) reduction in total sound pressure level relative to known aircraft. Optimizing an aircraft using the features described herein to reduce noise offers numerous advantages over conventional aircraft. For example, an unmanned aerial vehicle implementing a ducted fan as described herein provides an increased number of delivery operations achieved through noise reduction (e.g., sound level). For example, reduced noise can allow unmanned aerial vehicles to comply with federal, state, and / or municipal regulations to operate in urban or suburban environments.

[0123] It should be understood that, without departing from the scope of this disclosure, the aircraft described herein can be optimized for the aforementioned parameters and / or different parameters. For example, an aircraft as described herein can be optimized for a round-trip flight range of 30 to 110 miles, a payload weight of 0 to 10 lbm, and a flight speed of 60 to 100 mph. In another example, an aircraft as described herein can be optimized for a round-trip flight time of 0.3 to 1.6 hours, a payload weight of 0 to 10 lbm, and a flight speed of 60 to 100 mph.

[0124] Various aspects of this disclosure also relate to one or more non-transitory computer-readable media including computer-readable instructions that, when executed by a processor, cause the processor to perform at least one or more functions as outlined herein, such as, but not limited to, actuating aircraft control surfaces to facilitate thrust vector control of the aircraft, and / or other functions. Figure 17 A non-limiting example of a computer-readable medium according to certain embodiments is described. Specifically, Figure 17 A block diagram of the flight control computer 1700 is shown. Those skilled in the art will understand that... Figure 17 The disclosure herein applies to any system, aircraft control system, propulsion system, exhaust zone control system, flow steering control system, and / or combinations thereof. The flight control computer 1700 may include one or more processors, such as processors 1702-1 and 1702-2 (generally referred to herein as "processor 1702" or "processor 1702"). Processors 1702 may communicate with each other or with other components via an interconnect network or bus 1704. Processor 1702 may include one or more processing cores, such as cores 1706-1 and 1706-2 (referred to herein as "core 1706" or more generally "core 1706"), which may be implemented on a single integrated circuit (IC) chip. Although computer 1700 is shown in a single figure, those skilled in the art who benefit from this disclosure will understand that one or more components may be "remote" relative to another component. For example, in one embodiment, one or more components may be housed in a separate enclosure from one or more other components. In some embodiments, one or more components of computer 1700 may communicate wirelessly only with other components of computer 1700. In some embodiments, one or more components of the computer 1700 may be located on or within a portion of the aircraft, while other components may be remotely positioned relative to the aircraft.

[0125] In some embodiments, the movement of control surfaces (e.g., flaps) of an aircraft, including any control surfaces disclosed herein, to position and / or orientation may be based at least in part on one or more calculations, determinations, inputs, and / or outputs of computer 1700. As a non-limiting example, the position and / or orientation of one or more control surfaces may be based on operational parameters such as the final angle and / or final extended / retracted position to which one or more flaps are moved (e.g., hinged) during a particular instance of achieving the position and / or orientation, whether one or more control surfaces are hinged at a variable rate, the achieved variable or constant rate, the desired velocity or acceleration (including acceleration or velocity reduction) along one or more directions, weather parameters (including but not limited to wind direction or wind speed), the weight or weight distribution of the aircraft or parts thereof, etc.

[0126] This application extends to the subject matter of any of the following numbered statements: Statement 1. An aircraft comprising: body; Wings, which are connected to the fuselage; A flap configured to switch between a first position and a second position; A ducted fan array, which is integrated into the wing and configured to propel airflow through the upper surface of the wing; A control component configured to cause movement of the flap from the first position to the second position: Modification of the exhaust area of ​​the ducted fan array; and Modification of the direction of the airflow propelled through the upper surface of the wing; and Multiple horizontal tail fins.

[0127] Statement 2. The aircraft according to Statement 1, wherein the control components include: A lever, configured to move the flap from the first position to the second position by hinged the flap relative to at least one pivot point; At least one actuator, the at least one actuator being configured to drive the rod; and A linkage assembly that connects the rod to the at least one actuator.

