Vertical take-off and landing aircraft

Abstract

A method for operating a vertical takeoff and landing aircraft includes varying a first variable member of a wing associated with a first portion of a plurality of vertical thrust electric fans relative to a second variable member of the wing associated with a second portion of the plurality of vertical thrust electric fans to adjust an exposure ratio of the first portion of the plurality of vertical thrust electric fans relative to the second portion of the plurality of vertical thrust electric fans.

Description

[0001] Related applications

[0002] This application is based on and claims priority to U.S. Provisional Patent Application No. 62 / 535444, filed on July 21, 2017. Technical Field

[0003] This topic broadly relates to aircraft capable of vertical takeoff and landing, and the methods used to control them. Background Technology

[0004] An aircraft was developed with the ability to perform vertical takeoff and landing. This capability allows the aircraft to reach relatively rugged terrain and remote locations where building runways large enough to allow conventional aircraft (lacking vertical takeoff capability) to take off or land may be impractical or infeasible.

[0005] Typically, these aircraft capable of performing vertical takeoff and landing have engines and thrusters, which are vectored to generate both vertical and forward thrust. These thrusters can be relatively large to generate the amount of thrust required for both vertical takeoff and landing, as well as forward flight. However, this configuration can introduce complexity because the thrusters are generally designed to be most efficient during either vertical thrust operation or forward thrust operation. This can therefore lead to inefficiencies within the aircraft. Therefore, it would be useful to design aircraft that address these inefficiencies in vertical takeoff and landing. Summary of the Invention

[0006] Aspects and advantages of the invention will be set forth in part in the description which follows, or may be apparent from the description, or may be learned by practicing the invention.

[0007] In one aspect of this disclosure, a method is provided for operating an aircraft for vertical takeoff and landing, the aircraft including a fuselage, a wing extending from the fuselage, and a propulsion system having a plurality of vertical thrust electric fans arranged along the wing. The method includes: altering a first variable member of the wing associated with a first portion of the plurality of vertical thrust electric fans relative to a second variable member of the wing associated with a second portion of the plurality of vertical thrust electric fans, to adjust the exposure ratio of the first portion of the plurality of vertical thrust electric fans relative to the second portion of the plurality of vertical thrust electric fans.

[0008] In some exemplary aspects, changing the first variable member relative to the second variable member includes positioning the first variable member in a forward thrust position.

[0009] For example, in some exemplary aspects, positioning the first variable member in a vertical thrust position includes substantially completely enclosing the first portion of a plurality of forward thrust fans.

[0010] For example, in some exemplary aspects, changing the first variable member relative to the second variable member also includes positioning the second variable member in a vertical thrust position.

[0011] For example, in some exemplary aspects, positioning the second variable member in a vertical thrust position includes the second portion of a plurality of vertical thrust fans that are substantially fully exposed in the wing.

[0012] For example, in some exemplary aspects, the method further includes providing a first electrical power amount to a first portion of a plurality of vertical thrust fans and providing a second electrical power amount to a second portion of a plurality of vertical thrust fans, wherein the first electrical power amount is less than the second electrical power amount.

[0013] In some exemplary aspects, changing the first variable member relative to the second variable member includes positioning the first variable member in an intermediate position, wherein positioning the first variable member in an intermediate position includes partially exposing first portions of the plurality of vertical thrust fans and partially closing the first portions of the plurality of vertical thrust fans.

[0014] In some exemplary aspects, the first variable member is spaced apart from the second variable member along the length of the wing.

[0015] In some exemplary aspects, each of a plurality of vertical thrust fans is oriented and fixed within the wing and arranged generally linearly along the length of the wing.

[0016] In some exemplary aspects, the first variable member of the wing is a first partial wing assembly, wherein the second variable member of the wing is a second partial wing assembly.

[0017] In some exemplary aspects, the wing is a starboard wing, wherein the plurality of vertical thrust fans are a first plurality of vertical thrust fans, wherein the aircraft also includes a port wing extending from the fuselage, wherein the propulsion system includes a second plurality of vertical thrust fans arranged along the port wing, and wherein the method further includes: altering a first variable member of the port wing associated with a first portion of the second plurality of vertical thrust fans relative to a second variable member of the port wing associated with a second portion of the second plurality of vertical thrust fans to adjust the exposure ratio of the first portion of the second plurality of vertical thrust fans relative to the second portion of the second plurality of vertical thrust fans.

[0018] In another exemplary embodiment of this disclosure, a method is provided for operating an aircraft that takes off and lands vertically, the aircraft including a fuselage, a wing extending from the fuselage, and a propulsion system having a plurality of vertical thrust electric fans arranged along the wing. The method includes changing a first variable member of the wing associated with a first portion of the plurality of vertical thrust electric fans relative to a second variable member of the wing associated with a second portion of the plurality of vertical thrust electric fans to adjust the effective thrust profile of the first portion of the plurality of vertical thrust electric fans relative to the effective thrust profile of the second portion of the plurality of vertical thrust electric fans.

[0019] In some exemplary aspects, the first variable component is a first diffusion component, and the second variable component is a second diffusion component.

[0020] For example, in some exemplary aspects, changing the first variable member relative to the second variable member includes positioning the first diffusion component in an extended position.

[0021] For example, in some exemplary aspects, changing the first variable member relative to the second variable member also includes positioning the second diffusion component in a contracted position.

[0022] For example, in some exemplary aspects, changing the first variable member relative to the second variable member includes changing the diffusion area ratio of the first diffusion member relative to the diffusion area ratio of the second diffusion member.

[0023] In some exemplary aspects, the first variable member is spaced apart from the second variable member along the length of the wing.

[0024] In some exemplary aspects, each of a plurality of vertical thrust fans is oriented and fixed within the wing and arranged generally linearly along the length of the wing.

[0025] In some exemplary aspects, the first variable member of the wing is a first partial wing assembly, wherein the second variable member of the wing is a second partial wing assembly.

[0026] In one exemplary embodiment of this disclosure, an aircraft defining a vertical direction is provided. The aircraft includes: a fuselage; a propulsion system including a power source and a plurality of vertical thrust fans driven by the power source; and a wing extending from the fuselage. The plurality of vertical thrust fans are arranged along the length of the wing, which includes a variable geometry assembly comprising a first variable member associated with a first portion of the plurality of vertical thrust fans and a second variable member associated with a second portion of the plurality of vertical thrust fans. The first variable member is movable relative to the second variable member to adjust the exposure ratio of the first portion of the plurality of vertical thrust fans relative to the second portion of the plurality of vertical thrust fans.

[0027] Technical Solution 1. An aircraft defined in a vertical direction, comprising:

[0028] body;

[0029] A propulsion system comprising a power source and a plurality of vertical thrust fans driven by the power source; and

[0030] A wing extending from the fuselage, the plurality of vertical thrust fans arranged along the longitudinal direction of the wing along the length of the wing, the wing including a diffuser assembly positioned along the longitudinal direction of the wing and including a first diffuser component located downstream of at least one of the plurality of vertical thrust fans, wherein the first diffuser component defines a curved shape relative to the longitudinal direction of the aircraft, and wherein the longitudinal direction is substantially perpendicular to the longitudinal direction of the wing.

[0031] Technical Solution 2. An aircraft according to any of the foregoing technical solutions, wherein the first diffuser extends below at least two of the plurality of vertical thrust electric fans arranged along the length of the wing.

[0032] Technical Solution 3. An aircraft according to any of the foregoing technical solutions, wherein each of the plurality of vertical thrust electric fans defines a corresponding fan axis, and wherein the first diffuser is offset relative to the axis of at least one of the plurality of vertical thrust electric fans.

[0033] Technical Solution 4. The aircraft according to any of the foregoing technical solutions, wherein the curved shape of the first diffuser component is convex relative to the fan axis of at least one of the plurality of vertical thrust electric fans.

[0034] Technical Solution 5. The aircraft according to any of the foregoing technical solutions further includes:

[0035] A second diffuser component substantially aligned with the axis of at least one of the plurality of vertical thrust fans.

[0036] Technical Solution 6. The aircraft according to any of the foregoing technical solutions, wherein the first diffusion component has a different geometry from the second diffusion component in the longitudinal direction.

[0037] Technical Solution 7. The aircraft according to any of the foregoing technical solutions further includes:

[0038] A third diffusion component is located on the opposite side of the second diffusion component relative to the first diffusion component, wherein the third diffusion component has a different geometry from the second diffusion component in the longitudinal direction.

[0039] Technical Solution 8. The aircraft according to any of the foregoing technical solutions further includes:

[0040] A fourth diffuser component, configured as a front diffuser component located at least partially in front of the plurality of vertical thrust fans in the longitudinal direction; and

[0041] The fifth diffuser is configured as a rear diffuser located at least partially behind the plurality of vertical thrust fans in the longitudinal direction, wherein the fourth diffuser and the fifth diffuser have a generally common shape in the longitudinal direction.

[0042] Technical Solution 9. An aircraft according to any of the foregoing technical solutions, wherein a first portion of the first diffusion component is located behind a second portion of the first diffusion component, the first portion of the first diffusion component is located downstream of a first vertical thrust fan of the plurality of vertical thrust fans, and the second portion of the first diffusion component is positioned offset relative to the first vertical thrust fan of the plurality of vertical thrust fans in the longitudinal direction.

[0043] Technical Solution 10. An aircraft according to any of the foregoing technical solutions, wherein the first diffusion component and the third diffusion component are separated from each other by a first distance at a first point along the longitudinal direction of the wing, and separated from each other by a second distance along the longitudinal direction of the wing, wherein the first distance is greater than the second distance.

[0044] Technical Solution 11. A method for operating an aircraft that takes off and lands vertically, the aircraft comprising a fuselage, a wing extending from the fuselage, and a propulsion system having a plurality of vertical thrust electric fans arranged along the wing, the method comprising:

[0045] Start at least one of the plurality of vertical thrust fans arranged along the wing; and

[0046] Airflow from at least one of the plurality of vertical thrust fans is diffused through a diffusion assembly, the diffusion assembly including a first diffusion member that defines a curved shape relative to the longitudinal direction of the aircraft.

[0047] Technical Solution 12. The method according to any of the foregoing technical solutions, wherein each of the plurality of vertical thrust fans defines a corresponding fan axis, and wherein the first diffuser is offset relative to the axis of at least one of the plurality of vertical thrust fans.

[0048] Technical Solution 13. The method according to any of the foregoing technical solutions further includes:

[0049] The variable geometry component moves between the forward thrust position and the vertical thrust position.

[0050] Technical Solution 14. The method according to any of the foregoing technical solutions, wherein the plurality of vertical thrust fans are at least partially covered by the variable geometry component at the forward thrust position.

[0051] Technical Solution 15. A wing extending from the fuselage of an aircraft, said wing comprising:

[0052] A plurality of vertical thrust electric fans arranged along the longitudinal direction of the wing and along the length of the wing; and

[0053] A diffusion assembly positioned along the longitudinal direction of the wing and including a first diffusion member downstream of at least one of the plurality of vertical thrust fans, wherein the first diffusion member defines a non-linear shape relative to the longitudinal direction of the aircraft, and wherein the longitudinal direction is substantially perpendicular to the longitudinal direction of the wing.

[0054] Technical Solution 16. The wing according to any of the foregoing technical solutions further includes:

[0055] A second diffuser component substantially aligned with the axis of at least one of the plurality of vertical thrust fans.

[0056] Technical Solution 17. The wing according to any of the foregoing technical solutions, wherein the first diffusion member has a different geometry from the second diffusion member in the longitudinal direction.

[0057] Technical Solution 18. The wing according to any of the foregoing technical solutions further includes:

[0058] A third diffusion component is located on the opposite side of the second diffusion component relative to the first diffusion component, wherein the third diffusion component is not parallel to the second diffusion component.

[0059] Technical Solution 19. The wing according to any of the foregoing technical solutions, wherein the first diffusion component and the third diffusion component are separated from each other by a first distance at a first point along the longitudinal direction of the wing, and separated from each other by a second distance at a second point along the longitudinal direction of the wing, wherein the first distance is greater than the second distance.

[0060] Technical solution 20. The wing according to any of the foregoing technical solutions, wherein the first diffusion member and the third diffusion member have geometries opposite to each other relative to the second diffusion member.

[0061] These and other features, aspects, and advantages of the invention will become more readily understood with reference to the following description and the appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. Attached Figure Description

[0062] The complete and sufficient disclosure of the invention (including its best mode) is set forth in the description with reference to the accompanying drawings, in which:

[0063] Figure 1 This is a perspective view of an aircraft according to various exemplary embodiments of the present disclosure.

[0064] Figure 2 It is in a vertical flight position. Figure 1 A top view of an exemplary aircraft.

[0065] Figure 3 It is in a forward-flying position. Figure 1 A top view of an exemplary aircraft.

[0066] Figure 4 yes Figure 1 A schematic diagram of the power source of an exemplary aircraft.

[0067] Figure 5 This is a schematic side cross-sectional view of a wing according to an exemplary embodiment of the present disclosure in a forward flight position, which can be incorporated into... Figure 1 In an exemplary aircraft.

[0068] Figure 6 It is in a vertical flight position. Figure 5 A schematic cross-sectional view of the side of an exemplary wing.

[0069] Figure 7 This is a top view of an aircraft in a vertical flight position according to another exemplary embodiment of the present disclosure.

[0070] Figure 8 It is in a partially vertical flight position. Figure 7 A top view of an exemplary aircraft.

[0071] Figure 9 This is a schematic cross-sectional view of the side of a wing in an exemplary embodiment of the present disclosure in a vertical flight position, which may be incorporated into an aircraft according to another exemplary embodiment of the present disclosure.

[0072] Figure 10 This is a schematic diagram of the top of the wing of an aircraft according to yet another exemplary embodiment of the present disclosure in a vertical flight position.

[0073] Figure 11 It is in a vertical flight position. Figure 10 A schematic cross-sectional view of the side of an exemplary wing.

[0074] Figure 12 It is in a forward-flying position. Figure 10 A schematic cross-sectional view of the side of an exemplary wing.

[0075] Figure 13 It is along the vertical flight position. Figure 10 A schematic forward cross-sectional view of an exemplary wing along its length.

[0076] Figure 14 It is a schematic side cross-sectional view of the wing of an aircraft having a diffusion assembly according to an exemplary embodiment of the present disclosure positioned therein, wherein the wing is in a forward flight position.

[0077] Figure 15 It has Figure 14 A schematic cross-sectional view of the side of the wing of an aircraft with an exemplary diffusion component, wherein the wing is in a vertical flight position.

[0078] Figure 16 It has Figure 14 A schematic lower side view of the wing of an aircraft with an exemplary diffusion component in the vertical direction.

[0079] Figure 17 It has Figure 14 Another schematic lower side view of the wing of an aircraft with an exemplary diffusion component in the vertical direction.

[0080] Figure 18 This is a schematic lower side view of the wing of an aircraft having a diffusion assembly according to another exemplary embodiment of the present disclosure, in the vertical thrust position.

[0081] Figure 19 It is in a vertical thrust position with Figure 18 A schematic side cross-sectional view of the wing of an aircraft with an exemplary diffusion component.

[0082] Figure 20 It is in the forward thrust position with Figure 18 A schematic side cross-sectional view of the wing of an aircraft with an exemplary diffusion component.

[0083] Figure 21 This is a schematic lower side view of the wing of an aircraft having a diffusion assembly according to yet another exemplary embodiment of this disclosure.

[0084] Figure 22 yes Figure 18 A schematic diagram of an exemplary diffusion component.

[0085] Figure 23 This is a top view of an aircraft according to another exemplary embodiment of the present disclosure.

[0086] Figure 24 This is a flowchart of a method for operating an aircraft according to an exemplary aspect of this disclosure.

[0087] Figure 25 This is a flowchart of a method for operating an aircraft according to another exemplary aspect of this disclosure. Detailed Implementation

[0088] Reference will now be made in detail to embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numbers and letter reference numerals to denote features in the drawings. Similar and analogous reference numerals in the drawings and description are used to denote similar and analogous parts of the invention.

[0089] As used in this article, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another, and are not intended to indicate the position and importance of an independent component.

[0090] The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle, and to the normal operating posture of the gas turbine engine or vehicle. For example, regarding a gas turbine engine, "front" refers to the position closer to the engine inlet, and "rear" refers to the position closer to the engine nozzle or exhaust outlet.

[0091] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the liquid flows, and "downstream" refers to the direction to which the fluid flows.

[0092] The terms “connection,” “fixation,” “attachment to,” etc., refer to direct connection, fixation, or attachment, as well as indirect connection, fixation, or attachment of two through one or more intermediate components or features, unless otherwise stated herein.

[0093] The singular forms “a,” “a,” and “the” include plural references unless the context clearly indicates otherwise.

[0094] As used throughout the specification and claims, approximate language is used to modify any quantitative expression that can be altered without causing a change in its associated essential function. Therefore, values ​​modified by one or more terms such as “approximately,” “about,” and “roughly” are not limited to specified exact values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the machine or method used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 10%.

[0095] Throughout this specification and claims, the scope is limited by combination and interchange; this scope is defined and includes all subscopes contained therein, unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0096] This disclosure generally relates to a method for operating an aircraft for vertical takeoff and landing. The aircraft may include an electric propulsion system or a hybrid electric propulsion system with a plurality of vertical thrust electric fans arranged along one or more wings of the aircraft. At least one of the wings includes a plurality of variable members, such as a first variable member and a second variable member. The method generally includes changing the first variable member of the wing associated with a first portion of the plurality of vertical thrust electric fans relative to the second variable member of the wing associated with a second portion of the plurality of vertical thrust electric fans to adjust the exposure ratio of the first portion of the plurality of vertical thrust electric fans relative to the second portion of the plurality of vertical thrust electric fans.

