Unmanned aerial vehicle

Abstract

An unmanned aerial vehicle (100) comprising: - a symmetrical fuselage (110) configured in a disc shape, having an upper section (114), a lower section (116), and an outer rim (115); - a jet propulsion system disposed within the fuselage and configured to generate axial thrust; - a stabilization and control system configured to regulate the orientation and position of the aerial vehicle when airborne; and - an energy supply system housed within the fuselage, configured to power the jet propulsion and the stabilization and control system; wherein the jet propulsion system is disposed along a central axis of the fuselage; and wherein the jet propulsion system comprises: - an air inlet positioned at a first end of the central axis, - an air outlet positioned at an opposite end of the central axis; and - a jet motor operably arranged between the air inlet and the air outlet; wherein the air outlet is configured to expel exhaust gases generated by the jet motor, thereby generating axial thrust; and wherein the fuselage (110) comprises a system of flaps (134, 150) embedded therein and configured to regulate airflow and facilitate precise control over the vehicle's (100) orientation.

Description

[0001] Unmanned aerial vehicle

[0002] Technical field of the invention

[0003] The present invention relates to the field of unmanned aerial vehicles.

[0004] Background of the invention

[0005] Unmanned aerial vehicles (UAVs) that rely on rotors, such as quadcopters and multirotor drones, have become essential for a wide range of applications, including surveillance, logistics, and search-and-rescue operations. These rotor-driven UAVs offer significant advantages in terms of vertical take-off and landing (VTOL) capabilities, precise manoeuvrability, and the ability to hover for extended periods. However, their reliance on rotors introduces several challenges, particularly in manoeuvrability constraints, stability issues, and a lack of stealth capabilities.

[0006] Manoeuvrability in rotor-driven UAVs is highly flexible in low-speed and stationary operations, allowing for precise positioning and smooth navigation in confined environments. However, their design imposes limitations when it comes to high-speed flight and rapid directional changes. Unlike fixed-wing UAVs, which rely on aerodynamic lift to sustain efficient forward movement, rotor-driven UAVs generate lift entirely through rotating blades, leading to greater energy consumption and reduced endurance in horizontal flight. Additionally, at high speeds, multirotor UAVs face aerodynamic drag and instability due to their nonstreamlined frame, making them less efficient over long distances. The inherent reliance on thrust vectoring through differential rotor speeds also introduces a delay in response time during sudden changes in direction, which can be problematic in dynamic environments.Stability is another critical challenge for rotor-driven UAVs, especially in turbulent air conditions or during high-precision tasks. Since these UAVs lack the inherent aerodynamic stability of fixed-wing designs, they depend entirely on active stabilization through onboard flight controllers and sensor feedback loops. This means that any failure in the electronic control systems, sensor inaccuracies, or unexpected disturbances, such as strong gusts of wind, can significantly affect their ability to maintain stable flight. Moreover, the downward airflow generated by the rotors, particularly in hovering or low-altitude flight, can create complex aerodynamic interactions with surrounding surfaces, leading to unpredictable flight behaviour in constrained environments like urban areas or enclosed spaces.

[0007] A major drawback of rotor-driven UAVs is their lack of stealth, which limits their use in covert operations and military reconnaissance. The continuous rotation of multiple blades generates a distinct acoustic signature that can be detected from a considerable distance, making them easily noticeable in both urban and rural environments. Additionally, their exposed rotor structures produce strong radar reflections, making them highly visible to radar detection systems. Unlike fixed-wing UAVs, which can incorporate stealth features such as smooth, low-reflective surfaces and heat-signature reduction techniques, rotor-driven UAVs inherently struggle to minimize their acoustic and radar footprints. While some efforts have been made to reduce noise through optimized blade design and active noise cancellation, these solutions only provide partial mitigation rather than complete stealth.

[0008] Fixed-wing UAVs are widely used in military, commercial, and research applications due to their superior range, speed, and endurance compared to rotor-driven UAVs. These aircraft generate lift through aerodynamic surfaces, allowing for more energy-efficient flight, making them ideal for long-duration missions, such as surveillance, mapping, and cargo transport. Their streamlined design enables higher speeds and more stable flight in varying atmosphericconditions. However, despite these advantages, fixed-wing UAVs also present several drawbacks, particularly in their operational flexibility, manoeuvrability, and dependence on infrastructure for take-off and landing.

[0009] One of the primary limitations of fixed-wing UAVs is their lack of vertical take-off and landing (VTOL) capability. Unlike rotor-driven UAVs, which can hover and operate in confined spaces, fixed-wing UAVs require a runway or a specialized launch and recovery system. This restriction makes them unsuitable for missions requiring deployment in rugged or urban environments where runways are not available. Some hybrid designs, such as vertical take-off and landing (VTOL) fixed-wing UAVs, attempt to address this issue by incorporating tilt-rotor or additional lift mechanisms, but these solutions add complexity and reduce overall efficiency.

[0010] Manoeuvrability is another challenge for fixed-wing UAVs, particularly in closequarters operations. While they excel at high-speed, long-distance flight, they lack the ability to hover or make rapid directional adjustments. This limitation makes them less effective for missions requiring precise positioning, such as search-and-rescue operations, urban reconnaissance, or indoor navigation. Their turning radius is significantly larger than that of rotorcraft, which can be a disadvantage when navigating through complex terrain or avoiding obstacles. Additionally, their reliance on aerodynamic lift means that stalling, where the wing fails to generate sufficient lift, can lead to loss of control if not managed properly.

[0011] Fixed-wing UAVs are also more susceptible to environmental constraints. While they generally perform better in strong winds than rotor-driven UAVs, they are highly affected by factors such as wind shear and turbulence during take-off and landing. Harsh weather conditions, including storms and extreme crosswinds, can pose serious challenges to their operation. Unlike rotorcraft, which can adjust their positioning dynamically to counteract gusts, fixed-wing UAVs mustrely on precise aerodynamic control and predictive flight planning to mitigate these effects.