[0128] Statement 3. The aircraft according to Statement 1 or 2, wherein the control component is configured to move the flap from the first position to the second position by retracting the flap.

[0129] Statement 4. An aircraft according to any one of the preceding statements, wherein the control component is configured to move the flap from the first position to the second position by extending the flap.

[0130] Statement 5. The aircraft according to any one of the foregoing statements further includes: At least one ducted fan, said at least one ducted fan being connected to one of the plurality of horizontal tail fins. The at least one ducted fan connected to the horizontal tail fin includes hinged flaps.

[0131] Statement 6. The aircraft according to Statement 5, wherein the at least one ducted fan connected to the horizontal tail fin further includes vertical blades.

[0132] Statement 7. The aircraft according to any one of the foregoing statements further includes: A payload, which is attached to the fuselage; At least one inflatable fairing, said at least one inflatable fairing being attached to the payload; and At least one fan, the at least one fan being configured to selectively inflate and deflate the at least one inflatable fairing.

[0133] Statement 8. The aircraft according to any one of the foregoing statements, wherein each ducted fan includes a bladed disk having the following diameter: Approximately 3 inches, or Less than three inches.

[0134] Statement 9. The aircraft according to any one of the foregoing statements further includes a camera positioned on the underside of the fuselage.

[0135] Statement 10. The aircraft according to any one of the foregoing statements further includes at least one camera located at the end of the ducted fan array.

[0136] Statement 11. The aircraft according to any one of the foregoing statements further includes a plurality of support struts configured to maintain the fuselage at a pitch angle relative to the landing surface.

[0137] Statement 12. The aircraft according to any one of the foregoing statements, wherein the modification of the exhaust region includes a reduction in the size of the exhaust region, and wherein the modification of the direction of the airflow includes a reduction in the direction of the airflow around the flap.

[0138] Statement 13. The aircraft according to any one of the foregoing statements, wherein the modification of the exhaust region includes an increase in the size of the exhaust region, and wherein the modification of the direction of the airflow includes an increase in the direction of the airflow around the flap.

[0139] Statement 14. An aircraft according to any one of the preceding statements, wherein the control component is configured to cause the aircraft to switch between a hovering flight mode and a forward flight mode by movement of the flap from the first position to the second position.

[0140] Statement 15. An aircraft according to any one of the preceding statements, wherein the control component is configured such that movement of the aircraft from the first position to the second position via the flap causes the lift-to-drag ratio of the aircraft to reach or exceed 12.2 in cruise mode.

[0141] Statement 16. An aircraft according to any one of the foregoing statements, wherein the modification of the direction of the airflow propelled through the upper surface of the wing comprises turning the direction of the airflow 75 degrees on the flap.

[0142] Statement 17. An air movement device for an aircraft, the air movement device comprising: Ducted fan array, each ducted fan including a propeller; An upper element located above the thruster array, and a lower element located below the thruster array, wherein the lower element includes: Front edge; and A movable flap, located opposite the front edge and behind the ducted fan, having an upper surface and a lower surface, is configured to guide airflow propelled by the thruster by moving between a first position and a second position; and Control component, the control component being configured to: Receive control signals; and Based on the control signal and by moving the movable flap between the first position and the second position: Modify the exhaust region of the thruster; and The angle at which the airflow is turned at the edge of the movable flap is modified via the Coanda effect.

[0143] Statement 18. The air movement device according to Statement 17, wherein the control component includes: A rod, the rod being configured to hinge the movable flap relative to at least one pivot point; At least one actuator, the at least one actuator being configured to drive the rod; and A linkage assembly that connects the rod to the at least one actuator.

[0144] Statement 19. The air movement device according to Statement 17 or 18, wherein the control component is configured to move the movable flap by retracting the movable flap.

[0145] Statement 20. An air movement device according to any one of Statements 17 to 19, wherein the control component is configured to move the movable flap by extending the movable flap.

[0146] Statement 21. The air movement device according to any one of Statements 17 to 20 further includes vertical blades positioned in the airflow propelled by the thruster.