[0097] For example, changing the first variable member relative to the second variable member can adjust the effective thrust profile of the first portion of the plurality of vertical thrust fans relative to the effective thrust profile of the second portion of the plurality of vertical thrust fans. Alternatively, changing the first variable member relative to the second variable member can adjust the exposure ratio of the first portion of the plurality of vertical thrust fans relative to the second portion of the plurality of vertical thrust fans.

[0098] Regardless, this change allows for an increased level of control over the aircraft by enabling more precise control over how the first and second sections of the vertical thrust fans are used to generate thrust relative to each other. For example, this change could allow the first section of the vertical thrust fans to operate at approximately full power to generate approximately all the vertical thrust required for that wing (potentially more efficient when operating at full power), while the other sections operate at approximately zero power, resulting in more efficient operation overall.

[0099] Referring now to the accompanying drawings, where the same numbers throughout indicate the same elements. Figures 1 to 3 An aircraft 10 according to various embodiments of this disclosure is illustrated. More specifically, Figure 1 A perspective view of an exemplary aircraft 10 is provided; Figure 2 Provided in the vertical thrust configuration Figure 1 A top schematic diagram of an exemplary aircraft 10; and Figure 3 Provided in the forward thrust configuration Figure 1 A top view of an exemplary aircraft 10. (See diagram below.) Figures 1 to 3As shown in the diagram, the aircraft 10 defines a longitudinal direction L (through which the longitudinal centerline 12 extends), a vertical direction V, and a lateral direction T. Furthermore, the aircraft 10 defines a port side 14 and an opposite starboard side 16.

[0100] Aircraft 10 includes a fuselage 18 that extends generally along a longitudinal centerline 12 between a forward end portion 20 and a rear end portion 22. Aircraft 10 further includes one or more wings, each extending from the fuselage 18. More specifically, for the illustrated embodiment, aircraft 10 includes four wings attached to or integrally formed with the fuselage 18. Specifically, for the illustrated embodiment, aircraft 10 includes a first wing, a second wing, a third wing, and a fourth wing, or more specifically, a rear starboard wing 24, a rear port wing 26, a forward starboard wing 28, and a forward port wing 30. Each of these wings 24, 26, 28, and 30 is attached to or integrally formed with the fuselage 18 and extends generally outward from the fuselage 18 in a lateral direction T (i.e., outward relative to the fuselage 18). It will be understood that although the forward port wing 30 and the forward starboard wing 28 are drawn as separate wings, in other embodiments, the forward port wing 30 and the forward starboard wing 28 may be integrally formed and attached together to the fuselage 18. Similarly, although the aft port wing 26 and the aft starboard wing 24 are drawn as separate wings, in other embodiments, the aft port wing 26 and the aft starboard wing 24 may be integrally formed and attached together to the fuselage 18.

[0101] Although not shown, in other embodiments, the aircraft 10 may additionally include one or more stabilizers, such as one or more vertical stabilizers, horizontal stabilizers, etc. Furthermore, it will be understood that, although not shown, in some embodiments, one or more of the wings and / or stabilizers (if included) may additionally include flaps, such as leading-edge flaps or trailing-edge flaps, to aid in the control of the aircraft 10 during flight.

[0102] Still refer to Figures 1 to 3 The exemplary aircraft 10 also includes a propulsion system 32 for providing a desired amount of thrust to the aircraft 10 during operation. Broadly speaking, the exemplary propulsion system 32 includes: a plurality of vertical thrust fans (or “VTE fans”) for generating vertical thrust during certain operations; a plurality of forward thrust thrusters 34 for generating forward (and optionally opposite) thrust during certain operations; and a power source 36 for driving the plurality of VTE fans and the forward thrust thrusters 34. Furthermore, for the illustrated embodiment, the propulsion system 32 includes an electrical communication bus 38, for example, for providing electrical power from the power source 36 to the plurality of VTE fans.

[0103] More specifically, in the illustrated embodiment, the power source 36 includes a combustion engine 40, an electric motor 42, and an energy storage unit 44. More specifically, reference is now also made to... Figure 4 The above provides a reference. Figures 1 to 3 A schematic diagram of an exemplary combustion engine 40 of the power source 36 of the described propulsion system 32. As illustrated, the combustion engine 40 is configured to mechanically drive a forward thrust thruster 34. More specifically, the forward thrust thruster 34 is selectively or persistently mechanically coupled to the combustion engine 40. Additionally, the combustion engine 40 is coupled to an electric motor 42. Thus, in at least some embodiments, the combustion engine 40 can drive the electric motor 42, such that the electric motor 42 can generate electrical power. Thus, the electric motor 42 can be configured as a generator, and the power source 36 can be generally referred to as a "hybrid-electric power source." Furthermore, with respect to this exemplary embodiment, for example, the electric motor 42 can provide electrical power to VTE fans, to the energy storage unit 44, or both during at least some operations of the aircraft. Thus, multiple VTE fans can be driven by the power source 36, and more specifically, can be driven at least partially by the electric motor 42.

[0104] Additionally, the energy storage unit 44 may be a battery or other suitable component for storing electrical power. For example, the energy storage unit 44 may receive electrical power from the motor 42 (operating as a generator) and store the electrical power for use during operation of the aircraft 10. For example, the energy storage unit 44 may receive and store electrical power from the motor 42 (operating as a generator) during certain operations and subsequently provide the electrical power to multiple VTE fans during other operations. Furthermore, in other operations, the energy storage unit 44 may provide electrical power back to the motor 42 to, for example, briefly power the rear fan, power the combustion engine 40 during emergency operations, or increase power to the forward thrust thruster 34 and / or the combustion engine 40 during high-power-demand operations. Therefore, with respect to this exemplary embodiment, the motor 42 may also be configured as an electric motor.

[0105] More specifically, see the following: Figure 4 For the illustrated embodiment, combustion engine 40 is a turboshaft engine. The turboshaft engine comprises, in series, a compressor section including a low-pressure compressor 62 and a high-pressure compressor 64, a combustion section 66, and a turbine section including a high-pressure turbine 68 and a low-pressure turbine 70. During operation, airflow is received within the compressor section and gradually compressed as the airflow passes through it (i.e., as the airflow flows from the low-pressure compressor 62 to the high-pressure compressor 64). The compressed air is then supplied to the combustion section 66, where it is mixed with fuel and burned to generate hot combustion gases. The aircraft 10 also includes a fuel tank 71 for supplying fuel to the combustion section 66 (see [link to fuel tank]). Figure 2 and Figure 3 ).

[0106] The hot combustion gases expand through the turbine section, from which rotational energy is extracted. Specifically, the hot combustion gases cause the high-pressure turbine 68 and the low-pressure turbine 70 to rotate (as the gas flows through them) and expand. As illustrated by the imaginary lines, these components may be enclosed, for example, within the fuselage 18 of the aircraft 10, in a shell 72. Although not shown, the hot combustion gases may be exhausted from the low-pressure turbine 70, for example, to the atmosphere.

[0107] Furthermore, in the illustrated embodiment, the high-pressure turbine 68 is connected to the high-pressure compressor 64 via a high-pressure shaft or rotating shaft 74, such that rotation of the high-pressure turbine 68 also causes rotation of the high-pressure compressor 64. Similarly, the low-pressure turbine 70 is connected to the low-pressure compressor 62 via a low-pressure shaft or rotating shaft 76, such that rotation of the low-pressure turbine 70 also causes rotation of the low-pressure compressor 62.

[0108] However, what will be understood is that Figure 4 The exemplary turboshaft engine depicted is provided by way of example only. In other exemplary embodiments, the turboshaft engine may have any other suitable configuration. For example, in other embodiments, the turboshaft engine may include any other suitable number of compressors and / or any other suitable number of turbines. Furthermore, in still other embodiments, the combustion engine may be any other suitable combustion engine, such as a rotary engine or an internal combustion engine.

[0109] Still refer to Figure 4 The low-pressure shaft 76 also drives the output shaft. More specifically, for Figure 4 In one embodiment, the low-pressure shaft 76 further drives the first output shaft or front output shaft 78 of the turboshaft engine, and also drives the second output shaft or rear output shaft 80 of the turboshaft engine. The front output shaft 78 extends to the motor 42. Thus, at least during some operation, the rotation of the turboshaft engine outputs rotational energy to the motor 42 via the front output shaft 78. The motor 42 is then configured to convert the rotational energy to generate electrical power. More specifically, it will be understood that at least some embodiments of the motor 42 (such as the embodiment shown) may substantially comprise a rotor 82 and a stator 84. The rotational energy of the turboshaft engine is provided via the front output shaft 78 and configured to rotate the rotor 82 of the motor 42 relative to the stator 84. This relative motion generates electrical power.

[0110] The turboshaft engine and motor 42, including according to this exemplary embodiment, allow the electric power source 36 to generate a relatively high amount of electric power and provide this electric power to a plurality of VTE fans of the propulsion system 32.

[0111] As briefly discussed above, the turboshaft engine also drives the forward thruster 34 of the hybrid electric propulsion system 32. For the illustrated embodiment, the forward thruster 34 includes a fan 86 coupled to a fan shaft 88. The rear output shaft 80 of the turboshaft engine is selectively or permanently mechanically coupled to the fan shaft 88 to allow the turboshaft engine to drive the fan 86. More specifically, during operation, the rear output shaft 80 of the turboshaft engine can drive the fan shaft 88 to rotate the fan 86 about a fan axis 90. Note that the forward thruster 34 also includes an outer nacelle 92 surrounding at least a portion of the fan 86. Thus, the forward thruster 34 may be referred to as a ducted fan.

[0112] It will also be understood that, in the illustrated embodiment, the forward thrust thruster 34 is mounted to the fuselage 18 of the aircraft 10 at the rear end 22. Although not shown, the forward thrust thruster 34 may include one or more struts or other structural members extending between the outer nacelle 92 of the aircraft 10 and the fuselage 18 to mount the forward thrust thruster 34 to the fuselage 18 of the aircraft 10. Furthermore, the forward thrust thruster 34 is configured as a boundary layer inlet fan, defining an inlet 94 extending approximately 360 degrees around the fuselage 18. In this way, the forward thrust thruster 34 can draw in boundary layer airflow onto the fuselage 18 and can re-energize this airflow to generate forward thrust for the aircraft 10.

[0113] Furthermore, the fan 86 of the forward thruster 34 includes a plurality of fan blades 96 coupled to a disk 98, which is coupled to a fan shaft 88. More specifically, in the illustrated embodiment, each of the plurality of fan blades 96 is rotatably coupled to the disk 98 about a corresponding pitch axis 100. The forward thruster 34 also includes a pitch-changing mechanism 102 operable with respect to each of the plurality of fan blades 96 to cause each of the plurality of fan blades 96 to rotate, for example, uniformly about its corresponding pitch axis 100. Thus, in the illustrated embodiment, the forward thruster 34 is configured as a variable-pitch fan.

[0114] Still refer to Figure 4 It will be understood that the illustrated exemplary propulsion system 32 also includes a coupling unit 106, through which the turboshaft engine is selectively mechanically coupled to the forward thruster 34. The coupling unit 106 may be at least one of a clutch or a torque converter. More specifically, for the illustrated embodiment, the coupling unit 106 includes a clutch, and more particularly includes a one-way clutch. For example, in some embodiments, the one-way clutch may be a strut clutch.

[0115] For example, in some exemplary embodiments, as illustrated in the hypothetical lines, the forward thrust thruster 34 may also include a drive motor 104 (more precisely, a drive motor) coupled to the fan shaft 88. The drive motor 104 may be electrically coupled to a power source 36, such as to one or more of the motor 42 or the energy storage unit 44, via an electrical communication bus 38. The drive motor 104 may receive electrical power to drive the fan 86 of the forward thrust thruster 34, for example, during emergency operation. Including a one-way clutch (such as a strut clutch) in the coupling unit 106 allows the drive motor 104 to rotate the fan 86 without correspondingly rotating the combustion engine 40 (i.e., the turbine shaft in the illustrated embodiment).

[0116] However, it will be understood that in other exemplary embodiments, the clutch may alternatively be a two-way clutch actuated between an engaged position and a disengaged position. In the engaged position, the fan shaft 88 may rotate together with the rear output shaft 80 of the turboshaft engine (via the intermediate shaft 108). In contrast, in the disengaged position, the rear output shaft 80 of the turboshaft engine may rotate independently of the fan shaft 88. For example, in some embodiments, the aircraft 10 may move the clutch to the disengaged position during, for example, vertical takeoff, vertical landing, or hovering operations (where forward thrust from the forward thrust thruster 34 is not required). However, when the aircraft 10 transitions to forward thrust operations (such as cruise operations), the clutch may move to the engaged position to allow the forward thrust thruster 34 to generate forward thrust for the aircraft 10.

[0117] In addition, still for Figure 4 In the embodiment illustrated, the aircraft 10 further includes a speed conversion mechanism 110, through which the turboshaft engine is mechanically connected to the forward thruster 34. More specifically, for Figure 4 In one embodiment, the speed changing mechanism 110 is configured as a gearbox. More specifically, still for Figure 4 In one embodiment, the speed changing mechanism 110 is configured as a planetary gearbox.

[0118] However, it will be understood that in other exemplary embodiments, the exemplary aircraft, and more particularly the exemplary hybrid electric propulsion system, may include any other suitable combustion engine and forward thrust thruster. For example, in other embodiments, the combustion engine may alternatively be a turboshaft engine, an internal combustion engine, etc., having any other suitable configuration. Additionally, in other embodiments, the forward thrust thruster may be coupled to the combustion engine in any other suitable manner. For example, in other embodiments, the forward thrust thruster may be an electric propulsion unit, a non-ducted fan, etc. Furthermore, although drawn at the rear end 22 of the aircraft, in other embodiments, the forward thrust thruster may alternatively be located at, for example, the front end 20 of the aircraft or any other suitable location.

[0119] Furthermore, in other exemplary embodiments of this disclosure, the propulsion system may include any other suitable power source for driving the multiple VTE fans and forward thrust thrusters. For example, in other exemplary embodiments, the propulsion system may not be a "hybrid electric propulsion system," and may instead be a purely electric propulsion system. With respect to this exemplary embodiment, substantially all the power for the VTE fans and forward thrust thrusters may be provided from the energy storage unit 44.

[0120] Now let's refer back to the specific details. Figures 1 to 3 The first and more specifically of the multiple wings of aircraft 10 Figure 2 The aft starboard wing 24, as depicted, defines a length 48 (and a length direction LW), and the propulsion system 32 includes a first plurality of VTE fans 46 arranged along the length 48 of the aft starboard wing 24, and more particularly, arranged substantially linearly along the length 48 of the aft starboard wing 24 (i.e., the center / axis of each of the first plurality of VTE fans 46 arranged substantially in a straight line along the length 48 of the aft starboard wing 24). More particularly, it will still be understood that, for the illustrated embodiment, the first plurality of VTE fans 46 are integrally integrated into the aft starboard wing 24 and oriented to generate thrust substantially along the vertical direction V. Thus, each of the first plurality of VTE fans 46 is a vertical lift fan, and, as will be discussed in more detail below, is fixed in place such that they can only generate thrust along the vertical direction V of the aircraft 10. As will be discussed in more detail below, each of the first plurality of VTE fans 46 is electrically connected to a power source 36 to receive electrical power, for example, from a motor 42 or an energy storage unit 44.

[0121] It will be understood that, as used herein, the term "along the vertical direction V of the aircraft 10" refers to the vertical direction defined by the normal orientation of the aircraft 10. For example, if the aircraft 10 tilts forward, for instance, during certain operations, the first plurality of VTE fans 46 may provide thrust along the direction (still along the vertical direction of the aircraft 10, but tilted relative to the absolute vertical direction). Furthermore, in this context, the term "generally" refers to approximately thirty degrees along the vertical direction V of the aircraft 10, such as approximately fifteen degrees along the vertical direction V.

[0122] Additionally, in the illustrated embodiment, the first plurality of VTE fans 46 includes at least three VTE fans 46, and more particularly four VTE fans 46. However, in other embodiments, the first plurality of VTE fans 46 may alternatively include any other suitable number of VTE fans 46, such as two, five, or more VTE fans 46. In some embodiments, each of the first plurality of VTE fans 46 may be constructed in the same manner as each other, or alternatively, at least one of the first plurality of VTE fans 46 may be constructed differently (e.g., variable pitch or fixed pitch, variable speed or fixed speed, etc.).

[0123] Note that by distributing the first plurality of VTE fans 46 along the length 48 of the aft starboard wing 24, the lift generated by the first plurality of VTE fans 46 on the aft starboard wing 24 can be distributed in a manner similar to the distribution of lift generated on the aft starboard wing 24 during forward flight operations. Thus, the structural frame of the aft starboard wing 24 (hereinafter referred to as body portion 114) can serve a dual function of supporting lift during vertical flight operations and supporting lift during forward flight operations. This can generally result in a more efficient construction of the aircraft 10.