[0012] Another drawback is their limited ability to operate in stealth-sensitive missions. While their aerodynamic shape makes them less acoustically detectable than rotor-driven UAVs, fixed-wing UAVs often require higher-speed propulsion systems such as turbofans or piston engines, which produce heat and noise that can be detected by infrared sensors. Additionally, their reliance on larger airframes to maximize lift and endurance makes them more visible to radar compared to smaller multirotor UAVs. Some military-grade fixed-wing UAVs incorporate stealth technologies such as radar-absorbent materials and heatdissipating exhaust systems, but these modifications come at the cost of increased design complexity and reduced payload capacity.

[0013] CN116062149 A discloses a type of fighter aircraft described as a round-wing follow-up layout fighter. The disclosed aircraft includes a fighter body having an arc-shaped structure, with a disc-shaped lower portion. A cabin capable of automatically inclining to one side is arranged within the fighter body, and an empennage is provided. The structure further includes a vertical fin arranged to maintain the vertical rising state of the unmanned aerial vehicle.

[0014] According to the disclosure, forward movement is achieved by activating a turbofan engine together with a rear engine group, both providing heat and jet flow through an extension pipe to generate forward thrust. For backward movement, the rear engine set and the turbofan engine are operated together to produce front-directed heated jet flow, thereby generating thrust for rearward motion. When steering in the air is required, the aircraft performs turning maneuvers through coordinated operation of an elevator, rudder, and lifting aileron, which are described as contributing to continuous and stable horizontal steering and improved stealth characteristics.Object of the Invention

[0015] The objective of the present invention is to provide an unmanned aerial vehicle (UAV) that integrates the advantages of both rotor-driven UAVs and fixed-wing UAVs, thereby addressing several limitations associated with each category.

[0016] Summary of the Invention

[0017] The present invention relates to an unmanned aerial vehicle (UAV) configured to combine advantageous characteristics of rotor-driven UAVs and fixed-wing UAVs, while mitigating several inherent limitations associated with each of these conventional architectures.

[0018] In particular, the invention aims to provide a UAV capable of vertical take-off and landing (VTOL), stable hovering, and precise low-speed manoeuvrability, while also enabling efficient forward flight, extended operational range, and improved high-speed performance. By doing so, the invention addresses challenges such as limited endurance and efficiency in multirotor systems, runway dependence and manoeuvrability constraints in fixed-wing aircraft, and aerodynamic, acoustic, and radar-related disadvantages present in both categories.

[0019] The UAV of the present invention is based on a disc-shaped, substantially symmetrical fuselage architecture, which provides inherent aerodynamic balance and enables centralized integration of propulsion, control, and energy systems. The configuration is particularly suited for operation in diverse mission environments, including confined spaces, urban areas, and stealth-sensitive scenarios, while maintaining stability in turbulent atmospheric conditions.

[0020] According to a first aspect, the invention relates to an unmanned aerial vehicle comprising a symmetrical fuselage configured in a disc shape, having an uppersection, a lower section, and an outer rim. A jet propulsion system is disposed within the fuselage and configured to generate axial thrust, the propulsion system being arranged along a central axis of the fuselage. The jet propulsion system comprises an air inlet positioned at a first end of the central axis, an air outlet positioned at an opposite end of the central axis, and a jet motor operably arranged between the air inlet and the air outlet, wherein the air outlet is configured to expel exhaust gases generated by the jet motor to generate axial thrust.

[0021] The unmanned aerial vehicle further comprises a stabilization and control system configured to regulate the orientation and position of the aerial vehicle when airborne, and an energy supply system housed within the fuselage and configured to power the propulsion and control systems. In one or more embodiments, the fuselage further comprises a system of flaps embedded therein and configured to regulate airflow and facilitate precise control over the vehicle’s orientation.

[0022] By arranging the propulsion system centrally within the disc-shaped fuselage and generating thrust substantially along the central axis, a balanced thrust configuration is achieved, contributing to stable flight, efficient propulsion, and reduced reliance on conventional external aerodynamic control surfaces. In one or more embodiments, air inlets and / or air outlets are arranged at the outer rim of the fuselage, enabling optimized airflow management, improved thrust efficiency, and enhanced manoeuvrability.

[0023] According to another aspect, the invention relates to an unmanned aerial vehicle comprising a symmetrical fuselage configured in a disc shape and having an upper section and a lower section, a propulsion system disposed within the fuselage and configured to generate axial thrust, a stabilization and control system configured to regulate the orientation and position of the aerial vehicle when airborne, and an energy supply system housed within the fuselage andconfigured to power the propulsion and control systems, wherein the propulsion system is disposed along a central axis of the fuselage.

[0024] The unmanned aerial vehicle according to the invention thus provides a versatile aerial platform capable of efficient long-range flight, precise low-speed manoeuvring, stable hovering, and rapid directional control. The architecture further enables integration of advanced stabilization systems, aerodynamic braking elements, and stealth-enhancing features, making the UAV suitable for a wide range of civilian, commercial, and military applications where conventional UAV designs are constrained.

[0025] Brief description of the figures

[0026] Figure 1 is a schematic side view of a UAV in accordance with various embodiments of the invention.

[0027] Figure 2 shows a schematic top view, partly transparent, of a UAV in accordance with various embodiments of the invention.

[0028] Figures 3A-C show schematic cross-sectional views (see Figure 2 for position) of a UAV in accordance with various embodiments of the invention.

[0029] References

[0030] 100 UAV

[0031] 110 Fuselage

[0032] 112 Dome

[0033] 114 Upper section

[0034] 115 Rim116 Lower section

[0035] 118 Dome

[0036] 122 Inlet

[0037] 124 Outlet

[0038] 126 Motor

[0039] 132 Channel

[0040] 134 Flap

[0041] 140 Thrust nozzle

[0042] 150 Flaps

[0043] Detailed Description of the Invention

[0044] Core of the invention

[0045] In the present invention, the unmanned aerial vehicle is based on a substantially symmetrical, disc-shaped fuselage architecture configured to integrate propulsion, stabilization and control, and energy supply systems within the fuselage in a balanced and aerodynamically efficient manner. The fuselage comprises an upper section, a lower section, and an outer rim, and is preferably arranged such that the centre of gravity is maintained substantially along a central axis through the fuselage.