[0147] Statement 22. An air movement device according to any one of Statements 17 to 21, wherein the control component is configured to switch the aircraft between a hovering flight mode and a forward flight mode at least by moving the movable flap between the first position and the second position.

[0148] Statement 23. An air movement device according to any one of Statements 17 to 22, wherein the movable flap defines an arc across the upper surface of the movable flap, and the thickness of the movable flap is greatest at the apex of the arc.

[0149] Statement 24. A method for controlling an aircraft, comprising: The airflow is propelled through the upper surface of the wing by an array of ducted fans integrated into the wing. The computing device sends commands to the control components to cause the flaps of the aircraft's wings to switch between a first position and a second position; and At least by using the control components and moving the flaps between the first and second positions based on the instructions, both the exhaust region of at least one ducted fan in the ducted fan array and the direction of the airflow propelled through the upper surface of the wing are modified.

[0150] Statement 25. The method according to Statement 24, wherein moving the flap includes hinged the flap relative to at least one pivot point.

[0151] Statement 26. The method according to Statement 24 or 25, wherein moving the flap includes retracting the flap.

[0152] Statement 27. The method according to any one of Statements 24 to 26, wherein moving the flap includes extending the flap.

[0153] Statement 28. The method according to any one of Statements 24 to 27, wherein moving the flaps causes the aircraft to switch between a hovering flight mode and a forward flight mode.

[0154] Statement 29. The method according to any one of Statements 24 to 28, wherein moving the flap modifies one or more of the following: The flight direction of the aircraft, or The flight speed of the aircraft.

[0155] Statement 30. An aircraft comprising: A wing having flaps movable between a first position and a second position; A ducted fan array integrated into the wing and configured to propel airflow over flaps, wherein the flaps at least partially define the exhaust region of the ducted fan array and the direction of the airflow at the edges of the flaps; and A control component, configured to, based on receiving a control signal and by moving the flap between the first position and the second position, perform the following: Modify the exhaust area of ​​the ducted fan array; The direction of the airflow is modified such that the airflow is turned 75 degrees at the edge of the flap; and The lift-to-drag ratio of the aircraft during cruise mode is 12.2 or higher.

[0156] Statement 31. An aircraft comprising: A wing having flaps movable between a first position and a second position; A ducted fan array integrated into the wing and configured to generate a propellant airflow passing through the flaps, wherein the flaps at least partially define the exhaust region of the ducted fan array and the direction of the propellant airflow; and A control component configured to move the flap between the first position and the second position to modify the direction of the exhaust region and the propulsion airflow.

[0157] Statement 32. The aircraft according to Statement 31, wherein the control components include: A lever, configured to move the flap from the first position to the second position by hinged the flap relative to at least one pivot point; At least one actuator, the at least one actuator being configured to drive the rod; and A linkage assembly that connects the rod to the at least one actuator.

[0158] Statement 33. The aircraft according to Statement 31 or 32, wherein the control component is configured to move the flap from the first position to the second position by retracting the flap.

[0159] Statement 34. An aircraft according to any one of Statements 31 to 33, wherein the control component is configured to move the flap from the first position to the second position by extending the flap.

[0160] Statement 35. The aircraft according to any one of Statements 31 to 34 further includes: Multiple horizontal tail fins.

[0161] Statement 36. The aircraft described in Statement 35 also includes: At least one ducted fan, said at least one ducted fan being connected to one of the plurality of horizontal tail fins. The at least one ducted fan connected to the horizontal tail fin includes hinged flaps.

[0162] Statement 37. The aircraft according to Statement 36, wherein the at least one ducted fan connected to the horizontal tail fin further includes vertical blades.

[0163] Statement 38. The aircraft according to any one of Statements 31 to 37 further includes: The fuselage, wherein the wings are attached to the fuselage.

[0164] Statement 39. The aircraft described in Statement 38 also includes: A payload, which is attached to the fuselage; At least one inflatable fairing, said at least one inflatable fairing being attached to the payload; and At least one fan, the at least one fan being configured to selectively inflate and deflate the at least one inflatable fairing.

[0165] Statement 40. The aircraft described in Statement 38 also includes a camera positioned on the underside of the fuselage.