[0124] It will also be understood that the exemplary propulsion system 32 includes a plurality of fans integrally integrated into the other wings 26, 28, 30 of the aircraft 10. Each of these fans is similarly oriented to generate thrust generally along the vertical direction V of the aircraft 10, and thus can also be configured as a VTE fan. More specifically, the propulsion system 32 also includes: a second plurality of VTE fans 52 integrally integrated into the aft port wing 26 and arranged generally linearly along the length of the aft port wing 26; a third plurality of VTE fans 54 integrally integrated into the forward starboard wing 28 and arranged generally linearly along the length of the forward starboard wing 28; and a fourth plurality of VTE fans 56 integrally integrated into the forward port wing 30 and arranged generally linearly along the length of the forward port wing 30.

[0125] In the illustrated embodiment, the second plurality of VTE fans 52 includes four VTE fans, and the third plurality of VTE fans 54 and the fourth plurality of VTE fans 56 each include two VTE fans. However, it will be understood that in other embodiments, each of the respective plurality of VTE fans 46, 52, 54, 56 may have any other suitable number of VTE fans, and further, in some exemplary embodiments, each of the plurality of VTE fans 46, 52, 54, 56 may be constructed in substantially the same manner as each other, or one or more of these plurality of VTE fans 46, 52, 54, 56 may be constructed differently. For example, in some exemplary embodiments, each of the first plurality of VTE fans 46, the second plurality of VTE fans 52, the third plurality of VTE fans 54, and the fourth plurality of VTE fans 56 may be constructed as a variable-speed, fixed-pitch fan, or alternatively, each may be constructed as a variable-speed, variable-pitch fan (the “variable-speed” functionality described below). Alternatively, only a selected number of these VTE fans 46, 52, 54, 56 may have this functionality.

[0126] In addition, such as Figure 2 As most clearly illustrated, the electrical communication bus 38 electrically connects the power source 36 (e.g., motor 42 and / or energy storage unit 44 in the illustrated embodiment) to each of the plurality of VTE fans 46, 52, 54, 56. Note that, in the illustrated embodiment, the electrical communication bus 38 includes a master controller 58 and a plurality of power controllers 60. The master controller 58 is electrically connected to both the motor 42 and the energy storage unit 44 and is configured to, for example, direct electrical power from one or both of the motor 42 and the energy storage unit 44 to each of the plurality of VTE fans 46, 52, 54, 56. For example, in certain operations, the main controller 58 may direct electrical power from motor 42 to each of the plurality of VTE fans 46, 52, 54, 56, or from energy storage unit 44 to each of the plurality of VTE fans 46, 52, 54, 56, or from motor 42 to energy storage unit 44 (e.g., during forward flight), or from energy storage unit 44 to motor 42 (e.g., during emergency operations or high-power-demand operations). Other operations may also be conceived.

[0127] More specifically, in Figure 2In this embodiment, the electrical communication bus 38 includes an electrical power controller 60 for each VTE fan (i.e., each VTE fan in the first plurality of VTE fans 46, each VTE fan in the second plurality of VTE fans 52, each VTE fan in the third plurality of VTE fans 54, and each VTE fan in the fourth plurality of VTE fans 56). Furthermore, each of the plurality of electrical power controllers 60 is associated with one of the plurality of VTE fans 46, 52, 54, 56. More specifically, again, the power source 36 is electrically connected to each of the plurality of VTE fans 46, 52, 54, 56 via a corresponding electrical power controller 60. Thus, the electrical power controller 60 can vary the electrical power supplied from the power source 36 to each corresponding VTE fan. Therefore, for the illustrated embodiment, the propulsion system 32 includes twelve electrical power controllers 60, one for each of the twelve VTE fans included within the propulsion system 32.

[0128] In some exemplary embodiments, each of the power controllers 60 may be one or more of a power converter, power transformer, or transformer. Thus, in some exemplary embodiments, the power controller 60 may be configured to convert electrical power received via the electrical communication bus 38 from alternating current (“AC”) power to direct current (“DC”) power, or vice versa, and in at least some embodiments may also be configured to change the electrical power (e.g., voltage or current) received via the electrical communication bus 38 from the power source 36 before delivering this power to the corresponding VTE fan.

[0129] Therefore, in at least some embodiments, each of the power controllers 60 can vary the amount of electrical power supplied to the corresponding VTE fan, which, as will be understood, allows the aircraft 10, and more particularly, the main controller 58, to vary the rotational speed of each of the plurality of VTE fans 46, 52, 54, 56. For example, each of the power controllers 60 can be operatively coupled to the main controller 58 via, for example, a wired or wireless communication bus (not shown), such that the main controller 58 can control the electrical power supplied to each of the individual VTE fans.

[0130] Therefore, it will be understood that, in at least some embodiments, each of the plurality of VTE fans 46, 52, 54, 56 can be a variable-speed fan. Thus, by changing the amount of electrical power supplied to each VTE fan via the corresponding electrical power controller 60, the aircraft 10 can change the rotational speed of the corresponding VTE fan and therefore the amount of vertical thrust provided by the corresponding VTE fan. In this way, the aircraft 10 can allow for greater dynamic control during vertical takeoff and landing or other vertical thrust operations.

[0131] However, it should be understood that in other exemplary embodiments, the aircraft 10 (specifically, the electrical communication bus 38) may not include an electrical power controller 60 for each of the individual VTE fans. For example, alternatively, in other embodiments, the electrical communication bus 38 may include a single electrical power controller 60 for each of the individual plurality of VTE fans 46, 52, 54, 56. However, in other embodiments, any suitable configuration may be provided.

[0132] Specific reference Figure 2 and Figure 3 It will be understood that each of wings 24, 26, 28, and 30 generally comprises structural body part 114 ( Figure 2 ) and selectively expose one or more components of the plurality of VTE fans included therein. In the illustrated embodiment, one or more components include a variable geometry assembly 116, which is configurable relative to the body portion 114 of the respective wing in a vertical thrust position (see [link to embodiment]). Figure 2 ) and forward thrust position (see Figure 3 The aircraft 10 can move between these points to facilitate its vertical takeoff and landing, or other vertical thrust operations.

[0133] For example, specifically referring to the aft starboard wing 24, in the illustrated embodiment, the aft starboard wing 24, which is connected to and extends from the fuselage 18, includes a structural body portion 114 (see details). Figure 2 ) and variable geometry component 116. Variable geometry component 116 in the forward thrust position (see...) Figure 3 At least partially covering and enclosing at least one of the first plurality of VTE fans 46, and in the vertical thrust position (see Figure 2 At least one VTE fan of the first plurality of VTE fans 46 is at least partially exposed when the VTE fan is in the forward thrust position. More specifically, in the illustrated embodiment, the variable geometry assembly 116 extends along the length 48 of the aft starboard wing 24 and at least partially covers at least two of the first plurality of VTE fans 46 when in the forward thrust position, and at least partially exposes at least two of the first plurality of VTE fans 46 when in the vertical thrust position.

[0134] More specifically, still for Figure 2 and Figure 3In one embodiment, the variable geometry assembly 116 includes a partial wing assembly that, when the variable geometry assembly 116 is in the forward thrust position, at least partially covers at least one of the first plurality of VTE fans 46. More specifically, in the illustrated embodiment, when the variable geometry assembly 116 is in the forward thrust position, the partial wing assembly at least partially covers each of the first plurality of VTE fans 46. In the illustrated embodiment, the partial wing assembly is a forward partial wing assembly 118 that, when the variable geometry assembly 116 is in the forward thrust position, extends along the length 48 of the aft starboard wing 24 (i.e., in the length direction LW of the aft starboard wing 24) and at least partially covers each of the first plurality of VTE fans 46. Furthermore, in the illustrated embodiment, the variable geometry assembly 116 also includes a rear partial wing assembly 120. In the illustrated embodiment, when the variable geometry assembly 116 is in the forward thrust position, the rear partial wing assembly 120 also extends along the length 48 of the aft starboard wing 24 and at least partially covers each of the first plurality of VTE fans 46. Note that when the variable geometry assembly 116 is in the forward thrust position, the front wing assembly 118 and the rear wing assembly 120 may each be referred to as being in the retracted position. Conversely, when the variable geometry assembly 116 is in the vertical thrust position, the front wing assembly 118 and the rear wing assembly 120 may each be referred to as being in the extended position.

[0135] Still referencing Figure 5 and Figure 6 A cross-sectional view of the aft starboard wing 24 is provided. More specifically, Figure 5 Provided passage Figure 3 A cross-sectional view of the aft starboard wing 24 along line 5-5 (with the variable geometry assembly 116 in the forward thrust position); and Figure 6 Provided passage Figure 2 A cross-sectional view of the aft starboard wing 24 of line 6-6 (where the variable geometry component 116 is in the vertical thrust position).

[0136] As will be understood, the aircraft 10 also defines a horizontal direction. As used herein, a horizontal direction generally refers to any direction perpendicular to the vertical direction V, and therefore can also be considered a horizontal plane. As will be understood, the horizontal direction L extends within the horizontal direction / horizontal plane, and is therefore parallel to the horizontal direction / horizontal plane. The variable geometry assembly 116 can move generally along the horizontal direction between a forward thrust position and a vertical thrust position, and more particularly, for the illustrated embodiment, can move generally along the longitudinal direction L. Also more particularly, it will be understood that the aft starboard wing 24 defines a width direction W perpendicular to the length direction LW, and for the illustrated embodiment, the variable geometry assembly 116 can move generally along the width direction W of the aft starboard wing 24. (However, it should be understood that in other embodiments, aspects of the variable geometry assembly 116 may alternatively move or translate in any other suitable direction along the horizontal plane. Additionally, although the width direction W and the longitudinal direction L are, for example, in...) Figure 5 and Figure 6 The directions W and L are drawn to be generally parallel to each other, but in some embodiments, the two directions W and L may be defined at an angle relative to each other.

[0137] More specifically, as the variable geometry assembly 116 moves between a forward thrust position and a vertical thrust position, the forward wing assembly 118 is generally positioned forward of the aft starboard wing 24 and is generally movable horizontally. Specifically, for the illustrated embodiment, when the variable geometry assembly 116 moves from, for example, the forward thrust position (… Figure 3 , Figure 5 Move to the vertical thrust position ( Figure 2 , Figure 6 When the wing assembly 118 moves forward generally along the longitudinal direction L (and more specifically, along the width direction W), the forward wing assembly 118 moves forward.

[0138] In contrast, the aft wing assembly 120 is generally positioned aft of the starboard wing 24. However, similar to the forward wing assembly 118, the aft wing assembly 120 can move generally horizontally as the variable geometry assembly 116 moves between a forward thrust position and a vertical thrust position. More specifically, for the illustrated embodiment, as the variable geometry assembly 116 moves from, for example, the forward thrust position (… Figure 3 , Figure 5 Move to the vertical thrust position ( Figure 2 , Figure 6 When the rear wing assembly 120 moves rearward generally along the longitudinal direction L (and more specifically, along the width direction W).

[0139] Therefore, as stated, and as will be from Figure 3 and Figure 5As is understood, when the variable geometry assembly 116 is in the forward thrust position (and the forward wing assembly 118 and the aft wing assembly 120 of the variable geometry assembly 116 are in the retracted position), the forward wing assembly 118 and the aft wing assembly 120 of the variable geometry assembly 116 each at least partially enclose at least one of the first plurality of VTE fans 46, and together substantially completely enclose each of the first plurality of VTE fans 46 within the aft starboard wing 24. Thus, when the variable geometry assembly 116 is in the forward thrust position, each of the first plurality of VTE fans 46 is substantially completely enclosed within the aft starboard wing 24.

[0140] In comparison, if from Figure 2 and Figure 6 As is understood, when the variable geometry assembly 116 is in the vertical thrust position (and the forward wing assembly 118 and the aft wing assembly 120 of the variable geometry assembly 116 are in the extended position), the forward wing assembly 118 and the aft wing assembly 120 of the variable geometry assembly 116 each at least partially expose at least one of the first plurality of VTE fans 46, and together substantially fully expose each of the first plurality of VTE fans 46 within the aft starboard wing 24. Thus, when the variable geometry assembly 116 is in the vertical thrust position, each of the first plurality of VTE fans 46 is substantially fully exposed. Note that, as used herein with respect to VTE fans, “exposed” means that the fan has a substantially open inlet and a substantially open outlet (other than any exhaust flow path member, such as the diffuser assembly member described below), such that the fan can substantially freely receive and substantially freely exhaust airflow.

[0141] However, it will be understood that in other exemplary embodiments, when in the forward thrust position, the variable geometry component 116 may not substantially completely close each of the first plurality of VTE fans 46. For example, in some exemplary embodiments, the variable geometry component 116 may only partially close one or more of the first plurality of VTE fans 46 when in the forward thrust position. Thus, the aircraft 10 may be configured to fly forward relatively efficiently when one or more of the first plurality of VTE fans 46 are at least partially exposed (on the inlet / top side of the wing 24, on the outlet / bottom side of the wing 24, or a combination of both).

[0142] It will also be understood that, as described above, the variable geometry assembly 116, and more particularly the forward wing assembly 118 and the aft wing assembly 120 of the variable geometry assembly 116, extend approximately along the entire length 48 of the aft starboard wing 24. More specifically, each of the forward wing assembly 118 and the aft wing assembly 120 has a defined length 122 (see...). Figure 3For the illustrated embodiment, the length 122 of each of these partial wing assemblies 118, 120 is greater than or equal to at least about 75% (75%) of the wing length 48, and less than or equal to about 125% (125%) of the length 48 of the aft starboard wing 24. More specifically, still, the length 122 of each of the partial wing assemblies 118, 120 is greater than or approximately equal to the length along the length direction LW from the inner edge of the innermost VTE fan of the first plurality of VTE fans 46 to the outer edge of the outermost VTE fan of the first plurality of VTE fans 46, such as being greater than this length by about 25% or 50%. It will be understood that, in this context, the terms inner and outer are relative positional terms defined relative to the fuselage 18 of the aircraft 10.

[0143] Thus, the variable geometry assembly 116, and more particularly the forward wing assembly 118 and the aft wing assembly 120, can move in unison, for example, to expose each of the first plurality of VTE fans 46 arranged along the length 48 of the aft starboard wing 24 and integrally integrated into the aft starboard wing 24.

[0144] Furthermore, it will be understood that, for Figures 1 to 3 In the embodiments depicted, each of the other wings (i.e., wings 26, 28, 30) similarly includes a variable geometry component 116 that can be positioned to substantially completely cover the forward thrust position of the plurality of VTE fans (i.e., correspondingly, the plurality of fans 52, 54, 56) integrally incorporated therein. Figure 3 The vertical thrust positions of the multiple VTE fans (again, i.e., correspondingly, multiple fans 52, 54, 56) integrated into the largely exposed whole are also present. Figure 2 The variable geometry components 116 of these wings 26, 28, 30 can be configured in a manner substantially the same as the variable geometry component 116 of the aft starboard wing 24 described above, or alternatively, can be configured in any other suitable manner.

[0145] However, it should be understood that in other exemplary embodiments, one or more of the wings of the aircraft 10 may have variable geometry components 116 constructed in any other suitable manner. For example, referring now to Figure 7 and Figure 8 The present disclosure provides an aircraft 10 according to another exemplary embodiment. Figure 7 and Figure 8 The exemplary aircraft 10 can be configured as described above. Figures 1 to 6 The exemplary aircraft 10 described is in a substantially similar manner. Therefore, the same or similar numbers may represent the same or similar parts.

[0146] For example, the aircraft 10 generally includes a fuselage 18 and a propulsion system 32 with a power source 36. Furthermore, the aircraft 10 includes multiple wings extending from and connected to the fuselage 18. For example, the multiple wings include a forward right wing 28, a rear right wing 24, a forward left wing 30, and a rear left wing 26. The propulsion system 32 includes multiple VTE fans driven by the power source 36, and more specifically includes: a first plurality of VTE fans 46 arranged along a length 48 of the rear right wing 24, a second plurality of VTE fans 52 arranged along a length of the rear left wing 26, a third plurality of VTE fans 54 arranged along a length of the forward right wing 28, and a fourth plurality of VTE fans 56 arranged along a length of the forward left wing 30.

[0147] Furthermore, each of the wings includes one or more components for selectively exposing a corresponding plurality of VTE fans. More specifically, each of the wings includes a variable geometry assembly 116 movable between a forward thrust position and a vertical thrust position to at least partially cover and at least partially expose the corresponding plurality of VTE fans arranged along its length and more particularly integrally incorporated therein. However, for the illustrated embodiment, each of these variable geometry assemblies 116 is operable to selectively expose and / or cover less than all of the corresponding plurality of VTE fans arranged along the length of the corresponding wing.

[0148] For example, specifically referring to the aft starboard wing 24 including the first plurality of VTE fans 46, the variable geometry assembly 116 includes a partial wing assembly, wherein the partial wing assembly at least partially covers less than all of the first plurality of VTE fans 46 when the variable geometry assembly 116 is in the forward thrust position. More particularly, for Figure 7 and Figure 8 In one embodiment, the wing assembly is an inner wing assembly, and the variable geometry assembly 116 also includes an outer wing assembly (i.e., both inner and outer relative to the fuselage 18 of the aircraft 10). More specifically, the inner wing assembly is an inner forward wing assembly 118A, and the outer wing assembly is an outer forward wing assembly 118B. The inner forward wing assembly 118A and the outer forward wing assembly 118B are arranged sequentially along the length 48 of the aft starboard wing 24 (more specifically, along the length direction LW of the aft starboard wing 24). For the illustrated embodiment, the inner forward wing assembly 118 is defined as having a length 122. The length 122 is less than or equal to approximately fifty percent (50%) of the length 48 of the aft starboard wing 24, and greater than or equal to at least approximately ten percent (10%) of the length 48 of the aft starboard wing 24. Furthermore, for the illustrated embodiment, the outer forward wing assembly 118B is defined as having a length 124 that is substantially equal to that of the inner forward wing assembly 118A. However, in other embodiments, the length 124 of the outer front wing assembly 118B may differ from the length 122 of the inner front wing assembly 118A.