[0046] A propulsion system is disposed within the fuselage and configured to generate thrust substantially along said central axis, thereby providing a balanced thrust configuration suitable for vertical take-off and landing (VTOL), stable hovering, and efficient forward flight. The disc-shaped fuselage further enables placement and integration of airflow-control elements and aerodynamic braking elements along or within the fuselage, including at or near the outer rim, to facilitate precise control of the vehicle’s orientation and velocity.In one or more embodiments, the aerial vehicle comprises one or more embedded flaps configured to regulate airflow and thereby contribute to manoeuvring, stabilization and / or deceleration. The following description sets out non-limiting embodiments relating to the propulsion architecture, airflow management, and control features that may be used separately or in combination.

[0047] In one or more embodiments, the air inlet(s) are positioned at the outer rim.

[0048] In one or more embodiments, the air outlet(s) are positioned at the outer rim.

[0049] Axial thrust, as used herein, refers to a force generated along the central axis of a propulsion system, wherein the thrust vector remains substantially aligned with the longitudinal axis of the aerial vehicle, providing linear propulsion without inducing significant lateral or rotational forces. In the context of the present invention, axial thrust is achieved through a propulsion system disposed along the central axis of the disc-shaped fuselage, wherein air is drawn through one or more inlets of the fuselage, directed toward a centrally arranged jet motor, and expelled through one or more outlets, both the inlet(s) and outlet(s) preferably arranged at the outer rim.

[0050] This configuration ensures that the primary thrust force remains balanced along the central axis of the vehicle, maintaining stability and efficient propulsion. The axial thrust generated by this system enables forward flight, without requiring significant external aerodynamic control surfaces. Furthermore, the placement of inlets and outlets at the outer rim optimizes airflow management, reducing turbulence and increasing thrust efficiency, thereby enhancing the overall aerodynamic performance of the aerial vehicle.

[0051] The integration of a centrally aligned propulsion system with air inlets and outlets preferably positioned along the outer rim of the disc-shaped fuselage presents aunique and highly efficient aerodynamic and propulsion configuration. Unlike conventional VTOL designs that either rely on centrally located inlets and exhausts or peripherally mounted engines, this system maintains a perfectly balanced thrust along the central axis while leveraging rim-based airflow management to enhance performance.

[0052] This configuration provides superior stability, as the centrally aligned thrust ensures that no asymmetrical forces disrupt the vehicle’s balance during take-off, hovering, or high-speed flight. By e.g., arranging the air inlets along the rim, the system takes advantage of the natural airflow characteristics of a disc, where air moves efficiently along the outer edges. This reduces intake turbulence and increases compression efficiency, making the propulsion system more effective. Additionally, positioning the exhaust outlets along the rim allows for better thrust dispersion, reducing the risk of recirculating exhaust gases interfering with lift or stability. Unlike conventional VTOL aircraft that require continuous balance adjustments due to asymmetrical thrust, this system enables a naturally stable hover, minimizing the need for complex gyroscopic corrections or aerodynamic control surfaces.

[0053] Another advantage of this setup is its enhanced manoeuvrability. By directing exhaust thrust outward, e.g., at the rim, the system creates a natural thrust vectoring mechanism. Small variations in the thrust intensity at different exhaust points allow the vehicle to execute precise yaw, pitch, and roll adjustments without relying on extensive aerodynamic control surfaces. Because the exhaust is expelled at the furthest point from the centre, even minor thrust changes may generate significant turning forces, improving agility in both low-speed and highspeed flight. This feature allows for rapid directional changes and enhanced control, making the vehicle more responsive than a traditional jet-powered VTOL aircraft.In terms of structural efficiency, this design offers significant advantages over conventional aircraft configurations. The centrally aligned propulsion system enables optimal weight distribution, allowing the fuel tanks and energy storage systems to be arranged symmetrically around the jet engine. This prevents unwanted shifts in the centre of gravity as fuel is consumed. Additionally, keeping the heat-intensive propulsion system in the core of the vehicle simplifies thermal management, as heat shielding and cooling mechanisms can be concentrated in a single central area, rather than being distributed across multiple locations. This not only reduces structural complexity but also enhances the durability and operational lifespan of the vehicle.

[0054] Traditional vertical take-off aircrafts either use centrally positioned inlets and exhausts, which require complex thrust vectoring mechanisms, or they distribute lift engines around the perimeter, leading to challenges with asymmetric thrust and stability. By maintaining a central propulsion system e.g., utilizing rim-based air intake and exhaust, this design avoids the drawbacks of both conventional approaches while creating a highly efficient and balanced thrust mechanism.

[0055] In the present context, the term “in general” when used when mentioning a feature relating to the present invention, it must be understood that the feature may be used with all embodiments of the invention, even if the mentioning is made in the detailed part of the document.

[0056] Fuselage and avionics

[0057] As used herein, the term “fuselage” refers to the structural body of the aerial vehicle, configured to enclose, support, and integrate the propulsion system, energy supply system, stabilization and control system, and avionics while providing an aerodynamically optimized shape for efficient flight performance.

[0058] The fuselage may be constructed from a lightweight composite material. E.g., comprising one or more of a reinforced carbon-fibre or titanium alloy core,providing high strength-to-weight ratio and structural integrity; a metamaterial outer shell, configured to manipulate electromagnetic wave propagation, reducing the vehicle’s radar cross-section and thermal signature; and

[0059] a heat-resistant insulation layer, positioned between the propulsion system and the fuselage, configured to dissipate thermal energy and prevent heat damage to structural components.

[0060] In one or more embodiments, the upper section and lower section of the fuselage are geometrically identical and symmetrically arranged about the central axis. Maintaining the centre of gravity along the central axis prevents unwanted tilting or instability.

[0061] In one or more embodiments, a boundary layer control system is integrated into the upper and lower sections, said system e.g., including one or more of active airflow vents, micro-perforations, or air circulation ducts, configured to reduce aerodynamic drag and enhance flight stability.

[0062] As used herein, the term “boundary layer control system” refers to a system configured to actively or passively regulate the behaviour of the boundary layer, which is the thin layer of air that forms along the surface of the aerial vehicle’s fuselage. Hence, this system is present to reduce aerodynamic drag, enhance lift characteristics, and optimize airflow efficiency.