[0166] Statement 41. An aircraft according to any one of Statements 31 to 40, wherein each ducted fan includes a bladed disk having: Approximately 3 inches in diameter, or The diameter is less than 3 inches.

[0167] Statement 42. The aircraft according to any one of Statements 31 to 41 further includes at least one camera located at an end of the ducted fan array.

[0168] Statement 43. The aircraft according to any one of Statements 31 to 42 further includes a landing mechanism.

[0169] Statement 44. The aircraft according to Statement 43, wherein the landing mechanism includes a plurality of support struts configured to maintain the fuselage at a pitch angle relative to the landing surface.

[0170] Statement 45. The aircraft according to any one of Statements 31 to 44, wherein the modification of the exhaust region includes a reduction in the size of the exhaust region, and wherein the modification of the direction of the airflow includes a reduction in the direction of the airflow around the flap.

[0171] Statement 46. The aircraft according to any one of Statements 31 to 45, wherein the modification of the exhaust region includes an increase in the size of the exhaust region, and wherein the modification of the direction of the airflow includes an increase in the direction of the airflow around the flap.

[0172] Statement 47. An aircraft according to any one of Statements 31 to 46, wherein the control component is configured to cause the aircraft to switch between a hovering flight mode and a forward flight mode by movement of the flap from the first position to the second position.

[0173] Statement 48. An aircraft according to any one of Statements 31 to 47, wherein the control component is configured to cause the lift-to-drag ratio of the aircraft to reach or exceed 12.2 in cruise mode by movement of the flaps from the first position to the second position.

[0174] Statement 49. An aircraft according to any one of Statements 31 to 48, wherein the modification of the direction of the airflow propelled through the upper surface of the wing comprises turning the direction of the airflow 75 degrees over the flap.

[0175] Although examples have been described above, the features of these examples can be combined, divided, omitted, rearranged, modified, and / or added in any desired manner. Various changes, modifications, and improvements will readily occur to those skilled in the art. Such changes, modifications, and improvements are intended as part of this specification, although not expressly stated herein, and are intended to be within the spirit and scope of the description herein. Therefore, the foregoing description is merely illustrative and not restrictive.

Claims

1. An aircraft comprising: body; Wings, which are connected to the fuselage; A flap configured to switch between a first position and a second position; A ducted fan array, which is integrated into the wing and configured to propel airflow through the upper surface of the wing; A control component configured to cause movement of the flap from the first position to the second position: Modification of the exhaust area of ​​the ducted fan array; as well as Modification of the direction of the airflow propelled through the upper surface of the wing; and Multiple horizontal tail fins.

2. The aircraft according to claim 1, wherein the control component comprises: A lever, configured to move the flap from the first position to the second position by hinged the flap relative to at least one pivot point; At least one actuator, the at least one actuator being configured to drive the rod; as well as A linkage assembly that connects the rod to the at least one actuator.

3. The aircraft of claim 1, wherein the control component is configured to move the flap from the first position to the second position by retracting the flap.

4. The aircraft of claim 1, wherein the control component is configured to move the flap from the first position to the second position by extending the flap.

5. The aircraft according to claim 1, further comprising: At least one ducted fan, said at least one ducted fan being connected to one of the plurality of horizontal tail fins. The at least one ducted fan connected to the horizontal tail fin includes hinged flaps.

6. The aircraft of claim 5, wherein the at least one ducted fan connected to the horizontal tail fin further comprises vertical blades.

7. The aircraft according to claim 1, further comprising: A payload, which is attached to the fuselage; At least one inflatable fairing, said at least one inflatable fairing being attached to the payload; as well as At least one fan, the at least one fan being configured to selectively inflate and deflate the at least one inflatable fairing.

8. The aircraft of claim 1, wherein each ducted fan comprises a bladed disk with a diameter of less than 3 inches.

9. The aircraft according to claim 1, further comprising a camera positioned on the underside of the fuselage.

10. The aircraft of claim 1, further comprising at least one camera located at an end of the ducted fan array.

11. The aircraft of claim 1, further comprising a plurality of support struts configured to maintain the fuselage at a pitch angle relative to the landing surface.