[0149] Furthermore, still for the illustrated embodiment, the variable geometry assembly 116 of the aft starboard wing 24 also includes an inner aft wing assembly 120A and an outer aft wing assembly 120B. The inner aft wing assembly 120A can operate together with the inner forward wing assembly 118A to substantially completely cover or expose a first portion 46A of the first plurality of VTE fans 46, and the outer aft wing assembly 120B can operate together with the outer forward wing assembly 118B to substantially completely cover or expose a second portion 46B of the first plurality of VTE fans 46.

[0150] What will be understood is, such as Figure 8 As shown, in some embodiments, the inner forward wing assembly 118A and the inner rearward wing assembly 120A can operate together and independently of the outer forward wing assembly 118B and the outer rearward wing assembly 120B. Therefore, the variable geometry assembly 116 can be moved to various “degrees” to a vertical thrust position, and as used herein, the term “vertical thrust position” with reference to the variable geometry assembly 116 of a particular wing generally refers to a position where at least one of the respective plurality of VTE fans is at least partially exposed and capable of generating vertical thrust.

[0151] For example, as illustrated, the variable geometry assembly 116 can be moved to one or more partial vertical thrust positions, such as the position shown, where the inner forward wing assembly 118A and the inner rearward wing assembly 120A are in a retracted position to substantially completely cover the first portion 46A of the first plurality of VTE fans 46, and where the outer forward wing assembly 118B and the outer rearward wing assembly 120B are in an extended position to substantially completely expose the second portion 46B of the first plurality of VTE fans 46. This allows the first plurality of VTE fans 46 to provide a reduced amount of vertical thrust, for example, during transitional flight conditions of the aircraft 10 (e.g., transitioning from vertical flight to forward flight, or vice versa).

[0152] Furthermore, it will be understood that, for the illustrated embodiment, the variable geometry components 116 of each of the other wings (i.e., the aft port wing 26, the forward starboard wing 28, and the forward port wing 30) are drawn in a manner similar to the exemplary variable geometry component 116 of the aft starboard wing 24. Note that the above references... Figure 7 and Figure 8 At least some of the operations of the aircraft 10 described below will be referred to. Figure 24 and Figure 25 describe.

[0153] Furthermore, it should still be understood that, despite Figure 7 and Figure 8The exemplary variable geometry assembly 116 shown generally comprises two sets of partial wing assemblies arranged sequentially along the length direction of the respective wing. However, in other embodiments, the variable geometry assembly may include any other suitable number of sets of partial wing assemblies arranged sequentially along the length direction of the respective wing (i.e., corresponding front and rear partial wing assemblies). For example, in other exemplary embodiments, one or more of the variable geometry assemblies 116 may include three sets of partial wing assemblies spaced apart along the length direction of the respective wing, four sets of partial wing assemblies arranged sequentially along the length direction of the respective wing, etc. Furthermore, in some exemplary embodiments, one or more of the wings may include a variable geometry assembly having a separate set of partial wing assemblies for each of a plurality of VTE fans arranged along the length of this wing. Furthermore, although for Figure 7 and Figure 8 In the embodiment shown, the variable geometry components 116 of each wing include the same number of partial wing component groups, but in other embodiments, some of the wings may include variable geometry components with a different number of partial wing component groups compared to other wings.

[0154] Thus, what will be understood is, Figure 7 and Figure 8 The embodiments shown are merely examples. Furthermore, although for Figures 1 to 6 as well as Figure 7 and Figure 8 In one embodiment, the variable geometry assemblies 116 of the various wings of the aircraft 10 generally include a forward wing assembly 118 and a rear wing assembly 120. However, in other embodiments, one or more of these variable geometry assemblies 116 may alternatively include a single wing assembly (i.e., only one of the forward wing assembly 118 or the rear wing assembly 120) movable to selectively expose or cover one or more of the respective plurality of VTE fans. Furthermore, in other exemplary embodiments, one or more of these variable geometry assemblies 116 may have any other suitable configuration for selectively exposing and / or covering one or more of the respective plurality of VTE fans.

[0155] Backward reference Figure 2 and Figure 3Generally, it will be understood that the aircraft 10 according to one or more exemplary aspects of this disclosure may include features for increasing the efficiency of the VTE fans included in the propulsion system 32. More specifically, at least one, and optionally each, of the wings (including VTE fans arranged along its length) includes features for enhancing the inlet and / or outlet flow paths of the plurality of VTE fans to increase the amount of thrust generated by such plurality of VTE fans. For example, in at least some exemplary embodiments, at least one of the wings (including VTE fans arranged along its length) may include features for mitigating the airflow 130 downstream of one or more of the respective VTE fans. As will be understood, and as will be discussed in more detail below, by including these diffusion features, a higher power load can be achieved for the VTE fans, resulting in increased performance of the VTE fans per disk area (i.e., increased performance for a given size / diameter of the VTE fans). This can result in the ability to provide the desired amount of vertical thrust for the vertical thrust operation of the aircraft 10 while including smaller VTE fans. In addition, this advantage allows for the distribution of multiple smaller VTE fans along the length of the wing, thereby allowing for a more uniform distribution of the lift generated from them along the length of the wing, and further allows for wings with higher aspect ratios, which will be discussed in more detail below.

[0156] For example, first briefly refer to Figure 9 It provides a side cross-sectional view of the rear right wing 24 of the aircraft 10, which can be configured with... Figures 1 to 6 Similar to the exemplary aircraft 10. For example, Figure 9 The view can be Figure 5 and Figure 6 The same view provided in [the source]. Therefore, for [the specific context is missing]. Figure 9 In one embodiment, the aft starboard wing 24 includes one or more components movable to selectively expose at least one of a plurality of VTE fans 46 arranged along the length 48 of the aft starboard wing 24 (see [link to relevant documentation]). Figure 2 and Figure 3 More specifically, for the illustrated embodiment, the one or more components movable to selectively expose the at least one VTE fan are variable geometry components 116. The illustrated exemplary variable geometry component 116 includes a front wing assembly 118 and a rear wing assembly 120. (Refer to the above...) Figure 5 and Figure 6As the variable geometry assembly 116 moves from the forward thrust position to the vertical thrust position, the front wing assembly 118 and the rear wing assembly 120 can each move generally in the horizontal direction, or more specifically, generally in the longitudinal direction L of the aircraft 10. More specifically, when the variable geometry assembly 116 moves from the forward thrust position to the vertical thrust position, the front wing assembly 118 can move generally forward in the longitudinal direction L, and the rear wing assembly 120 can move generally backward in the longitudinal direction L.

[0157] Specific reference Figure 9 It will be understood that the aft starboard wing 24 also includes a diffuser assembly 126, which is positioned downstream of the at least one VTE fan in at least some configurations. More specifically, for the illustrated embodiment, the variable geometry assembly 116 is additionally configured as the diffuser assembly 126 (i.e., the diffuser assembly 126 of the aft starboard wing 24 is configured as a portion of the variable geometry assembly 116 of the aft starboard wing 24). Thus, it will be understood that, in at least some embodiments, the diffuser assembly 126 is positioned downstream of a plurality of the first plurality of VTE fans 46, such as downstream of each of the first plurality of VTE fans 46. For example, as discussed above and in Figure 2 and Figure 3 As illustrated, in some embodiments, the forward wing assembly 118 and the aft wing assembly 120 may extend at least LW along the length direction LW of the aft starboard wing 24 from the innermost (i.e., relative to the inner fuselage 18) edge of the innermost VTE fan of the first plurality of VTE fans 46 to the outermost (i.e., relative to the outer fuselage 18) edge of the outermost VTE fan of the first plurality of VTE fans 46. The forward wing assembly 118 and the aft wing assembly 120 may extend continuously in such a manner (e.g., see...) Figures 1 to 3 (as in the embodiments), or alternatively may include multiple partial wing assemblies thus extended (e.g., see embodiments), Figures 7 to 8 (Example).

[0158] More specifically, in order to form the diffuser assembly 126, the variable geometry assembly 116 is configured to pivot the forward wing assembly 118 and the rear wing assembly 120 downwards. Figure 9 The diffusion configuration is shown. Thus, when the variable geometry assembly 116 moves to the vertical thrust position, the forward wing assembly 118 is configured to pivot downwards, in addition to moving forward generally along the longitudinal direction L of the aircraft 10. Similarly, when the variable geometry assembly 116 moves to the vertical thrust position, the aft wing assembly 120 can be configured to pivot downwards, in addition to moving rearward generally along the longitudinal direction L of the aircraft 10. As illustrated, the provided exemplary aft starboard wing 24 includes a track 129 (also see...) coupled to the body portion 114. Figure 5 and Figure 6The front wing assembly 118 and the rear wing assembly 120 are configured to slide along these tracks 129 as they move forward or backward and pivot downward, respectively. Any suitable actuating device can be provided to move the front wing assembly 118 and the rear wing assembly 120 in this way. For example, any suitable hydraulic, pneumatic, or electric actuating device can be used.

[0159] Furthermore, it will be understood that, for Figure 9 The diffuser assembly 126 of the embodiment generally defines an inlet 128 and an outlet 132, the inlet 128 being configured to receive airflow 130 from the first plurality of VTE fans 46. Although not shown, the wing 24 may also include inner and outer end flaps to close an exhaust passage 131 (similar to) defined between the inlet 128 and outlet 132 and between the front wing assembly 118 and the rear wing assembly 120. Figure 13 The flaps 190 and 192 are shown in the embodiment.

[0160] Note that, as shown and as will be discussed in more detail below, inlet 128 may substantially define the inlet cross-sectional area, and outlet 132 may substantially define the outlet cross-sectional area. The outlet cross-sectional area may be larger than the inlet cross-sectional area, such that diffuser assembly 126 substantially defines a diffuser area ratio greater than 1:1. Thus, the forward wing assembly 118 and the aft wing assembly 120 of variable geometry assembly 116 may act during operation to moderate the airflow 130 from the first plurality of VTE fans 46 downstream of the first plurality of VTE fans 46. As will be discussed in more detail below, this allows the first plurality of VTE fans 46 to operate more efficiently.

[0161] In some exemplary embodiments, each of the other wings of the aircraft 10 may be configured to correspond with those described herein. Figure 9 The exemplary rear starboard wing 24 is described in a substantially similar manner. However, it will be understood that in other exemplary embodiments, any other suitable diffuser assembly 126 may be included with respect to one or more of the wings of the vertically take-off and landing aircraft 10 according to this disclosure.

[0162] For example, now refer to Figures 10 to 12 The present disclosure provides a view of an aircraft 10 including a wing with a diffuser assembly 126, according to another exemplary aspect of this disclosure. In some exemplary embodiments, the aircraft 10 may be configured to resemble the one described above. Figures 1 to 6 The exemplary aircraft 10 described is in a substantially similar manner. Therefore, the same or similar numbers may represent the same or similar parts.

[0163] For example, referring back Figure 2 and Figure 3In at least some embodiments, the aircraft 10 generally includes a fuselage 18 and a propulsion system 32 having a power source 36. Furthermore, the aircraft 10 includes a plurality of wings extending from and coupled to the fuselage 18. For example, the plurality of wings includes a forward starboard wing 28, a rear starboard wing 24, a forward port wing 30, and a rear port wing 26. The propulsion system 32 includes a plurality of VTE fans driven by the power source 36, and more specifically, includes: a first plurality of VTE fans 46 arranged along a length 48 of the rear starboard wing 24, a second plurality of VTE fans 52 arranged along a length of the rear port wing 26, a third plurality of VTE fans 54 arranged along a length of the forward starboard wing 28, and a fourth plurality of VTE fans 56 arranged along a length of the forward port wing 30.

[0164] Furthermore, each of wings 24, 26, 28, and 30 includes one or more components movable to selectively expose at least one of the respective plurality of VTE fans 46, 52, 54, and 56. For example, the one or more components of each of wings 24, 26, 28, and 30 may include a variable geometry assembly 116 movable between a forward thrust position and a vertical thrust position to at least partially cover and at least partially expose the respective plurality of VTE fans 46, 52, 54, and 56 arranged along their length and more particularly integrally incorporated therein. See in particular Figure 10 A partially enlarged schematic diagram of an exemplary aircraft 10 (and more particularly, an exemplary aft starboard wing 24 of the exemplary aircraft 10) is provided, the aft starboard wing 24 being drawn in a vertical thrust position. Positioning the variable geometry assembly 116 in the vertical thrust position facilitates vertical takeoff and landing or other vertical thrust operations of the aircraft 10. For the illustrated embodiment, the aft starboard wing 24 also includes a body portion 114, and the variable geometry assembly 116 includes a partial wing assembly. The body portion 114 then includes a guide rail 134 and a master actuator 136. The frame of the partial wing assembly is movably (more precisely, slidably) coupled to the body portion 114 of the aft starboard wing 24. More specifically, the frame of the partial wing assembly can be moved along the guide rail 134 of the body portion 114 via the master actuator 136 of the body portion 114.

[0165] Furthermore, in the illustrated embodiment, the partial wing assembly is the forward partial wing assembly 118, the frame of the partial wing assembly is the forward frame 138, and the variable geometry assembly 116 of the aft starboard wing 118 also includes the aft partial wing assembly 120. The aft partial wing assembly 120 similarly includes the aft frame 140 and is at least partially movable in the longitudinal direction L. When the variable geometry assembly 116 moves to the vertical thrust position (as shown; see also below)... Figure 11When the forward wing assembly 118 and the rear wing assembly 120 move substantially forward and rearward to their extended positions respectively, and when the variable geometry assembly 116 moves to its forward thrust position (see below) Figure 12 When the fore wing assembly 118 and aft wing assembly 120 are moved substantially rearward and forward to their retracted positions, respectively. Furthermore, like the fore wing assembly 118, the frame 140 of the aft wing assembly 120 is also movably (more precisely, slidably) connected to the body portion 114 of the aft starboard wing 24. More specifically, the aft frame 140 of the aft wing assembly 120 can be moved along the guide rail 134 of the body portion 114 via the main actuator 136 of the body portion 114.

[0166] For the illustrated embodiment, the body portion 114 of the aft starboard wing 24 includes two main actuators 136, each of which is coupled to both the forward wing assembly 118 and the aft wing assembly 120 to move the forward wing assembly 118 and the aft wing assembly 120 between their respective retracted positions (when the variable geometry assembly 116 is in the forward thrust position) and extended positions (when the variable geometry assembly 116 is in the vertical thrust position). The main actuators 136 may be electric actuators (e.g., including electric motors), hydraulic actuators, pneumatic actuators, or any other suitable actuators for moving the forward wing assembly 118 and the aft wing assembly 120 generally in the longitudinal direction L in the manner described herein.

[0167] Furthermore, in the illustrated embodiment, the body portion 114 of the aft starboard wing 24 includes three guide rails 134, and each of the forward wing assembly 118 and the aft wing assembly 120 includes a sliding member 142 (drawn as an imaginary line; see also) connected to its respective frame 140. Figure 11 and Figure 12 The sliding member 142 moves along the corresponding guide rail 134. However, it will be understood that in other exemplary embodiments, the body portion 114 of the aft starboard wing 24 may alternatively include any other suitable number of master actuators 136 positioned at any other suitable location, and may also include any other suitable number of guide rails 134 positioned at any other suitable location. For example, in other embodiments, the body portion 114 of the aft starboard wing 24 may include a single master actuator 136 and a single guide rail 134, two guide rails 134, three master actuators 136, four guide rails 134 and / or master actuators 136, etc. Furthermore, it will be understood that although the forward wing assembly 118 and the aft wing assembly 120 are configured to move generally in the longitudinal direction L, the body portion 114 of the aft starboard wing 24 is fixedly coupled to the fuselage 18 such that it remains stationary relative to the fuselage 18 during all operating conditions of the aircraft 10.

[0168] Now we will refer to the specific details. Figure 11 and Figure 12 . Figure 11 and Figure 12 Each provided along Figure 10 The positioning of line 11-11 is taken at Figure 10 A side section view of the VTE fan inside the aft starboard wing 24. More specifically, Figure 11 A side section view of the aft starboard wing 24 is provided (with the variable geometry assembly 116 in the forward thrust position); and Figure 12 A side section view of the aft starboard wing 24 is provided (with the variable geometry assembly in the forward thrust position). (As will be...) Figure 11 and Figure 12 As is understood, when the variable geometry component 116 is in the forward thrust position ( Figure 12 When the variable geometry assembly 116 is in the vertical thrust position, the first plurality of VTE fans 46 within the aft starboard wing 24 are substantially completely enclosed within the aft starboard wing 24. In contrast, for the illustrated embodiment, when the variable geometry assembly 116 is in the vertical thrust position... Figure 11 When the first plurality of VTE fans 46 are substantially fully exposed. Note that, as used herein with respect to VTE fans, “exposed” means that the fan has a substantially open inlet and a substantially open outlet (other than any exhaust flow path components, such as the diffuser components described below), allowing the fan to receive and exhaust airflow substantially freely.