[0063] In the context of the present invention, the boundary layer control system is integrated into the disc-shaped fuselage and may comprise one or more of the following: Active airflow management elements, including micro-perforations, suction vents, or air injection ports, disposed along the upper and lower surfaces of the fuselage to modulate airflow and reduce flow separation; surface contour adjustment mechanisms, wherein sections of the fuselage dynamically alter their shape to maintain laminar airflow and reduce drag; and passive flow conditioning features, such as specially designed riblets, vortex generators, or surfacecoatings, configured to modify airflow patterns and mitigate boundary layer detachment at high-speed flight conditions.

[0064] As used herein, the term “avionics” refers to the electronic systems and subsystems integrated within the aerial vehicle, configured to facilitate navigation, flight control, communication, mission execution, data processing, and system diagnostics. The avionics system is operatively connected to the propulsion system, stabilization and control system, energy supply system, and onboard sensors, ensuring real-time monitoring, autonomous flight capabilities, and enhanced operational efficiency.

[0065] The avionics system may comprise one or more of the following elements:

[0066] - A central flight control computer: A real-time computational processing unit configured to execute flight stability algorithms, propulsion management, and navigation controls. The system may include redundant processors, fault-tolerant software, and artificial intelligence (Al)-assisted control logic for adaptive flight operations;

[0067] - A sensor and data acquisition suite: A multi-sensor array configured to provide situational awareness, object detection, and environmental mapping. The suite may comprise inertial measurement units (IMUs), LiDAR, radar, optical cameras, magnetometers, and infrared sensors. The sensor data is preferably continuously processed to optimize flight performance and threat detection;

[0068] - A navigation and positioning system: A global positioning and navigation module configured to provide real-time geolocation and flight path adjustments. The system may include GPS, GNSS, star trackers, terrain mapping sensors, or autonomous visual navigation algorithms for precise positioning in GPS-denied environments;

[0069] - A communication and data link system: A secure and redundant communication interface configured to enable remote piloting, data transmission, and intervehicle networking. The system may include encrypted radio frequency (RF) links, satellite communication (SATCOM) terminals, optical data transmissionmodules, and Al-assisted swarm coordination protocols for multi-vehicle operations;

[0070] - An autonomous and Al-driven flight management system: A self-learning Al-based flight controller configured to interpret sensor data, predict environmental changes, and autonomously adjust flight parameters. The system may e.g., employ machine-learning algorithms, neural networks, and real-time adaptive control techniques to enhance vehicle response time, fuel efficiency, and obstacle avoidance;

[0071] - A power and thermal management system: A subsystem configured to regulate the electrical and thermal performance of avionics components. The system may include power distribution modules, electromagnetic shielding, active cooling elements, and redundancy circuits to ensure continuous operation in extreme environmental conditions; and

[0072] - A cybersecurity and electronic warfare defence suite: A digital security system configured to protect avionics software, communication links, and sensor data from unauthorized access or electromagnetic interference. The system may include firewall protections, signal encryption, Al-based intrusion detection, and active jamming countermeasures.

[0073] The avionics system is preferably fully integrated into the fuselage, ensuring minimal weight impact while maximizing computational efficiency and flight safety. The combination of real-time data processing, autonomous navigation, and multi-sensor awareness enables the aerial vehicle to operate in highly dynamic, contested, or GPS-denied environments, making it highly adaptable for both civilian and military aerospace applications.

[0074] The fuselage may in some embodiments further comprise an air braking system disposed along the side edges (i.e., outer rim) of the disc. E.g., the system may comprise a series of deployable aerodynamic panels or spoilers, configured to generate drag and reduce velocity during deceleration or landing operations. An adaptive braking control unit may be configured to dynamically adjust the panelsor spoilers based on speed, altitude, and flight conditions to optimize deceleration efficiency. Preferably, the air braking system may comprise a retractable panel structure, wherein the braking elements can be extended or retracted within the fuselage to minimize aerodynamic resistance when not in use.

[0075] In one or more embodiment, the fuselage further comprises a high-speed aerodynamic braking system disposed along the side edges of the disc. The system may e.g., comprise deployable air brakes, speed brakes, or drag flaps, configured to generate increased aerodynamic resistance to rapidly reduce velocity during high-speed flight.

[0076] An automated deceleration control unit may be present to adjusts the braking system’s deployment based on altitude, airspeed, and flight trajectory to ensure controlled and safe deceleration.

[0077] Each of the deployable brake flaps is preferably configured to be actuated independently of the other deployable brake flaps. Accordingly, individual flaps may be selectively opened or closed without requiring simultaneous actuation of the remaining flaps. Independent actuation enables asymmetric aerodynamic braking forces to be generated, allowing controlled yaw rotation of the discshaped fuselage about a vertical axis, as well as fine-grained manoeuvring, redundancy, and fault-tolerant control during flight.

[0078] In one or more embodiments, the deployable brake flaps are controlled in a coordinated manner to generate a yawing moment about a vertical axis of the fuselage while limiting or substantially avoiding net longitudinal deceleration of the unmanned aerial vehicle. This may be achieved by deploying two or more brake flaps at different angular positions along the outer rim, wherein the resulting drag forces include components that produce a net rotational moment while longitudinal components at least partly cancel each other.Such coordinated actuation may be used to reorient the unmanned aerial vehicle without materially reducing forward velocity, for example during loitering, target or sensor reorientation, alignment prior to manoeuvres, or heading corrections at speed. In some embodiments, the coordination comprises deploying opposed or partially opposed brake flaps to balance longitudinal drag while maintaining an asymmetric distribution sufficient to induce yaw.

[0079] In one or more embodiments, the unmanned aerial vehicle comprises logic, implemented in hardware and / or software, configured to automatically actuate one or more deployable brake flaps in response to a detected fault condition and / or an abnormal flight state. A fault condition may for example include propulsion imbalance, malfunction or degraded performance of a control subsystem, sensor failure, or loss of control authority in another control element. An abnormal flight state may for example include excessive yaw rate, pitch / roll excursions beyond a threshold, unexpected oscillation, or rapid changes in attitude caused by turbulence.