12. The aircraft of claim 1, wherein the modification of the exhaust region includes a reduction in the size of the exhaust region, and wherein the modification of the direction of the airflow includes a reduction in the deflection of the airflow around the flap.

13. The aircraft of claim 1, wherein the modification of the exhaust region includes an increase in the size of the exhaust region, and wherein the modification of the direction of the airflow includes an increase in the deflection of the airflow around the flap.

14. The aircraft of claim 1, wherein the control component is configured to cause the aircraft to switch between a hovering flight mode and a forward flight mode by movement of the flap from the first position to the second position.

15. The aircraft of claim 1, wherein the control component is configured to move from the first position to the second position via the flap such that the lift-to-drag ratio of the aircraft reaches or exceeds 12.2 in cruise mode.

16. The aircraft of claim 1, wherein the modification of the direction of the airflow propelled through the upper surface of the wing comprises turning the direction of the airflow 75 degrees on the flap.

17. An air movement device for an aircraft, the air movement device comprising: Ducted fan array, each ducted fan including a propeller; An upper element located above the thruster array, and a lower element located below the thruster array, wherein the lower element includes: Front edge; and A movable flap, located opposite the front edge and behind the ducted fan, having an upper surface and a lower surface, is configured to guide airflow propelled by the thruster by moving between a first position and a second position; and Control component, the control component being configured to: Receive control signals; and Based on the control signal and by moving the movable flap between the first position and the second position: Modify the exhaust region of the thruster; and The angle at which the airflow is turned at the edge of the movable flap is modified via the Coanda effect.

18. The air movement device of claim 17, wherein the control component comprises: A rod, the rod being configured to hinge the movable flap relative to at least one pivot point; At least one actuator, the at least one actuator being configured to drive the rod; as well as A linkage assembly that connects the rod to the at least one actuator.

19. The air movement device of claim 17, wherein the control component is configured to move the movable flap by retracting the movable flap.

20. The air movement device of claim 17, wherein the control component is configured to move the movable flap by extending the movable flap.

21. The air movement device of claim 17, further comprising vertical blades positioned in the airflow propelled by the thruster.

22. The air movement device of claim 17, wherein the control component is configured to switch the aircraft between a hovering flight mode and a forward flight mode at least by moving the movable flap between the first position and the second position.

23. The air movement device of claim 17, wherein the movable flap defines an arc across the upper surface of the movable flap, and the thickness of the movable flap is greatest at the apex of the arc.

24. A method for controlling an aircraft, comprising: The airflow is propelled through the upper surface of the wing by an array of ducted fans integrated into the wing. The computing device sends instructions to the control components to cause the flaps of the aircraft's wings to switch between a first position and a second position; as well as At least by using the control components and moving the flaps between the first and second positions based on the instructions, both the exhaust region of at least one ducted fan in the ducted fan array and the direction of the airflow propelled through the upper surface of the wing are modified.

25. The method of claim 24, wherein moving the flap comprises hinged the flap relative to at least one pivot point.

26. The method of claim 24, wherein moving the flap includes retracting the flap.

27. The method of claim 24, wherein moving the flap includes extending the flap.

28. The method of claim 24, wherein moving the flaps causes the aircraft to switch between a hovering flight mode and a forward flight mode.

29. The method of claim 24, wherein moving the flap modifies one or more of the following: The flight direction of the aircraft, or The flight speed of the aircraft.

30. An aircraft comprising: A wing having flaps movable between a first position and a second position; A ducted fan array integrated in the wing and configured to propel airflow over the flaps, wherein the flaps at least partially define the exhaust region of the ducted fan array and the direction of the airflow at the edge of the flaps; as well as A control component, configured to, based on receiving a control signal and by moving the flap between the first position and the second position, perform the following: Modify the exhaust area of ​​the ducted fan array; The direction of the airflow is modified such that the airflow is turned 75 degrees at the edge of the flap; and The lift-to-drag ratio of the aircraft during cruise mode is 12.2 or higher.

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