[0169] Furthermore, referring firstly to the forward wing assembly 118, it will be understood that the forward wing assembly 118 also includes a first component 144. When the variable geometry assembly 116 is moved to the vertical thrust position, the first component 144 is movable relative to the front frame 138 of the forward wing assembly 118 to form an exhaust path 146 for at least one of the plurality of VTE fans 46, and more specifically, is movable relative to the front frame 138 to form an exhaust path 146 for said at least one of the first plurality of VTE fans 46. More particularly, still for the illustrated embodiment, when the variable geometry assembly 116 is moved to the vertical thrust position, the first component 144 is movable relative to the front frame 138 to form an exhaust path 146 for each of the first plurality of VTE fans 46. Therefore, it will be understood that, for the illustrated embodiment, the first component 144 extends substantially continuously along the length 48 of the aft starboard wing 24 near each of the first plurality of VTE fans 46. More specifically, the first component 144 extends generally from the inner edge of the innermost VTE fan among the first plurality of VTE fans 46 (i.e., relative to the inner side of the fuselage 18 of the aircraft 10) to the outer edge of the outermost VTE fan among the first plurality of VTE fans 46 (i.e., relative to the outer side of the fuselage 18 of the aircraft 10) (see...). Figure 10).

[0170] Furthermore, it will be understood that, for the illustrated embodiment, the first component 144 of the forward wing assembly 118 is configured as the bottom component of the forward wing assembly 118, and is therefore configured to move generally downward in the vertical direction V when the variable geometry assembly 116 moves to the vertical thrust position (and the forward wing assembly 118 moves to the extended position). For the illustrated embodiment, the bottom component is pivotally connected at a joint 148 to the front frame 138 of the forward wing assembly 118, and is therefore configured to pivot generally downward in the vertical direction V about the joint 148 when the variable geometry assembly 116 moves to the vertical thrust position. In some embodiments, the joint 148 may extend continuously along the length of the first component 144, or alternatively, the joint 148 may include a plurality of individual joints 134 spaced apart along the length of the first component 144 (i.e., along the length direction LW of the aft starboard wing 24).

[0171] Additionally, still referring to the forward wing assembly 118, for the illustrated exemplary embodiment, the forward wing assembly 118 further includes a second component 150, which is similarly movable relative to the front frame 138 of the forward wing assembly 118 to at least partially define an inlet path 152 for at least one of the first plurality of VTE fans 46. More specifically, still for the illustrated embodiment, when the variable geometry assembly 116 is moved to the vertical thrust position, the second component 150 is movable relative to the front frame 138 to form an inlet path 152 for each of the first plurality of VTE fans 46. Thus, it will be understood that, for the illustrated embodiment, the second component 150 also extends substantially continuously along the length 48 of the aft starboard wing 24 in the vicinity of each of the first plurality of VTE fans 46 (i.e., substantially from the inner edge of the innermost VTE fan of the first plurality of VTE fans 46 to the outer edge of the outermost VTE fan of the first plurality of VTE fans 46).

[0172] Furthermore, in the illustrated embodiment, the second component 120 is a top component and is configured to move generally upward in the vertical direction V when the variable geometry assembly 116 moves to the vertical thrust position. More specifically, like the bottom component, the top component is pivotally connected at joint 154 to the front frame 138 of the front wing assembly 118, and is therefore configured to pivot generally upward in the vertical direction V about joint 154 when the variable geometry assembly 116 moves to the vertical thrust position. Like joint 148, joint 154 may be a continuous joint (i.e., extending substantially continuously along the length of the second component 120), or alternatively, may be a plurality of independent joints spaced apart along the length of the second component 120.

[0173] Still refer to Figure 11 and Figure 12The rear wing assembly 120 similarly includes a first component 156, which is also movable relative to the frame 140 of the rear wing assembly 120 to at least partially form an exhaust path 146 for at least one of the first plurality of VTE fans 46, and more specifically, when the variable geometry assembly 116 is moved to the vertical thrust position, it is movable relative to the frame 140 to at least partially form an exhaust path 146 for the at least one of the first plurality of VTE fans 46. More particularly, still for the illustrated embodiment, the first component 156 of the rear wing assembly 120 is configured as a bottom component of the rear wing assembly 120, and is therefore configured to move generally downward in the vertical direction V when the rear wing assembly 120 is moved to the vertical thrust position. In the illustrated embodiment, the bottom component is pivotally connected at joint 158 ​​to the front frame 138 of the front wing assembly 118, and is thus configured to pivot generally downward in the vertical direction V about joint 158 ​​when the variable geometry assembly 116 moves to the vertical thrust position.

[0174] Furthermore, like the front wing assembly 118, for the illustrated exemplary embodiment, the rear wing assembly 120 also includes a second component 160, which is similarly movable relative to the frame 140 of the rear wing assembly 120 to at least partially form an inlet path 152 for at least one of the first plurality of VTE fans 46. More specifically, for the illustrated embodiment, the second component 160 is a top component configured to move generally upward in the vertical direction V when the variable geometry assembly 116 is moved to the vertical thrust position. More specifically, like the bottom component, the top component is pivotally coupled to the frame 140 of the rear wing assembly 120 at a joint 162, and is therefore configured to pivot generally upward in the vertical direction V about the joint 162 when the variable geometry assembly 116 is moved to the vertical thrust position.

[0175] Note that, like the first part 144 and the second part 150 of the forward wing assembly 118, the first part 156 and the second part 160 of the aft wing assembly 120 may each extend substantially continuously along the length 48 of the aft starboard wing 24, such that they each extend near each of the first plurality of VTE fans 46 (i.e., substantially from the inner edge of the innermost VTE fan of the first plurality of VTE fans 46 to the outer edge of the outermost VTE fan of the first plurality of VTE fans 46).

[0176] However, it should be understood that in other exemplary embodiments, the first component 144 and the second component 150 of the forward wing assembly 118 and / or the first component 156 and the second component 160 of the aft wing assembly 120 may not extend so continuously, and may instead have any other suitable configuration. For example, in other exemplary embodiments, one or more of these components 144, 150, 156, 160 may include a plurality of separate components arranged sequentially along the length 48 of the aft starboard wing 24. In this embodiment, these plurality of components may operate independently of each other and / or may operate uniformly.

[0177] Regardless, still refer to Figure 11 and Figure 12 It will be understood that, for the illustrated embodiment, each of the first part 144 and the second part 150 of the front wing assembly 118 and the first part 156 and the second part 160 of the rear wing assembly 120 may be substantially in an open position. Figure 11 ) and closed position ( Figure 12 The variable geometry assembly 116 moves between these components. When in the closed position, the first part 144 and the second part 150 of the forward wing assembly 118, and the first part 156 and the second part 160 of the rear wing assembly 120 together form the airfoil section shape for the aft starboard wing 24. More specifically, when the first part 144 and the second part 150 of the forward wing assembly 118 and the first part 156 and the second part 160 of the rear wing assembly 120 are in the closed position and the variable geometry assembly 116 is in the forward thrust position ( Figure 12 The first component 144 and the second component 150 of the forward wing assembly 118, and the first component 156 and the second component 160 of the aft wing assembly 120, each form an airfoil cross-sectional shape for the aft starboard wing 24. In contrast, when the first component 144 and the second component 150 of the forward wing assembly 118, and the first component 156 and the second component 160 of the aft wing assembly 120, are in the open position, they each at least partially form an inlet path 152 or an exhaust path 146 for at least one of the first plurality of VTE fans 46.

[0178] Additionally, in the illustrated embodiment, the first component 144 and the second component 150 of the forewing assembly 118 are respectively movable via the first component actuator 164 and the second component actuator 166. In the illustrated embodiment, the first component actuator 164 and the second component actuator 166 are each configured as pneumatic actuators, and more particularly, as inflatable bladders configured to receive pressurized airflow to inflate when the forewing assembly 118 moves to the forward thrust position, so that the first component 144 pivots downward in the vertical direction V to its open position, and the second component 150 pivots upward in the vertical direction V to its open position. Note that in some embodiments, the first component 144 and the second component 150 may be biased toward a closed / retracted position, such that the first component 144 and the second component 150 can be moved to their respective closed positions by releasing or retracting the corresponding (pneumatic) actuators 164, 166.

[0179] Therefore, it will be understood that, for the illustrated embodiment, the first component actuator 164 and the second component actuator 166 can be independent of the description above. Figure 10 The described main actuator 136 operates by moving the forward wing assembly 118 and the rear wing assembly 120 substantially forward and rearward respectively along the longitudinal axis L. Additionally, in the illustrated embodiment, the first component actuator 164 may also operate independently of the second component actuator 166. Thus, in some embodiments, the first component 144 may be moved to its open position while the second component 150 remains in its closed position. This can be advantageous, for example, during transitional operating conditions (such as when the aircraft transitions from vertical flight to forward flight).

[0180] As illustrated, the first component 156 and the second component 160 of the rear wing assembly 120 are similarly movable via the first component actuator 164 and the second component actuator 166, respectively. The first component actuator 164 of the rear wing assembly 120 can operate in substantially the same manner as the first component actuator 164 of the front wing assembly 118. Similarly, the second component actuator 166 of the rear wing assembly 120 can operate in substantially the same manner as the second component actuator 166 of the rear wing assembly 120. Therefore, it will be understood that the first component 156 and the second component 160 of the rear wing assembly 120 can also move in substantially the same manner as the first component 156 and the second component 160 of the front wing assembly 118 as described above. (Note that, in this way, the first component 156 and the second component 160 of the rear wing assembly 120 can also be biased toward their respective closed positions.)

[0181] Specific reference Figure 11As discussed above, the aft starboard wing 24 is depicted, with the variable geometry assembly 116 in a vertical thrust position and the first parts 144, 156 of the forward wing assembly 118 and the aft wing assembly 120 each in an open position to form an exhaust path 146 for at least one VTE fan. Note that, for the illustrated embodiment, the exhaust path 146 is a diffused exhaust flow path for the VTE fan. Thus, it will be understood that the diffuser assembly 126, and more particularly the first parts 144, 156, together define an inlet 128 and an outlet 132. Since the exemplary flow path 146 is a diffused flow path, it will be understood that the diffuser assembly 126 may substantially define an inlet cross-sectional area at the inlet 128 that is smaller than the outlet cross-sectional area at the outlet 128. As will be discussed in more detail below, including the diffused exhaust flow path 146 can increase the overall efficiency of the VTE fan.

[0182] Furthermore, it will be understood that, for the illustrated embodiment, the first VTE fan 46-1 (also see...) of the first plurality of VTE fans 46 Figure 10 (i.e., at least one VTE fan is drawn) defines the fan axis 170. When the variable geometry assembly 116 is in the forward thrust position and when the first component 144 is in its closed position ( Figure 12 The first component 144 of the front wing assembly 118 defines a first angle 172 with the fan axis 170, and furthermore, when the variable geometry assembly 116 is in the vertical thrust position and when the first component 144 is in its open position ( Figure 11 The first part 144 of the front wing assembly 118 defines a second angle 174 with respect to the fan axis 170. (Note that, for convenience, the first angle 172 and the second angle 174, together with the angles mentioned below, are shown defined with reference to the fan line 170', which is parallel to the actual fan axis 170). Obviously, the first angle 172 is greater than the second angle 174. For example, in the illustrated embodiment, the first angle 172 is between approximately seventy-five (75) degrees and approximately one hundred and five (105) degrees, while the second angle 174 is between approximately negative thirty (-30) degrees and approximately seventy-five (75) degrees. For example, in at least some exemplary embodiments, the first angle 172 may be between approximately eighty (80) degrees and one hundred (100) degrees, and the second angle 174 may be between approximately negative sixty (60) degrees and zero (0) degrees, such as between approximately forty-five (45) degrees and five (5) degrees. Alternatively, it will be understood that, instead of being configured as part of a diffusion discharge flow path, the first component 144 may be configured to form a nozzle discharge flow path. With respect to this exemplary embodiment, the second angle 174 may be between zero (0) degrees and -30 (30) degrees, such as less than about -5 (5) degrees.

[0183] Note that, for the illustrated embodiment, when the variable geometry component 116 is in the vertical thrust position and when the first component 156 is in its open position ( Figure 11 The first component 156 of the rear wing assembly 120 also defines a first angle 176 with the fan axis 170, and when the variable geometry assembly 116 is in the forward thrust position and when the first component 156 is in its closed position ( Figure 12 The first component 156 of the rear wing assembly 120 defines a second angle 178 with the fan axis 170. The first angle 176 defined between the first component 156 of the rear wing assembly 120 and the fan axis 170 may be approximately equal to the first angle 172 defined between the first component 144 of the front wing assembly 118 and the fan axis 170, and similarly, the second angle 178 defined between the first component 156 of the rear wing assembly 120 and the fan axis 170 may be approximately equal to the second angle 174 defined between the first component 144 of the front wing assembly 118 and the fan axis 170.

[0184] Furthermore, for the illustrated embodiment, when the variable geometry component 116 is in the forward thrust position and when the second component 150 is in its closed position ( Figure 12 The first component 150 of the front wing assembly 118 similarly defines a first angle 180 with respect to the fan axis 170, and furthermore, when the variable geometry assembly 116 is in the vertical thrust position and when the second component 150 is in its open position ( Figure 11 The second component 150 of the front wing assembly 118 defines a second angle 182 with respect to the fan axis 170. Clearly, the first angle 180 is smaller than the second angle 182. For example, in the illustrated embodiment, the first angle 180 is between approximately 60 degrees and approximately 120 degrees, and the second angle 182 is between approximately 100 degrees and approximately 180 degrees. More specifically, in the illustrated embodiment, the first angle 180 is between approximately 75 degrees and approximately 110 degrees, and the second angle 182 is between approximately 110 degrees and approximately 170 degrees.

[0185] Note that, for the illustrated embodiment, when the variable geometry component 116 is in the vertical thrust position and when the first component 156 is in its open position ( Figure 11 The second component 160 of the rear wing assembly 120 also defines a first angle 181 with the fan axis 170, and when the variable geometry assembly 116 is in the forward thrust position and when the first component 156 is in its closed position ( Figure 12The second component 160 of the rear wing assembly 120 defines a second angle 183 with the fan axis 170. The first angle 181 defined between the second component 160 of the rear wing assembly 120 and the fan axis 170 is approximately equal to the first angle 180 defined between the second component 150 of the front wing assembly 118 and the fan axis 170, and similarly, the second angle 183 defined between the second component 160 of the rear wing assembly 120 and the fan axis 170 is approximately equal to the second angle 182 defined between the second component 150 of the front wing assembly 118 and the fan axis 170.

[0186] Furthermore, it will be understood that, for the illustrated embodiment, the first component 144 of the front wing assembly 118 defines a length 184, and the first VTE fan 46-1 of the plurality of VTE fans 46 (i.e., at least one VTE fan illustrated) defines a fan diameter 186. For the illustrated embodiment, the length 184 of the first component 144 of the front wing assembly 118 is at least about twenty-five percent (25) of the fan diameter 186. Similarly, the first component 156 of the rear wing assembly 120 defines a length 188. The length 188 of the first component 156 of the rear wing assembly 120 is also at least about twenty-five percent (25) of the fan diameter 186. In addition, the lengths 184 and 188 of the first components 144 and 156 of the front wing assembly 118 and the rear wing assembly 120 respectively can reach about one hundred and fifty percent of the fan diameter 186.

[0187] In addition, a brief reference Figure 13 The above provides a reference. Figures 10 to 12 The exemplary aft starboard wing 24 is described as a front-view cross-sectional view generally along the length direction LW of the aft starboard wing 24. Figure 13Briefly illustrated, in at least some exemplary embodiments, the diffuser assembly 126 may also include one or more features for closing an exhaust flow path 146, which is at least partially defined by first components 144, 156 correspondingly integrally incorporated into the front wing assembly 118 and the rear wing assembly 120. More specifically, for the illustrated embodiment, the diffuser assembly 126 further includes an inner flap 190 and an outer flap 192. The inner flap 190 may extend substantially in a longitudinal direction L or a width direction W at the inner end of the flow path 146 between the first components 144, 146, and the outer flap 192 may extend substantially in a longitudinal direction L or a width direction W at the outer end of the flow path 146 between the first components 144, 146. The inner flap 190 and the outer flap 192 may include actuators similar to the first component actuator 164 and the second component actuator 166, or according to any other suitable configuration. Furthermore, it will be understood that when the variable geometry component 116 moves to the vertical thrust position (as shown), the inner flap 190 and the outer flap 192 can, for example, move from the closed position (provided directional arrow) to the open position (as shown) along the directional arrow 193.

[0188] Furthermore, it will be understood that, despite Figures 10 to 13 The embodiments shown refer to the above description. Figures 1 to 3 The exemplary aircraft 10 described herein includes the rear right wing 24, but in some embodiments, each of the other wings of the aircraft 10 may also include a reference wing. Figure 11 and Figure 12 One or more of the exemplary features described. For example, in some embodiments, the aft port wing 26, the forward starboard wing 28, and the forward port wing 30 may each include a forward wing assembly 118 and a rear wing assembly 120, wherein the forward wing assembly 118 and the rear wing assembly 120 have a first bottom member and a second top member, configured to... Figures 10 to 13 The first part 144 and the second part 150 of the front wing assembly 118 and the rear wing assembly 120 are in a substantially the same manner.