[0080] Automatic actuation may be used to generate stabilising aerodynamic forces, to dampen rotational rates, to initiate controlled deceleration, and / or to assist in maintaining controllability until normal control is re-established. In some embodiments, the automatic actuation is configured as a predetermined response profile (e.g. stepwise or proportional deployment), optionally dependent on the detected severity of the fault or abnormal state.

[0081] In one or more embodiments, actuation of the deployable brake flaps is dynamically controlled by the stabilization and control system, for example by a flight control computer based on sensor feedback. The stabilization and control system may determine flap deployment states (e.g. retracted, partially deployed, fully deployed) in dependence on one or more flight parameters including airspeed, altitude, attitude, angular rates, acceleration, and / or a selected flight mode (e.g. VTOL, hover, transition, cruise, approach, landing).In some embodiments, brake flap control is coordinated with one or more other control mechanisms, such as thrust vectoring via one or more outlets, reaction control thrusters, boundary layer control features, and / or VTOL assist systems, to achieve desired manoeuvres while maintaining stability. For example, brake flaps may be used to provide rapid yaw initiation, while thrust vectoring and / or other control elements maintain pitch and roll stability.

[0082] In one or more embodiments, the deployable brake flaps are shaped and positioned such that, when deployed, they not only increase aerodynamic drag but also disrupt the local airflow over the disc-shaped fuselage to reduce lift in a region adjacent the deployed brake flap. This lift-spoiling effect may be used to support rapid deceleration, descent, approach, and / or transition between flight regimes, for example by reducing aerodynamic lift to assist in controlled altitude reduction during braking.

[0083] In some embodiments, the stabilization and control system controls brake flap deployment such that lift reduction is balanced (e.g. by coordinated deployment of multiple flaps) to avoid unwanted pitch / roll excursions or is intentionally unbalanced to produce a desired attitude change in combination with braking.

[0084] In one or more embodiments, the deployable brake flaps comprise radarabsorbing materials and / or low-observability surface treatments, and / or are shaped to reduce radar cross-section. For example, an exterior surface of a brake flap may comprise radar-absorbing coatings, resistive or metamaterial layers, and / or surface texturing configured to attenuate radar reflections. The geometry of the brake flaps may in some embodiments be configured to reduce specular reflection, for example by faceting, edge shaping, and / or alignment of surfaces to direct reflected energy away from an incident radar source.Such configurations allow the unmanned aerial vehicle to retain low-observability characteristics even when the braking system is deployed during high-speed deceleration or manoeuvring.

[0085] In one or more embodiments, at least one deployable brake flap comprises a plurality of independently actuable flap segments. The segments may be arranged along a span and / or chord direction of the brake flap and may be deployed individually or in combination to generate tailored aerodynamic forces.

[0086] Segmented brake flaps provide increased control resolution (e.g. finer incremental drag and yaw adjustment), redundancy (e.g. continued braking and / or yaw control if a segment fails), and survivability (e.g. partial operability after damage). In some embodiments, segmented deployment is used to implement differential drag profiles, to reduce sudden transients during deployment, and / or to manage structural loads during high-speed braking.

[0087]

[0088] As used herein, the term “propulsion system” refers to a system configured to generate axial thrust along the central axis of the aerial vehicle, e.g., enabling controlled vertical take-off and landing (VTOL), hovering, forward propulsion, and manoeuvrability. The propulsion system is arranged within the disc-shaped fuselage and is characterized by a centrally disposed thrust-generating unit with air intake and exhaust mechanisms, preferably arranged at the outer rim of the fuselage to optimize aerodynamic efficiency and thrust distribution.

[0089] The propulsion system is designed to function synergistically with the aerial vehicle’s stabilization and control system, ensuring smooth transitions between vertical take-off, hovering, and forward flight while maintaining aerodynamic efficiency. The configuration of rim-arranged inlets and outlets minimizes turbulence, optimizes airflow distribution, and enhances overall thrust efficiency,making the system well-suited for applications requiring high manoeuvrability and sustained flight stability.

[0090] In one or more embodiments, the propulsion system further comprises a VTOL (Vertical Take-off and Landing) assist system, e.g., including one or more vertically oriented thrust nozzles, lift fans, or auxiliary lift thrusters configured to generate upward thrust for vertical take-off and landing, preferably disposed along the side edges of the fuselage. A variable-thrust control unit may be present to dynamically regulate the power output of the VTOL assist system to e.g., compensate for payload weight, altitude, and atmospheric conditions. A hover stabilization module may also be present, e.g., comprising gyroscopic stabilizers and flight control sensors, configured to maintain a steady position during vertical take-off, hovering, and landing operations.

[0091] The vertically oriented thrust nozzles, lift fans, or auxiliary lift thrusters could also be arranged on both the upper and lower faces of the fuselage in a throughgoing configuration. This design would allow for balanced vertical thrust, improved hover stability, and enhanced VTOL capabilities by providing symmetric lift and control.

[0092] Stabilization and control system

[0093] As used herein, the term “stabilization and control system” refers to a system configured to regulate the orientation, balance, and manoeuvrability of the aerial vehicle during some or all phases of flight, e.g., including vertical take-off and landing (VTOL), hovering, forward propulsion, and high-speed manoeuvring.