[0189] The front wing assembly 118, including a first component, and the rear wing assembly 120, including the first component, according to exemplary embodiments of the present disclosure, allow the wing to form exhaust flow paths for a plurality of VTE fans 46, which can improve the performance of the plurality of VTE fans. Thus, smaller and lower-power VTE fans can be included within the aircraft 10 while still providing the desired amount of vertical thrust for, for example, vertical takeoff and vertical landing.

[0190] However, it should be understood that, referring to Figures 10 to 13The exemplary diffusion component 126 described is provided by way of example only. For example, in other embodiments, any other suitable configuration may be provided. For example, in other embodiments, the front wing assembly 118 may not include the second component 150, and similarly, the rear wing assembly 120 may not include the second component 160.

[0191] Furthermore, it will be understood that, in other exemplary embodiments, one or more of the wings of the vertically taking off and landing aircraft 10 may include other suitable diffusion components.

[0192] For example, now generally refer to Figures 14 to 16 This disclosure provides an aspect of an aircraft 10 including a wing with a diffuser assembly 126, according to another exemplary embodiment. In some exemplary embodiments, the aircraft 10 may be configured to... (The text abruptly ends here, so the translation stops as well.) Figures 1 to 3 The exemplary aircraft 10 described is in a substantially similar manner. Therefore, the same or similar reference numerals may denote the same or similar parts.

[0193] For example, a brief reference back Figure 2 and Figure 3 In at least some embodiments, the aircraft 10 generally includes a fuselage 18 and a propulsion system 32 having a power source 36. Furthermore, the aircraft 10 includes a plurality of wings extending from and coupled to the fuselage 18. For example, the plurality of wings includes a forward starboard wing 28, a rear starboard wing 24, a forward port wing 30, and a rear port wing 26. The propulsion system 32 includes a plurality of VTE fans driven by the power source 36, and more specifically includes: a first plurality of VTE fans 46 arranged along a length 48 of the rear starboard wing 24, a second plurality of VTE fans 52 arranged along a length of the rear port wing 26, a third plurality of VTE fans 54 arranged along a length of the forward starboard wing 28, and a fourth plurality of VTE fans 56 arranged along a length of the forward port wing 30.

[0194] Furthermore, each of wings 24, 26, 28, and 30 includes one or more components movable to selectively expose at least one of the respective plurality of VTE fans 46, 52, 54, and 56. For example, one or more components of wings 24, 26, 28, and 30 may be components of a variable geometry assembly 116 movable between a forward thrust position and a vertical thrust position to at least partially cover and at least partially expose the respective plurality of VTE fans 46, 52, 54, and 56 arranged along their length and more particularly integrally incorporated therein. For example, now specifically referring to... Figure 14 and Figure 15 The variable geometry component 116 of the rear starboard wing 24 according to this exemplary embodiment is drawn as follows: Figure 14 It is in a forward thrust position, and in Figure 15It is positioned in a vertical thrust position. More specifically, Figure 14 A side cross-sectional view of an exemplary aft starboard wing 24 through the first VTE fan 46-1 of the first plurality of VTE fans 46 is provided (with the variable geometry assembly 116 in the forward thrust position); and Figure 15 A side cross-sectional view is provided through the aft starboard wing 24 of the first VTE fan 46-1 (where the variable geometry assembly 116 is in the vertical thrust position).

[0195] Additionally, as described above, the aft starboard wing 24 includes a diffuser assembly 126. However, as shown in the figures, for the illustrated embodiment, the diffuser assembly 126 is not integrally integrated into the variable geometry assembly 116. More specifically, the diffuser assembly 126 of the aft starboard wing 24 includes multiple components that are separate from the variable geometry assembly 116 and can be substantially in a first position ( Figure 14 ) and second position ( Figure 15 The diffusion assembly 126 generally includes a first component 194 and a second component 196. The second component 196 is generally movable relative to the first component 194 in a vertical direction V, such that when the diffusion assembly 126 is in a second position ( Figure 15 The first component 194 and the second component 196 together at least partially define the exhaust path 146 for the first VTE fan 46-1. More specifically, as shown, the first VTE fan 46-1 generally defines an axis 170 about which it rotates, and the diffuser assembly 126 is positioned from a first position ( Figure 14 Move to the second position. Figure 15 When the second component 196 moves downwards along the vertical direction V and along the axis 170, it can move substantially downwards.

[0196] Furthermore, for the illustrated exemplary embodiment, the diffusion assembly 126 also includes a third component 198, which is similarly movable relative to the first component 194 and the second component 196 in a generally vertical direction V, such that when the diffusion assembly 126 is in the second position ( Figure 15 The third component 198 also at least partially defines the exhaust path 146 for the first VTE fan 46-1. More specifically, as the diffuser assembly 126 moves from the first position to the second position, the third component 198 can also move generally downward along the vertical direction V along the axis 170 of the first VTE fan 46-1.

[0197] In the illustrated embodiment, the first component 194, the second component 196, and the third component 198 are generally nested within each other. More specifically, it will be understood that, in the illustrated embodiment, the first position is a contracted position (…). Figure 14 ), and the second position is an extended position ( Figure 15 When the diffusion assembly 126 is in the retracted position, the first component 194 is at least partially nested within the second component 196, and the second component 196 is at least partially nested within the third component 196. It will be understood that, as used herein, the term “nested” in reference to components 194, 196, 198 of the diffusion assembly 126 means that the smaller component is positioned substantially entirely within the larger component.

[0198] In addition, please refer to the following briefly. Figure 16 A view of the diffuser assembly 126 and the first VTE fan 46-1 is provided along the vertical direction V from the bottom side of the diffuser assembly 126 and the first VTE fan 46-1. Figure 16 It will be understood that the first component 194, the second component 196, and the third component 198 each define a closed cross-sectional shape (i.e., a closed shape in a horizontal cross-section). More specifically, for the illustrated embodiment, the first component 194, the second component 196, and the third component 198 each define a generally circular shape. Furthermore, reference is also made backwards. Figure 13 and Figure 14 (and specifically, Figure 15 (Referring to label A) Each of the first component 194, the second component 196, and the third component 198 defines a minimum internal cross-sectional dimension. For the illustrated embodiment, when the closed cross-sectional shape of these components is a circular cross-sectional shape, the minimum internal cross-sectional dimension is the minimum inner diameter (i.e., the first component 194 defines a first minimum inner diameter 200, the second component 196 defines a second minimum inner diameter 202, and the third component 198 defines a third minimum inner diameter 204).

[0199] Furthermore, it will be understood that the first component 194 defines a generally frustoconical shape along the axis 170 of the first VTE fan 46-1, the second component 196 defines a generally frustoconical shape along the axis 170 of the first VTE fan 46-1, and the third component 198 also defines a generally frustoconical shape along the axis 170 of the first VTE fan 46-1. Thus, it will be understood that each of the first component 194, the second component 196, and the third component 198 of the diffuser assembly 126 further defines a maximum inner diameter 201, 203, 205 respectively, wherein the portion of the corresponding component defining the minimum inner diameter is above the portion of the corresponding component defining the maximum inner diameter along the vertical direction V.

[0200] Thus, it will be understood that the diffuser assembly 126 is generally defined at an inlet 128 directly downstream of the first VTE fan 46-1 and an outlet 132 downstream of the inlet 128. The diffuser assembly 126 also defines an outlet cross-sectional shape at the outlet 132 that is larger than the inlet cross-sectional shape at the inlet 128, such that the exemplary diffuser assembly 126 drawn defines a diffusion area ratio greater than approximately 1:1 and less than approximately 2:1. The advantages of this configuration will be described in more detail below.

[0201] Referring specifically to the illustrated embodiment, it will be understood that the first VTE fan 46-1 of the first plurality of VTE fans 46 defines a fan diameter of 186, and the minimum inner diameter of the first component 194 of the diffuser assembly 126 is greater than or approximately equal to the fan diameter 186. Furthermore, the second component 196 is substantially larger than the first component 194, and the third component 198 is substantially larger than the second component 196. This is possible when the diffuser assembly 126 is in the retracted position (…). Figure 14 Nested construction is allowed. Therefore, it will be understood that the minimum inner diameter 202 of the second component 196 is greater than the minimum inner diameter 200 of the first component 194, and furthermore, the minimum inner diameter 204 of the third component 198 is greater than the minimum inner diameter 202 of the second component 196. Similarly, the maximum inner diameter 203 of the second component 196 is greater than the maximum inner diameter 201 of the first component 194, and the maximum inner diameter 205 of the third component 198 is greater than the maximum inner diameter 203 of the second component 196.

[0202] Furthermore, given the generally truncated conical shapes of the first component 194, the second component 196, and the third component 198, the second component 196 can be configured to rest against the first component 194 when moved to the extended position, and similarly, the third component 198 can be configured to rest against the second component 196 when moved to the extended position. Therefore, it will be understood that the first component 194 defines a maximum outer diameter 207 larger than the minimum inner diameter 202 of the second component 196 (i.e., at the bottom end along the vertical direction V; see details). Figure 15 (See label A in the text), and similarly, the second component 196 defines a maximum outer diameter 209 that is larger than the minimum inner diameter of the third component 198 (i.e., at the bottom end along the vertical direction V; see details). Figure 15 (marked A in the text).

[0203] In order to make the diffusion assembly 126 in the first contraction position ( Figure 14 ) and second extension position ( Figure 15The diffuser assembly 126 also includes an actuating member 206. More specifically, for the illustrated embodiment, the diffuser assembly 126 includes a pair of actuating members 206 mounted to the body portion 114 of the aft starboard wing 24. Each actuating member 206 includes an extension 208 coupled to a third member 198 of the diffuser assembly 126. The extension 208 of the actuating member 206 allows the third member 198 of the diffuser assembly 126 to move generally in a vertical direction V, thereby moving the diffuser assembly 126 between an extended position and a retracted position. However, note that in other embodiments, the second member 196 and the third member 198 may alternatively be biased toward the extended position, and the actuating member 206 may move only the diffuser assembly 126 to the retracted position. Alternatively, in further embodiments, the second member 196 and the third member 198 may be biased toward the retracted position, and the actuating member 206 may move only the diffuser assembly 126 to the extended position.

[0204] Furthermore, in other embodiments, any other suitable actuating element 206 may be provided for moving the various elements between extended and retracted positions. Additionally, although for the illustrated embodiment, the first element 194, the second element 196, and the third element 198 each define a generally circular cross-sectional shape (and more specifically, for the illustrated embodiment, a generally truncated conical shape), in other embodiments, one or more of the first element 194, the second element 196, and the third element 198 may define any other suitable cross-sectional shape. Furthermore, although for the illustrated embodiment, the diffusion assembly 126 includes three elements, in other embodiments, the diffusion assembly 126 may include any other suitable number of elements. For example, in other embodiments, the diffusion assembly 126 may include two elements, four elements, five elements, or more.

[0205] Furthermore, still, despite the above references Figures 14 to 16 The exemplary diffusion component 126 discussed is described as being associated only with the first VTE fan 46-1 of the first plurality of VTE fans 46, but in other exemplary embodiments, the aft starboard wing 24 may include additional diffusion components associated with each of the first plurality of VTE fans 46. For example, briefly refer to Figure 17A schematic lower side view of the aft starboard wing 24 is provided. It will be understood that the diffuser assembly 126 discussed above may be a first diffuser assembly 126A, and the wing may also include a plurality of diffuser assemblies 126, each diffuser assembly 126 being associated with a corresponding VTE fan among a first plurality of VTE fans 46. More specifically, for the illustrated embodiment, the first plurality of VTE fans 46 also includes a second VTE fan 46-2, a third VTE fan 46-3, and a fourth VTE fan 46-4. Additionally, the aft starboard wing 24 correspondingly includes: a second diffuser assembly 126B associated with the second VTE fan 46-2, a third diffuser assembly 126C associated with the third VTE fan 46-3, and a fourth diffuser assembly 126D associated with the fourth VTE fan 46-4. Each of the second diffuser assembly 126B, the third diffuser assembly 126C, and the fourth diffuser assembly 126D may be configured as described above. Figures 14 to 16 The exemplary diffusion component 126 discussed is in a substantially similar manner. Therefore, for example, although in Figure 17 For clarity, the second diffusion assembly 126B may not be shown, but it may similarly include a first component, a second component, and a third component, wherein the second component is movable relative to the first component in a generally vertical direction V, and the third component is movable relative to the second component in a generally vertical direction V. The second diffusion assembly 126B can therefore be positioned between a first contracted position and a second extended position as described above. Figures 14 to 16 The diffusion assembly 126 described moves in substantially the same manner. When the second diffusion assembly 126B is in the second extended position (see also...), Figure 14 and Figure 15 The first, second, and third components together at least partially define the second exhaust path 146B for the second VTE fan 46-2. Note that when the second diffuser assembly 126B is in the retracted position, the first component of the second diffuser assembly 126B may be at least partially nested within the second component of the second diffuser assembly 126B, and the second component of the second diffuser assembly may be at least partially nested within the third component of the second diffuser assembly 126B.

[0206] Furthermore, it will be understood that although the exemplary diffuser assembly 126 is described and drawn as being included within the aft starboard wing 24, in some embodiments, one or more of the remaining wing components may also include a similar diffuser assembly 126. For example, in other embodiments, each of the aft port wing 26, the forward starboard wing 28, and the forward port wing 30 may include the diffuser assembly 126 configured as described above. Figures 14 to 16In a similar manner to the described embodiments, this diffusion assembly 126 is associated with each of the respective plurality of VTE fans arranged along its length or more particularly integrally incorporated therein. However, in other embodiments, fewer than all of these VTE fans may have this diffusion assembly 126 associated with them, or alternatively, may have a diffusion assembly 126 constructed according to any other suitable embodiment associated with it.

[0207] However, it will also be understood that, in other exemplary embodiments, one or more of the wings of the vertically taking off and landing aircraft 10 may include other suitable diffusion components 126.

[0208] For example, now refer to Figures 18 to 20 This disclosure provides an aspect of an aircraft 10 including a wing with a diffuser assembly 126, according to another exemplary embodiment. In some exemplary embodiments, the aircraft 10 may be configured to... (The text abruptly ends here, so the translation stops as well.) Figures 1 to 3 The exemplary aircraft 10 described is in a substantially similar manner. Therefore, the same or similar numbers may represent the same or similar parts.

[0209] For example, a brief reference back Figure 2 and Figure 3 In at least some embodiments, the aircraft 10 generally includes a fuselage 18 and a propulsion system 32 having a power source 36. Furthermore, the aircraft 10 includes a plurality of wings extending from and coupled to the fuselage 18. For example, the plurality of wings includes a forward starboard wing 28, a rear starboard wing 24, a forward port wing 30, and a rear port wing 26. The propulsion system 32 includes a plurality of VTE fans driven by the power source 36, and more specifically includes: a first plurality of VTE fans 46 arranged along a length 48 of the rear starboard wing 24, a second plurality of VTE fans 52 arranged along a length of the rear port wing 26, a third plurality of VTE fans 54 arranged along a length of the forward starboard wing 28, and a fourth plurality of VTE fans 56 arranged along a length of the forward port wing 30.

[0210] Furthermore, each of wings 24, 26, 28, and 30 includes one or more components movable to selectively expose at least one of the respective plurality of VTE fans 46, 52, 54, and 56. For example, one or more components of wings 24, 26, 28, and 30 may be components of a variable geometry assembly 116 movable between a forward thrust position and a vertical thrust position to at least partially cover and at least partially expose the respective plurality of VTE fans 46, 52, 54, and 56 arranged along their length and more particularly integrally incorporated therein. Referring now specifically... Figures 18 to 20 The variable geometry component 116 of the rear starboard wing 24 is drawn as follows: Figure 18 and Figure 19 It is in a vertical thrust position, and in Figure 20 It is in a forward-pushing position. More specifically, Figure 18 A schematic bottom side view of the aft starboard wing 24 in the vertical thrust position is provided; Figure 19 Provided along Figure 18 Line 19-19 passes through the side cross-sectional view of the aft starboard wing 24 of the first VTE fan 46-1 of the first plurality of VTE fans 46, where the variable geometry assembly 116 is also in the vertical thrust position; and Figure 19 A side cross-sectional view is provided through the aft starboard wing 24 of the first VTE fan 46-1, with the variable geometry assembly 116 in the forward thrust position.

[0211] However, as in some of the exemplary embodiments above, for the illustrated embodiment, the diffuser assembly 126 is not integrally integrated into the variable geometry assembly 116. More specifically, the diffuser assembly 126 of the aft starboard wing 24 is separate from the variable geometry assembly 116. Even more specifically, the illustrated exemplary diffuser assembly 126 generally comprises a plurality of components fixedly positioned downstream of at least the first VTE fan 46-1 of the first plurality of VTE fans 46 in the aft starboard wing 24 for mitigating the airflow 130 from the first VTE fan 46-1.

[0212] More specifically, such as Figure 18 As shown, in the illustrated embodiment, the diffuser assembly 126 is positioned downstream of each of the first plurality of VTE fans 46 to mitigate airflow 130 from each of the first plurality of VTE fans 46. The plurality of diffusers generally includes a front diffuser 210 extending along a length 48 of the aft starboard wing 24 at the leading edge of each of the first plurality of VTE fans 46, and a rear diffuser 212 extending along a length 48 of the aft starboard wing 24 at the trailing edge of each of the first plurality of VTE fans 46.