[0094] The stabilization and control system is present to ensure precise attitude adjustments and aerodynamic stability, particularly in the context of the discshaped fuselage where conventional control surfaces, such as rudders, elevators, and ailerons, may be absent or supplemented by alternative mechanisms.The stabilization and control system may comprise one or more of the following elements:

[0095] - Thrust vectoring mechanisms: A series of adjustable thrust nozzles (e.g., the air outlets) or directional control surfaces operatively connected to the propulsion system. Thrust vectoring may e.g., be achieved by redirecting exhaust flow at the rim-mounted outlets, enabling precise yaw, pitch, and roll adjustments;

[0096] - Reaction control thrusters: One or more (e.g., gas-based, plasma-based, or ionbased) reaction thrusters may be disposed along the outer rim of the fuselage, configured to generate controlled bursts of thrust to facilitate fine manoeuvring, rotational stability, and in-place hovering;

[0097] - Gyroscopic stabilization system: A set of high-speed gyroscopes or control moment gyroscopes (CMGs) integrated within the fuselage, configured to counteract external aerodynamic disturbances and maintain a stable orientation; - Boundary layer control system: One or more active or passive airflow modulation elements disposed along the upper and lower fuselage surfaces. The system may e.g., comprise micro-perforations, air injection vents, vortex generators, plasma actuators, or electromagnetic flow control elements adapted to reduce turbulence, prevent flow separation, and enhance manoeuvrability in various flight modes;

[0098] - Flight Control Computer and Sensor Suite: A digital control system comprising real-time flight processors, inertial measurement units (IMUs), magnetometers, GPS modules, LiDAR sensors, and optical navigation systems, wherein the sensor suite continuously monitors flight conditions and adjusts stabilization inputs accordingly. The flight control system may be integrated with Al-based predictive flight algorithms capable of adapting to changing environmental conditions and optimizing flight efficiency.

[0099] - Adaptive load-balancing fuel system: A dynamic fuel redistribution system configured to transfer fuel between internal storage tanks to compensate for changes in the vehicle’s centre of gravity, thereby ensuring optimal balance and control during various flight manoeuvres.The stabilization and control system operates in conjunction with the axial thrust propulsion system, ensuring that all flight adjustments are executed efficiently while maintaining central thrust alignment. The system enables the aerial vehicle to perform vertical take-off, hovering, sharp directional changes, and high-speed transitions without reliance on traditional aerodynamic surfaces, making it particularly well-suited for unconventional or stealth aerial applications.

[0100]

[0101] As used herein, the term "energy supply system" refers to a system configured to generate, store, and distribute power to the propulsion system, stabilization and control system, avionics, and auxiliary subsystems of the aerial vehicle. The energy supply system is designed to ensure continuous power availability, optimize energy efficiency, and dynamically adjust power allocation based on real-time operational requirements. The system may be fully integrated within the disc-shaped fuselage, ensuring balanced weight distribution and minimal impact on flight stability.

[0102] The energy supply system may comprise one or more of the following elements: - A primary power generation unit: A system configured to generate energy for propulsion and onboard systems. The power source may include a combustionbased generator, gas turbine, hybrid turbine-electric unit, nuclear microreactor, or hydrogen fuel cell system, adapted to provide sustained energy output while optimizing efficiency for various flight conditions;

[0103] - A secondary or auxiliary power system: A backup or supplementary energy source configured to enhance efficiency and ensure redundancy in case of primary system failure. The auxiliary system may include high-capacity lithium-ion batteries, solid-state battery arrays, supercapacitors, or regenerative fuel cells to store and discharge power on demand;

[0104] - A dynamic energy management system: A system configured to regulate power distribution across the aerial vehicle’s subsystems. The system may include realtime computational control algorithms, power optimization circuits, and adaptiveload balancing mechanisms to ensure that energy is dynamically allocated to the propulsion system, avionics, flight control, and auxiliary systems as needed; - An adaptive fuel and energy storage system: A system configured to store and manage liquid, gaseous, or solid fuel resources. The fuel storage tanks may be symmetrically arranged around the central propulsion system to maintain centre-of-gravity stability and prevent fuel imbalance. The system may further include active fuel redistribution pumps or gyroscopic balancing mechanisms to ensure uniform weight distribution as fuel is consumed;

[0105] - A regenerative energy capture mechanism: A subsystem configured to recover and repurpose excess thermal or kinetic energy. The energy recovery methods may include heat-to-electric conversion modules, thermoelectric generators, or magnetohydrodynamic (MHD) energy extraction systems, adapted to improve overall system efficiency and extend operational endurance;

[0106] - A power conditioning and safety module: A system configured to regulate, stabilize, and protect onboard electrical components. The module may e.g., include voltage regulation circuits, electromagnetic shielding, and power surge mitigation systems, ensuring reliable operation in high-energy or electromagnetically active environments.

[0107] The energy supply system is operatively connected to the propulsion system, stabilization and control system, and avionics, ensuring seamless energy distribution for sustained flight operations. By integrating redundant power sources, intelligent energy management, and regenerative energy recovery, the system enhances efficiency, flight endurance, and operational reliability, making it well-suited for long-duration missions, high-manoeuvrability applications, and extreme environmental conditions.

[0108] In one or more embodiments, the energy supply system further comprises a fuel storage system housed within the fuselage.The fuel storage system may be configured with a primary fuel tank, e.g., configured as an annular structure surrounding the jet motor along the central axis of the fuselage. The annular structure may be shaped to distribute weight symmetrically around the propulsion system. The fuel storage system may also comprise an auxiliary fuel transfer system comprising at least one fuel pump and balancing mechanism, the system being configured to dynamically redistribute fuel within the tank to maintain the vehicle’s centre of gravity during flight.

[0109] The fuel storage system may also comprise a thermal insulation system surrounding the fuel tank(s), e.g., configured to protect the fuel from heat generated by the jet motor and exhaust gases.

[0110] In one embodiment, the aerial vehicle features a symmetrical disc-shaped fuselage equipped with a transparent or semi-transparent dome integrated into one or both upper and lower sections of the fuselage. These domes are specifically designed to facilitate optical, infrared, and electromagnetic vision capabilities, allowing for enhanced environmental awareness, navigation, surveillance, and targeting. The presence of both domes ensures comprehensive sensory coverage, with each dome offering a distinct but complementary field of view.

[0111] The upper dome is positioned centrally on the upper section of the fuselage, providing a 360-degree panoramic view of the airspace above the vehicle.