[0213] Furthermore, as shown in the figure, it will be understood that the aft starboard wing 24 also defines a length direction LW and a width direction W perpendicular to the length direction LW. In addition to the forward diffuser 210 and the aft diffuser 212, the illustrated diffuser assembly 126 also includes a separating diffuser 214 extending generally along the width direction W between each adjacent VTE fan in the first plurality of VTE fans 46. Furthermore, in the illustrated embodiment, the separating diffuser 214 extends generally from the forward diffuser 210 to the aft diffuser 212. Similarly, the diffuser assembly 126 includes an end diffuser 216 extending between the forward diffuser 210 and the aft diffuser 212 at the inner ends of the first plurality of VTE fans 46 and at the outer ends of the first plurality of VTE fans 46 (i.e., relative to the inner and outer ends of the fuselage 18 of the aircraft 10). Note that the separation diffuser 214 and the end diffuser 216 assist in providing the desired diffusion of the airflow 130 through the first plurality of VTE fans 46, and also provide separation of the airflow 130 from each of the first plurality of VTE fans 46, so that the first plurality of VTE fans 46 can still provide the desired amount of vertical thrust in the event that one of the first plurality of VTE fans 46 fails. Additionally, or alternatively, this configuration may allow less than all of the first plurality of VTE fans 46 to operate during, for example, transitional flight periods.

[0214] Note that, in addition to the front diffuser 210 and the rear diffuser 212, the exemplary diffuser assembly 126 also includes a plurality of inner diffusers 218 that extend generally along the length direction LW of the aft starboard wing 24 and are spaced apart from each other, the front diffuser 210, and the rear diffuser 212, along the width direction W of the aft starboard wing 24. More specifically, for the illustrated embodiment, the diffuser assembly 126 includes three inner diffusers 218. However, in other embodiments, the diffuser assembly 126 may alternatively include any other suitable number of inner diffusers 218 to provide a desired amount of diffusion of the airflow 130 through the first plurality of VTE fans 46.

[0215] Additionally, it will be understood that in other exemplary embodiments, one or more of the diffuser members may define any other suitable shape along the length direction LW of the aft starboard wing 24. For example, although the plurality of inner diffuser members 218 extend generally linearly along the length direction LW of the aft starboard wing 24, in other embodiments, one or more of these inner diffuser members 218 or other diffuser members may extend in any other shape or orientation. For example, briefly refer to Figure 21 It provides a schematic lower side view of the aft starboard wing 24 including a diffuser assembly 126 according to another exemplary embodiment of the present disclosure. It will be understood that, in other embodiments, one or more of the inner diffuser members 218 define a curved shape relative to the longitudinal direction L. More specifically, for Figure 21In one embodiment, the inner diffuser 218 generally includes a central diffuser 218A that extends approximately through the axis of each of the first plurality of VTE fans 46 (including axis 170 of the first VTE fan 46-1). The inner diffuser 218 further includes an inner diffuser 218B positioned between the central diffuser 218A and the front diffuser 210, and an inner diffuser 218C positioned between the central diffuser 218A and the rear diffuser 212. For the illustrated embodiment, the inner diffuser 218B between the front diffuser 210 and the central diffuser 218A defines a curved shape that protrudes relative to the axis of each of the first plurality of VTE fans 46 (including axis 170 of the first VTE fan 46-1), and similarly, the inner diffuser 218C between the rear diffuser 212 and the central diffuser 218A defines a curved shape that protrudes relative to the axis of each of the first plurality of VTE fans 46 (including axis 170 of the first VTE fan 46-1). However, it should be noted that any suitable construction may be provided in other embodiments.

[0216] Now refer to Figure 22 The above provides a reference. Figures 18 to 20 A simplified schematic diagram of the exemplary diffusion component 126 described. More specifically, Figure 22 This is a simplified schematic cross-sectional view of the first VTE fan 46-1, one of the first plurality of VTE fans 46 included in the exemplary diffusion assembly 126 described above. As illustrated, the diffusion assembly 126 generally defines an inlet 128 and an outlet 132. The inlet 128 is shown more specifically in reference numeral A, and the outlet 132 is shown more specifically in reference numeral B. The inlet 128 is located directly downstream of the first VTE fan 46-1 of the first plurality of VTE fans 46 and defines a generally circular cross-sectional shape (a section taken in a plane perpendicular to axis 170). Furthermore, the inlet 128 corresponds substantially in size to the first VTE fan 46-1 of the first plurality of VTE fans 46. More specifically, the first VTE fan 46-1 defines a fan diameter 186, and the inlet 128 defines an inlet diameter 220 substantially equal to the fan diameter 186. In contrast, the outlet 132 is larger than the inlet 128 and defines a generally rectangular shape (e.g., a generally square shape). Additionally, the minimum cross measure 222 is limited to the outlet 132, and the minimum cross measure 222 is greater than the fan diameter 186.

[0217] Note that, as will be understood, the diffusion assembly 126 may also define a plurality of inlets 128 located directly downstream of each of the first plurality of VTE fans 46, and may also define a plurality of outlets 132 located downstream of the respective plurality of inlets 128. For example, briefly refer back to Figure 18 , Figure 22The inlet 128 shown may be a first inlet 128A, and the diffusion assembly 126 may further define: a second inlet 128B directly downstream of the second VTE fan 46-2, a third inlet 128C directly downstream of the third VTE fan 46-3, and a fourth inlet 128D directly downstream of the fourth VTE fan 46-4. Additionally, the outlet 132 may be a first outlet 132A, and the diffusion assembly 126 may further include: a second outlet 132B downstream of the second inlet 128B, a third outlet 132C downstream of the third inlet 128C, and a fourth outlet 132D downstream of the fourth inlet 128D. Each of the second inlet 128B, the third inlet 128C, and the fourth inlet 128D may be configured to... Figure 22 The entrance 128 is depicted in a manner substantially similar to that shown, and each of the second exit 132B, the third exit 132C, and the fourth exit 132D can be constructed in a manner similar to that shown. Figure 22 The outlets 132 shown are in a similar manner. Each of adjacent outlets 132 can be separated by a separating diffusion element 214 (see...). Figure 18 ).

[0218] Furthermore, it will be understood that, utilizing a plurality of diffusion components including diffusion assembly 126 (including front diffusion component 210 and rear diffusion component 212, inner diffusion component 218, partition diffusion component 214, and end diffusion component 216), diffusion assembly 126 (more precisely, each of the plurality of diffusion components 210, 212, 214, 216, 218 in diffusion assembly 126) can define a relatively small maximum height 223 along the vertical direction V. Note that, as used herein, the term "maximum height along the vertical direction V" refers to the maximum measurement along the vertical direction V of any diffusion component from the inlet 128 of diffusion assembly 126 to the outlet 132 of diffusion assembly 126.

[0219] More specifically, it will be understood that, in order to provide the desired amount of diffusion, as further discussed below, a minimum amount of surface area of ​​the various diffusion components exposed to the airflow 130 from the first plurality of VTE fans 46 is required. Including a plurality of diffusion components allows each of these diffusion components to assist diffusion, and the total surface area required to contribute to this diffusion does not require relatively long components along the vertical direction V. Therefore, this provides a relatively low profile for the diffusion assembly 126. For example, in some exemplary embodiments, the maximum height 223 of the plurality of diffusion components may be less than approximately thirty percent (30%) of the fan diameter 186, such as less than approximately twenty-five percent (25%) of the fan diameter 186, such as less than approximately twenty percent (20%) of the fan diameter 186. Note that, for the illustrated embodiment, each of the diffusion components has approximately the same height 223 along the vertical direction V.

[0220] Thus, it will be understood that as the variable geometry assembly 116 moves between the vertical thrust position and the forward thrust position, the diffuser components do not extend or retract, thereby providing a relatively simple wing assembly. For example, when the variable geometry assembly 116 is in the vertical thrust position, the variable geometry assembly 116 substantially completely covers the plurality of diffuser components of the diffuser assembly 126 except for the first plurality of VTE fans 46.

[0221] Furthermore, as will be understood from the accompanying drawings and the above description, the exemplary diffusion component 126 substantially defines a diffusion area ratio. The diffusion area ratio refers to the outlet 132 (see...). Figure 22 The cross-sectional area of ​​the marked B) and the inlet 128 (see Figure 22 The ratio of the cross-sectional area of ​​label A). (Referring to the above text) Figures 18 to 21 The described embodiment includes a plurality of inlets 128 and a plurality of outlets 132, wherein the diffusion area ratio refers more specifically to the ratio of the cumulative cross-sectional area of ​​the outlets 132 to the cumulative cross-sectional area of ​​the inlets 128.

[0222] Now, generally referring to various embodiments of the diffusion component described herein (e.g., referring to...), Figure 9 ; Figures 10 to 13 ; Figures 14 to 17 ;as well as Figures 18 to 22 It will be understood that diffusion components including a defined diffusion area ratio as described herein can result in a more efficient VTE fan. More specifically, for the embodiments described herein, the diffusion area ratio is greater than 1:1. For example, the diffusion area ratio may be greater than 1.15:1, such as greater than about 1.25:1. Furthermore, in some exemplary embodiments, the diffusion area ratio may be less than about 2:1, for example, the diffusion area ratio may be less than about 1.85:1, such as less than about 1.75:1. (However, note that in other embodiments, the diffusion component may define other diffusion area ratios less than 1:1 or greater than 2:1).

[0223] Furthermore, it will be understood that including a diffuser assembly can result in the first VTE fan 46-1 of the first plurality of VTE fans 46 defining a relatively high power load during vertical thrust operation. As used herein, power load refers to a measure of the amount of thrust generated per unit power applied. More specifically, by using an electric fan (such as a VTE fan) to generate thrust in the vertical direction V during vertical thrust operation of the aircraft 10 and including a diffuser assembly 126 for mitigating the airflow 130 from the VTE fan in the manner described herein, the first VTE fan 46-1 of the first plurality of VTE fans 46 can define a power load greater than approximately three pounds per horsepower and reaching (more precisely, less than) approximately fifteen pounds per horsepower during this vertical thrust operation. For example, in some exemplary embodiments, the first VTE fan 46-1 can define a power load greater than approximately four pounds per horsepower and less than approximately ten pounds per horsepower during vertical thrust operation. Also more specifically, the aircraft 10 can be designed for certain flight operations that require a certain amount of vertical thrust. For example, in some exemplary embodiments, the diffusion assembly 126 and the propulsion system 32 may be designed such that the first VTE fan 46-1 of the first plurality of VTE fans 46 is limited to a power load between approximately six pounds per horsepower and approximately nine pounds per horsepower, or alternatively, may be designed such that the first VTE fan 46-1 of the first plurality of VTE fans 46 is limited to a power load between approximately four pounds per horsepower and approximately seven pounds per horsepower.

[0224] Furthermore, it should be understood that in some exemplary embodiments, each of the first plurality of VTE fans 46 may limit this power load during vertical thrust operation, and in addition, each of the other VTE fans of the propulsion system may also limit this power load during vertical thrust operation.

[0225] The inclusion of VTE fans that define this power load allows for the inclusion of relatively small-diameter VTE fans arranged along a length 48 of the aft starboard wing 24 and along the lengths of the other wings. Thus, each of the wings can define a relatively high aspect ratio, which provides relatively efficient forward flight. More specifically, for the embodiments described herein, such as Figures 1 to 3 In the exemplary embodiment illustrated, the aft starboard wing 24 is defined with an aspect ratio greater than approximately 3:1, such as between approximately 3:1 and approximately 6.5:1. More specifically, for the illustrated embodiment, the aft starboard wing 24 may be defined with an aspect ratio between approximately 4:1 and approximately 5.5:1. The aft port wing 26 may be defined with an aspect ratio substantially equal to that of the aft starboard wing 24. Furthermore, the forewings of the aircraft 10 (i.e., the foreport wing 30 and the foreport starboard wing 28) are defined with smaller aspect ratios than the aft wings, but still relatively high aspect ratios. For example, the foreport starboard wing 28 and the foreport wing 30 are each defined with an aspect ratio between approximately 1.5:1 and approximately 5:1, such as between approximately 1.7:1 and approximately 3:1.

[0226] What will be understood is that, as used in this article, the term “aspect ratio” in references to wings 24, 26, 28, and 30 generally refers to the ratio of the wing’s span to its mean chord.

[0227] In summary, it will be understood that in various embodiments of this disclosure, an aircraft 10 is provided having a wing extending from a fuselage 18 and a propulsion system 32 having a plurality of VTE fans arranged along the wing. The wing may include one or more components movable to selectively expose at least one of the plurality of VTE fans. For example, the one or more components may be components of a variable geometry assembly 116, which may include, for example, a front wing assembly 118 and a rear wing assembly 120 movable to selectively expose a plurality of VTE fans arranged along a length 148 of the wing. The wing may also include a diffuser assembly 126 positioned downstream of at least one of the plurality of VTE fans and defining a diffuser area ratio greater than 1:1 and less than approximately 2:1. This diffuser area ratio may be defined by the diffuser assembly 126, regardless of the specific structure forming the diffuser assembly 126. For example, the diffuser assembly 126 may be a fixed diffuser assembly 126, such as those referenced above. Figures 18 to 22 In the described embodiments, or alternatively, the diffusion assembly 126 may include one or more movable members movable to extended positions to define a diffusion area ratio, such as those referenced above. Figure 9 , Figures 10 to 13 and Figures 14 to 17 As described in the embodiments. Furthermore, in other exemplary embodiments, the diffusion assembly 126 may be associated with a single VTE fan among the first plurality of VTE fans 46, and the wing may also include a plurality of diffusion assemblies, wherein each of the respective plurality of diffusion groups is associated with one of the VTE fans among the first plurality of VTE fans 46, such as those referenced above. Figures 14 to 17 The described embodiment. Alternatively, the diffusion assembly 126 may be positioned downstream of two or more of the first plurality of VTE fans 46, such as downstream of each of the first plurality of VTE fans 46, as described with reference to the foregoing. Figure 9 , Figures 10 to 13 ,and Figures 18 to 22 The exemplary embodiment described herein. With respect to this exemplary embodiment, the diffusion area ratio may be defined relative to each of the plurality of VTE fans 46 (i.e., the ratio of the cumulative outlet cross-sectional area to the cumulative inlet cross-sectional area).

[0228] It will be understood that, in other exemplary embodiments, the aircraft 10 and the propulsion system 32 may have any other suitable configuration. For example, reference will now be made briefly to... Figure 23 This provides an aircraft 10 including a propulsion system 32 according to another exemplary embodiment of the present disclosure. Figure 23The exemplary aircraft 10 and propulsion system 32 can be configured to be similar to those described above. Figures 1 to 22 The exemplary aircraft 10 and propulsion system 32 described are in a substantially similar manner. For example, aircraft 10 generally includes a fuselage 18 and one or more wings, defining a forward end 20, a rear end 22, a port side 14, and a starboard side 16. Furthermore, the exemplary propulsion system 32 generally includes a power source 36 and a plurality of vertical thrust electric fans (“VTE fans”) driven by the power source 36. As in the embodiments described above, each of the plurality of VTE fans is electrically connected to the power source 36 to receive electrical power, for example, from a motor 42 or an energy storage unit 44 of the power source 36.

[0229] However, for the illustrated embodiment, aircraft 10 does not include four wings arranged in a canard configuration (e.g., contrast). Figure 1 The aircraft 10 may also include two wings: a first wing 24 extending from the fuselage 18 of the aircraft 10 on the starboard side 16, and a second wing 26 extending from the fuselage 18 of the aircraft 10 on the port side 14. However, it should be noted that in other exemplary embodiments, the aircraft 10 may also have any other suitable configuration. For example, in other exemplary embodiments, the aircraft 10 may have a hybrid wing configuration.

[0230] Still refer to Figure 23 For the illustrated embodiment, the exemplary propulsion system 32 also... Figures 1 to 23 The embodiments are modified. For example, the exemplary propulsion system 32 includes a first plurality of VTE fans 46 arranged generally along the length of the first wing 24 and a second plurality of VTE fans arranged generally along the length of the second wing 26. However, it is assumed that... Figure 23 The exemplary aircraft 10 includes only two wings, and the propulsion system 32 does not include a third or fourth VTE fan (e.g., see reference). Figure 2 ).

[0231] Furthermore, as will be understood, the plurality of VTE fans 46, 52 may be arranged in any suitable manner along the length of the respective first wing 24 and second wing 26. In particular, for the illustrated embodiment, the first plurality of VTE fans 46 are arranged in a generally linear manner along the length of the first wing 24. However, in contrast, the second plurality of VTE fans 52 are arranged in an interleaved manner along the length of the second wing 26. Although the first plurality of VTE fans 46 and the second plurality of VTE fans 52 are arranged differently in the illustrated embodiment, this is merely a simplification for illustrative purposes. In other embodiments, the first plurality of VTE fans 46 and the second plurality of VTE fans 52 may each be arranged linearly or interleavedly along the length of the wings 24, 26, or further arranged in any other suitable manner (such as a hybrid linear-interleaved arrangement).

[0232] In addition, although in Figure 23 Not shown in the figures, but in some exemplary embodiments, wings 24, 26 may include any suitable variable geometry components or multiple components for exposing / or covering one or more of the VTE fans 46, 52 during operation (such as during vertical flight operation or forward flight operation), and any suitable diffusion components or multiple components. For example, in some embodiments, wings 24, 26 may include those referenced above. Figures 2 to 22 One or more of the exemplary variable geometry components and / or diffusion components described.