[0112] Preferably constructed from high-strength, lightweight materials, such as transparent aluminium, polycarbonate composites, or advanced metamaterials, this dome offers exceptional optical clarity and impact resistance. Additionally, it can be treated with radar-absorbing materials to enhance stealth capabilities without compromising transparency. Preferably, opposite the upper dome, a structurally similar lower dome is symmetrically integrated into the lower section of the fuselage. This dome offers a full range of visibility below the aerial vehicle, enabling effective ground monitoring, navigation during vertical take-off and landing, and precise control during low-altitude flight.Both domes may house a sensor array that provides real-time environmental data to the aerial vehicle’s avionics system. This array may include high-resolution optical cameras for capturing detailed visual imagery, infrared sensors for thermal detection in low-visibility conditions, and LiDAR or radar units for creating high-resolution three-dimensional maps of the surrounding environment. Additionally, electromagnetic detectors may be included to monitor radio frequencies, detect radar threats, or facilitate secure communications.

[0113] The symmetrical placement of the domes maintains the vehicle’s centre of gravity along the central axis, ensuring balanced flight dynamics and stability during operation. This configuration also provides unobstructed 360-degree situational awareness, allowing the aerial vehicle to monitor airspace above and terrain below simultaneously without the need for external sensors that could disrupt the aerodynamic profile. To enhance stealth capabilities, the domes can be coated with anti-reflective materials or integrated with adaptive camouflage systems that minimize visual and radar signatures while maintaining sensor functionality.

[0114] Beyond vision and surveillance, the sensor data collected from both domes may be processed by the aerial vehicle’s central flight control computer. This system uses the data to execute functions such as autonomous obstacle avoidance, collision prevention, and real-time navigation adjustments. The sensors also enable mission-specific operations, including target tracking, surveillance, and atmospheric data collection for scientific applications.

[0115] The inclusion of upper and lower vision domes introduces several technical advantages that improve the aerial vehicle’s performance. This configuration enhances flight stability, provides full situational awareness, and integrates seamlessly with the vehicle’s propulsion, control, and energy systems.

[0116] Furthermore, the domes’ ability to support advanced surveillance andenvironmental sensing expands the vehicle’s potential for use in both civilian and military contexts.

[0117] The aerial vehicle features a system of flaps embedded within the fuselage, designed to regulate airflow and facilitate precise control over the vehicle’s orientation. These flaps, which may be integrated into both the upper and lower sections of the fuselage, are used to raise or lower the front or rear end of the aerial vehicle. They are operatively connected to the vehicle’s stabilization and control system and allow for accurate adjustments during vertical take-off and landing (VTOL), hovering, and forward flight.

[0118] The system operates by deploying and retracting a set of aerodynamically contoured flaps that influence the air flowing over the surface of the vehicle. By adjusting these flaps either independently or in coordination, the vehicle’s flight control system can manipulate airflow to raise or lower the front or rear end, effectively altering the pitch angle. This enables smooth and controlled take-off, landing, and manoeuvring during flight.

[0119] In a preferred embodiment, two primary flaps are mounted on opposite sides of the fuselage, integrated within a throughgoing channel that extends across the fuselage from one side to the other. This channel directs airflow laterally through the fuselage. When the flaps are activated, they can redirect this airflow to create differential air pressure across the fuselage, thereby enabling fine control of the vehicle’s pitch. For instance, adjusting the flaps can cause the front end of the vehicle to rise while lowering the rear or vice versa, allowing for dynamic pitch control during flight. Preferably, one or two of such systems are arranged at the front end of the fuselage and one or two of such systems are arranged at the rear end of the fuselage, preferably distributed evenly around a central axis through the fuselage.In addition to pitch control, these embedded flaps contribute to lateral stability and yaw control by working in tandem with other control systems, such as thrust vectoring mechanisms. By adjusting airflow through the side-mounted flaps, the system can influence the vehicle’s yaw and roll, providing additional stability during high-speed flight or complex manoeuvres. The airflow through the throughgoing channel plays a particularly important role during hovering and low-speed operations, where traditional aerodynamic control surfaces are less effective.

[0120] The flaps may be constructed from lightweight, high-strength composite materials that ensure durability while minimizing aerodynamic drag. When not deployed, the flaps retract seamlessly into the fuselage to maintain the vehicle’s streamlined profile. To enhance stealth capabilities in military applications, the surfaces of the flaps can be coated with radar-absorbing materials or treated with low-observability coatings to reduce the vehicle’s radar cross-section.

[0121] Control of the flap system is automated through a central flight control module integrated with the vehicle’s avionics. This module dynamically adjusts flap deployment based on real-time data from the vehicle’s onboard sensors, including pitch angle, speed, altitude, and external environmental factors such as wind or turbulence. In autonomous flight modes, Al algorithms may optimize the flap adjustments to pre-emptively counteract destabilizing aerodynamic forces, thereby enhancing stability and manoeuvrability during complex operations.

[0122] Exemplary Embodiments with Reference to Figures

[0123] Figure 1 illustrates an embodiment of a UAV 100 according to the invention. In general, the unmanned aerial vehicle 100 comprises a symmetrical fuselage 110 configured in a disc shape. The fuselage 110 has an upper section 114, a lower section 116, and an outer rim 115.A jet propulsion system is disposed within the fuselage and configured to generate axial thrust.

[0124] The jet propulsion system (see Figures 2 and 3B) comprises an air inlet 122 positioned at a first end of the central axis, an air outlet 124 positioned at an opposite end of the central axis, and a jet motor 126 operably arranged between the air inlet 122 and the air outlet 124. The air outlet 124 is configured to expel exhaust gases generated by the jet motor 126, thereby generating axial thrust.

[0125] In general, and apart from the above described, the UAV 100 also comprises a stabilization and control system configured to regulate the orientation and position of the aerial vehicle when airborne; and an energy supply system (not shown) housed within the fuselage, configured to power the jet propulsion and control systems.

[0126] The fuselage 110 is here shown with a high-speed aerodynamic braking system disposed along the side edges of the disc. The system is here configured as deployable brake flaps 150, configured to generate increased aerodynamic resistance to rapidly reduce velocity during high-speed flight. When e.g., employed one at the time, the flaps 150 may also function to turn the UAV’s direction, e.g., by forcing the UAV to turn around a vertical centre axis.

[0127] The propulsion system is here shown comprising a VTOL assist system, including four, evenly distributed, vertically oriented thrust nozzles 140 (see Figures 2 and 3A) configured to generate upward thrust for vertical take-off and landing, preferably disposed along the side edges of the fuselage. The thrust nozzles 140 are here embodied in throughgoing configuration from the upper face / section 114 to the lower face 116 of the fuselage 110.

[0128] The shown UAV also features a transparent or semi-transparent dome 112, 118 integrated into both upper 114 and lower 116 sections of the fuselage 110.

[0129] These domes 112, 118 are specifically designed to facilitate optical, infrared, andelectromagnetic vision capabilities, allowing for enhanced environmental awareness, navigation, surveillance, and targeting.

[0130] The shown UAV also comprises a system of flaps (see Figures 2 and 3C), here specifically embodied as four, evenly distributed, vertically oriented, units. Each unit comprises two flaps 134 mounted on opposite sides of the fuselage 110, integrated within a throughgoing channel 132 that extends across the fuselage 110 from one side to the other. This channel 132 directs airflow laterally through the fuselage 110. When the flaps 134 are activated, they can redirect this airflow to create differential air pressure across the fuselage 110, thereby enabling fine control of the aerial vehicle’s pitch.

Claims

29Claims1. An unmanned aerial vehicle (100) comprising:- a symmetrical fuselage (110) configured in a disc shape, having an upper section (114), a lower section (116), and an outer rim (115);- a jet propulsion system disposed within the fuselage and configured to generate axial thrust;- a stabilization and control system configured to regulate the orientation and position of the aerial vehicle when airborne; and- an energy supply system housed within the fuselage, configured to power the jet propulsion and control systems;wherein the jet propulsion system is disposed along a central axis of the fuselage; and wherein the jet propulsion system comprises:- an air inlet positioned at a first end of the central axis,- an air outlet positioned at an opposite end of the central axis; and- a jet motor operably arranged between the air inlet and the air outlet; wherein the air outlet is configured to expel exhaust gases generated by the jet motor, thereby generating axial thrust;characterized in that the fuselage (110) comprises a system of flaps (134, 150) embedded therein and configured to regulate airflow and facilitate precise control over the vehicle’s (100) orientation.

2. The unmanned aerial vehicle (100) according to claim 1 , wherein the air inlet(s) are positioned at the outer rim.

3. The unmanned aerial vehicle (100) according to any one of the claims 1-2, wherein the air outlet(s) are positioned at the outer rim.

4. The unmanned aerial vehicle (100) according to any one of the claims 1-3, wherein the upper section and lower section of the fuselage are geometrically identical and symmetrically arranged about the central axis.

305. The unmanned aerial vehicle (100) according to any one of the claims 1-4, wherein a boundary layer control system is integrated into the upper and lower sections, said system including one or more of active airflow vents, microperforations, or air circulation ducts, configured to reduce aerodynamic drag and enhance flight stability.

6. The unmanned aerial vehicle (100) according to any one of the claims 1-5, wherein the fuselage comprises an air braking system arranged along the outer rim.

7. The unmanned aerial vehicle (100) according to claim 6, wherein the air braking system comprises braking elements configured to be extended from and / or retracted within the fuselage.

8. The unmanned aerial vehicle (100) according to any one of the claims 1-7, wherein the fuselage (110) comprises a transparent or semi-transparent dome (112, 118) disposed on or within one or both of the upper (114) and lower (116) sections, said dome(s) (112, 118) configured to enable optical, infrared, and electromagnetic vision capabilities.

9. The unmanned aerial vehicle (100) according to any one of the claims 1-8, wherein the system of flaps comprises two or more units, each unit comprising two flaps (134) mounted on opposite sides of the fuselage (110), integrated within a throughgoing channel (132) that extends across the fuselage (110) from one side to the other.

10. The unmanned aerial vehicle (100) according to any one of the claims 1-9, further comprising an aerodynamic braking system disposed along the side edges of the disc, wherein the aerodynamic braking system comprises deployable brake flaps (150) configured to generate increased aerodynamicresistance to rapidly reduce velocity during high-speed flight; and wherein when employed one at the time, the deployable brake flaps (150) are also configured to function to turn the unmanned aerial vehicle’s (100) direction, e.g., by forcing the unmanned aerial vehicle (100) to turn around a vertical centre axis.

11. The unmanned aerial vehicle (100) according to claim 10, wherein each deployable brake flap (150) is individually actuable independently of the remaining brake flaps, such that a single brake flap can be selectively opened or closed to generate asymmetric braking and rotational control.

12. The unmanned aerial vehicle (100) according to according to any one of the claims 10-11 , wherein the deployable brake flaps (150) are evenly distributed along the outer rim of the fuselage.

13. The unmanned aerial vehicle (100) according to any one of the claims 10-12, wherein each deployable brake flap (150) is configured for variable, multiposition deployment between a retracted position and a fully deployed position.

14. The unmanned aerial vehicle (100) according to any one of claims 10-13, wherein the deployable brake flaps (150) are controllable to generate a rotational moment about a vertical axis of the fuselage (110), preferably with substantially no net longitudinal deceleration of the unmanned aerial vehicle (100).

15. The unmanned aerial vehicle (100) according to any one of claims 10-14, wherein the deployable brake flaps (150) are configured to be automatically actuated in response to a detected fault condition and / or abnormal flight state to stabilise the unmanned aerial vehicle (100).

16. The unmanned aerial vehicle (100) according to any one of claims 10-15, wherein actuation of the deployable brake flaps (150) is dynamically controlledby the stabilization and control system based on one or more flight parameters, including airspeed, attitude, altitude, angular rate, and / or flight mode.

17. The unmanned aerial vehicle (100) according to any one of claims 10-16, wherein the deployable brake flaps (150) are configured, when deployed, to disrupt local airflow over the fuselage (110) so as to simultaneously increase aerodynamic drag and reduce lift.

18. The unmanned aerial vehicle (100) according to any one of claims 10-17, wherein the deployable brake flaps (150) comprise radar-absorbing materials and / or low-observability surface treatments and / or are shaped to reduce radar cross-section.

19. The unmanned aerial vehicle (100) according to any one of claims 10-18, wherein at least one deployable brake flap (150) comprises a plurality of independently actuable flap segments.

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