[0233] Furthermore, the illustrated exemplary propulsion system 32 includes a forward thruster 34 for generating forward (and optionally reverse) thrust during certain operations. In the illustrated embodiment, the forward thruster 34 is mounted to the fuselage 18 of the aircraft 10 at the rear end 22, and more specifically, in the illustrated embodiment, the forward thruster 34 is configured as a boundary layer intake fan. Thus, the forward thruster 34 can be configured as described above... Figures 2 to 4 The described forward thruster 34 is generally similar in manner. However, in other embodiments, any other suitable forward thruster (or thrusters) 34 may be provided, such as one or more forward thrusters mounted under the wing, fuselage, or stabilizer, such as one or more turbofans, turboprops, or turbojet engines.

[0234] Additionally, as illustrated by imaginary lines, in some exemplary embodiments, the propulsion system 32 may also include one or more VTE fans 47 located elsewhere in the aircraft 10, such as in the fuselage 18 adjacent to the rear end 22 of the aircraft 10, as in Figure 23 As shown by the imaginary lines. Thus, this VTE fan 47 can be electrically connected to the power source 36, so that the power source 36 can drive the VTE fan 47 embedded in the chassis.

[0235] However, in other embodiments, other configurations may be provided.

[0236] Now refer to Figure 24 A flowchart of a method 300 for operating an aircraft for vertical takeoff and landing, according to an exemplary aspect of this disclosure, is provided. In some exemplary aspects, method 300 may be configured for operating the aircraft described above. Figures 1 to 23 One or more of the exemplary aircraft described. Thus, in some exemplary aspects, an aircraft operated by method 300 may include a fuselage, wings extending from the fuselage, and a propulsion system having a plurality of vertical thrust electric fans arranged along the wings.

[0237] As illustrated, exemplary method 300 includes changing, at (302) a variable member of the wing associated with the first portion of the plurality of vertical thrust fans relative to a second variable member associated with the second portion of the plurality of vertical thrust fans, to adjust the exposure ratio of the first portion of the plurality of vertical thrust fans relative to the second portion of the plurality of vertical thrust fans. In at least some exemplary aspects, the first portion of the vertical thrust fans may be one or more inner vertical thrust fans, and the second portion of the vertical thrust fans may be one or more outer vertical thrust fans (i.e., inner and outer relative to the fuselage). For example, when the plurality of vertical thrust fans arranged along the wing comprises four vertical thrust fans, the first portion of the vertical thrust fans may be a first vertical thrust fan and a second vertical thrust fan, and the second portion of the vertical thrust fans may be a third vertical thrust fan and a fourth vertical thrust fan.

[0238] More specifically, for the illustrated exemplary aspect, changing the first variable member relative to the second variable member at (302) includes positioning the first variable member in a forward thrust position at (304). Even more specifically, positioning the first variable member in the forward thrust position at (304) includes substantially completely enclosing the first portion of the plurality of vertical thrust fans at (306).

[0239] Additionally, for the illustrated exemplary aspect, changing the first variable member relative to the second variable member at (302) further includes positioning the second variable member in a vertical thrust position at (308). More specifically, for the illustrated exemplary aspect, positioning the second variable member in the vertical thrust position at (308) includes the second portion of a plurality of vertical thrust fans that are substantially fully exposed in the wing at (310). (Note that this configuration may be similar to the above reference.) Figure 8 (The structure of the argument).

[0240] Therefore, it will be understood that, in some exemplary aspects, the first variable member and the second variable member may each be configured as part of a variable geometry component (such as one or more of the exemplary variable geometry components 116 described above). More specifically, in some exemplary aspects, the first variable member of the wing may be a first portion of the wing assembly of the variable geometry component, and the second variable member of the wing may be a second portion of the wing assembly of the variable geometry component. For example, in some exemplary embodiments, the first variable member may be a first forward portion of the wing assembly of the variable geometry component, and the second variable member may be a second forward portion of the wing assembly of the variable geometry component. With respect to this exemplary aspect, the first variable member / first forward portion of the wing may be spaced apart from the second variable member / second forward portion of the wing along the length of the wing (e.g., sequentially) (similar to...). Figure 7 and Figure 8(First front wing assembly 118A and second front wing assembly 118B). However, in other exemplary aspects, the first and second variable members may be configured in any other suitable manner for at least partially exposing and at least partially covering one or more of the first plurality of vertical thrust electric fans.

[0241] Note that, as used herein, the term "exposure ratio" refers to the relative exposure of a first portion of a plurality of vertical thrust fans relative to a second portion of a plurality of vertical thrust fans. For example, the exposure ratio may refer to the comparison of the total area (i.e., exposed) of the first portion of a vertical thrust fan not covered by any part of the wing to the total area (i.e., exposed) of the second portion of a vertical thrust fan not covered by any part of the wing.

[0242] Still refer to Figure 24 Method 300 further includes providing a first electrical power amount to a first portion of a plurality of vertical thrust fans at (312) and providing a second electrical power amount to a second portion of the plurality of vertical thrust fans. Assuming that, for the illustrated exemplary embodiment, the first variable member is in a forward thrust position and the second variable member is in a vertical thrust position, the first electrical power amount may be less than the second electrical power amount. For example, the first electrical power amount may be approximately zero.

[0243] By altering the exposure ratio of a first portion of the plurality of vertical thrust fans relative to a second portion of the plurality of vertical thrust fans, method 300 can provide increased control over the aircraft during vertical thrust operation. For example, altering the exposure ratio of the first portion of the plurality of vertical thrust fans relative to the second portion of the plurality of vertical thrust fans allows method 300 to provide an intermediate amount of vertical thrust during transitional operating conditions, such as transitioning from forward flight to vertical flight (e.g., during landing) or from vertical flight to forward flight (e.g., during takeoff). Thus, it will be understood that this intermediate amount of vertical thrust can be provided by operating a portion of the vertical thrust fans at relatively high power and another portion of the vertical thrust fans at zero or near-zero power (compared to, for example, operating all vertical thrust fans at half power), which can result in more efficient operation overall, since the vertical thrust fans can operate more efficiently closer to full power.

[0244] In addition, such as Figure 24As illustrated by the hypothetical lines, in some exemplary aspects, changing the first variable member relative to the second variable member at (302) may further include positioning the first variable member in an intermediate position at (314). Positioning the first variable member in an intermediate position at (314) may further include partially exposing and partially closing the first portions of the plurality of vertical thrust fans at (316). It will be understood that, in at least some exemplary aspects, positioning the first variable member in an intermediate position at (314) may also allow method 300 to provide an intermediate amount of vertical thrust to the aircraft using the first portions of the plurality of vertical thrust fans during transitional operating conditions.

[0245] In addition, still refer to Figure 24 In the exemplary aspect of direction 300 depicted, it will be understood that, in at least some exemplary aspects, the wing may be a starboard wing, and the plurality of vertical thrust fans may be a first plurality of vertical thrust fans of the propulsion system. Regarding this exemplary aspect, the aircraft may also include a port wing extending also from the fuselage, and the propulsion system may also include a second plurality of vertical thrust fans arranged along the port wing. Regarding this exemplary aspect, also as... Figure 24 As illustrated by the imaginary line, method 300 may further include changing the first variable member of the port wing associated with the first portion of the second plurality of vertical thrust fans at (318) relative to the second variable member of the port wing associated with the second portion of the second plurality of vertical thrust fans, to adjust the exposure ratio of the first portion of the second plurality of vertical thrust fans relative to the second portion of the second plurality of vertical thrust fans.

[0246] In some exemplary aspects, changing the first variable member of the port wing relative to the second variable member at (318) may further include, in conjunction with changing the first variable member of the starboard wing relative to the second variable member at (302), changing the first variable member of the port wing relative to the second variable member at (320). For example, method 300 may coordinate these changes such that the exposure ratio of the first portion to the second portion of the first plurality of vertical thrust fans is approximately equal to the exposure ratio of the first portion to the second portion of the second plurality of vertical thrust fans. Alternatively, method 300 may coordinate these changes such that the exposure ratio of the first portion to the second portion of the first plurality of vertical thrust fans is higher or lower than the exposure ratio of the first portion to the second portion of the second plurality of vertical thrust fans in order to achieve aircraft maneuvering (e.g., tilting towards the starboard side of the aircraft, or alternatively, tilting towards the port side of the aircraft).

[0247] Furthermore, it will be understood that, in at least some exemplary embodiments, the aircraft may include more than two wings to which the VTE fan is attached or integrally integrated. For example, in at least some exemplary aspects, the starboard wing may be an aft starboard wing, and the port wing may be an aft port wing. Regarding this exemplary aspect, the aircraft may also include a forward starboard wing and a forward port wing, each extending from the fuselage forward of the aft starboard and aft port wing, respectively. Furthermore, regarding this configuration, the propulsion system may include a third plurality of vertical thrust fans (or at least one vertical thrust fan) arranged along the forward starboard wing and a fourth plurality of vertical thrust fans (or at least one vertical thrust fan) arranged along the forward port wing. The forward port wing and the forward starboard wing may include variable geometry members similar to the aft port wing and the aft starboard wing. Thus, method 300 may further include changing the first variable geometry member of the canard (e.g., the front port wing or the front starboard wing) relative to the second variable geometry member of the respective canard to adjust the exposure ratio of the first portion of the respective plurality of vertical thrust fans relative to the second portion of the respective plurality of vertical thrust fans. Furthermore, this change in the variable geometry member of the front port wing or the front starboard wing may be combined with a change in the variable geometry member of the aft port wing or the aft starboard wing (similar to the change between the aft port wing and the aft starboard wing at (320)). This can facilitate further maneuvering of the aircraft (e.g., lift / pull-back, descent / dive, etc.).

[0248] In addition, now refer to Figure 25 A flowchart of a method 400 for operating a vertically taking off and landing aircraft according to another exemplary aspect of this disclosure is provided. In some exemplary aspects, method 400 may also be configured for operating the aircraft described above. Figures 1 to 23 One or more of the exemplary aircraft described. Thus, in some exemplary aspects, an aircraft operated by method 400 may include a fuselage, wings extending from the fuselage, and a propulsion system having a plurality of vertical thrust electric fans arranged along the wings.

[0249] As illustrated, exemplary method 400 includes, at (402), altering a first variable member of the wing associated with a first portion of the plurality of vertical thrust fans relative to a second variable member of the wing associated with a second portion of the plurality of vertical thrust fans, to adjust the effective thrust profile of the first portion of the plurality of vertical thrust fans relative to the effective thrust profile of the second portion of the plurality of vertical thrust fans. It will be understood that, as used herein, the term "thrust profile" generally refers to the amount of thrust generated by a given portion of the vertical thrust fans in a given direction (e.g., along the vertical direction of the aircraft).

[0250] In some exemplary aspects, changing the first variable member of the wing relative to the second variable member of the wing at (402) may include altering the variable geometry component in a manner that adjusts the exposure ratio of the first portion of the plurality of vertical thrust fans relative to the second portion of the plurality of vertical thrust fans (e.g., see reference above). Figure 24 The exemplary method described is 300).

[0251] However, for Figure 25 The exemplary aspect shown in the figure, at (402) the first variable member that changes the wing relative to the second variable member alternatively includes a variable feature of the wing that changes the efficiency of the first and second portions of the plurality of vertical thrust electric fans, and more specifically, a variable feature of the wing that changes the power load of the first and second portions of the plurality of vertical thrust electric fans.

[0252] More specifically, still for the illustrated exemplary aspect, the first variable component is a first diffusion component, and the second variable component is a second diffusion component. The first and second diffusion components may have any suitable configuration that allows them to operate relative to each other. For example, in some exemplary aspects, exemplary method 400 may be used with a diffusion component configured to work with the above-referenced... Figure 9 The exemplary diffuser assembly 126 described above (e.g., an embodiment in which the forward wing assembly includes a plurality of forward wing assemblies sequentially spaced apart along the length direction of the aft starboard wing) is consistent with the above references. Figures 10 to 13 The exemplary diffuser assembly 126 described above (e.g., an embodiment in which the first components of the fore wing assembly and the aft wing assembly include a plurality of first component segments sequentially spaced apart along the length direction of the aft starboard wing) or referenced above Figures 14 to 17 The exemplary diffusion component 126 described is similar in manner. However, alternatively, the diffusion component 126 may be constructed according to any other suitable embodiment.

[0253] Backward reference Figure 25 As illustrated in the exemplary aspects, it will be understood that, for the illustrated exemplary embodiment, changing the first variable member relative to the second variable member at (402) includes positioning the first diffusion component in an extended position at (404) and positioning the second diffusion component in a contracted position at (406). Additionally, for Figure 25An exemplary aspect of method 400 illustrated in the figure, changing the first variable member relative to the second variable member at (402) further includes changing the diffusion area ratio of the first diffusion member relative to the diffusion area ratio of the second diffusion member at (408). Note that changing the diffusion area ratio of the first portion of the plurality of vertical thrust fans relative to the second portion of the plurality of vertical thrust fans at (408) will additionally (assuming certain other conditions remain constant) change the power load of the first portion of the plurality of vertical thrust fans relative to the power load of the second portion of the plurality of vertical thrust fans.

[0254] It will be understood that the extent to which an aircraft operating vertically for takeoff and landing according to one or more exemplary aspects of exemplary method 400 allows for increased maneuverability of the aircraft by enabling more precise control over the amount of thrust generated by various portions of a plurality of vertical thrust electric fans arranged along the length of the aircraft's wings.

[0255] Note that, as mentioned above... Figure 24 The exemplary aspects described are in Figure 25 In some exemplary aspects of method 400, as illustrated, the wing may be a starboard wing, and the plurality of vertical thrust fans may be a first plurality of vertical thrust fans of a propulsion system. Regarding this exemplary aspect, the aircraft may also include a port wing extending from the fuselage, and the propulsion system may also include a second plurality of vertical thrust fans arranged along the port wing. Regarding this exemplary aspect, method 400 may further include, as illustrated by imaginary lines, at (410), changing the first variable member of the port wing associated with the first portion of the second plurality of vertical thrust fans relative to a second variable member of the port wing associated with the second portion of the second plurality of vertical thrust fans, to adjust the effective thrust profile of the first portion of the second plurality of vertical thrust fans relative to the effective thrust profile of the second portion of the second plurality of vertical thrust fans.

[0256] In some exemplary aspects, changing the first variable member of the port wing relative to the second variable member at (410) may additionally include, in conjunction with changing the first variable member of the starboard wing relative to the second variable member at (402), changing the first variable member of the port wing relative to the second variable member at (412). For example, method 400 may coordinate these changes such that the thrust profiles of the first and second portions of the first plurality of vertical thrust fans are substantially equal to the thrust profiles of the first and second portions of the second plurality of vertical thrust fans. Alternatively, the method may coordinate these changes such that the thrust profiles of the first and second portions of the first plurality of vertical thrust fans are higher or lower than the thrust profiles of the first and second portions of the second plurality of vertical thrust fans in order to achieve aircraft maneuvering (e.g., tilting towards the starboard side of the aircraft, or alternatively, tilting towards the port side of the aircraft).

[0257] Furthermore, it will be understood that, in at least some exemplary embodiments, the aircraft may include more than two wings to which the VTE fan is attached or integrally integrated. For example, in at least some exemplary aspects, the starboard wing may be an aft starboard wing and the port wing may be an aft port wing. Regarding this exemplary aspect, the aircraft may also include a forward starboard wing and a forward port wing, each extending from the fuselage forward of the aft starboard and aft port wing, respectively. Furthermore, with respect to this configuration, the propulsion system may also include a third plurality of vertical thrust fans (or at least one vertical thrust fan) arranged along the forward starboard wing, and a fourth plurality of vertical thrust fans (or at least one vertical thrust fan) arranged along the forward port wing. The forward port wing and the forward starboard wing may include variable geometry components similar to the aft port wing and the aft starboard wing. Thus, method 400 may further include altering the first variable geometry member of the canard (e.g., the front port wing or the front starboard wing) relative to the second variable geometry member of the respective canard to adjust the effective thrust profile of the first portion of the respective plurality of vertical thrust fans relative to the second portion of the respective plurality of vertical thrust fans. Furthermore, this alteration of the variable geometry member of the front port wing or the front starboard wing may be combined with an alteration of the variable geometry member of the aft port wing or the aft starboard wing (similar to the alteration between the aft port wing and the aft starboard wing at (412)). This can facilitate further maneuvering of the aircraft (e.g., lift / pull-back, descent / dive, etc.).

[0258] However, it should be noted that, in other exemplary aspects of this disclosure, any other suitable methods may be provided for operating a vertically take-off and landing aircraft according to one or more exemplary embodiments of this disclosure.

[0259] This written description uses examples to disclose the invention, including the best mode, and also enables any person skilled in the art to practice the invention, including making and using any device or system and performing any incorporated methods. The patentable scope of the invention is defined by the claims and may include other examples that may occur to a person skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. An aircraft defined in a vertical direction, comprising: body; The propulsion system includes a power source and a plurality of vertical thrust electric fans driven by the power source; as well as A wing extending from the fuselage, wherein a plurality of vertical thrust fans are arranged along the longitudinal direction of the wing along the length of the wing, the wing includes a diffuser assembly positioned along the longitudinal direction of the wing and including a first diffuser component located downstream of at least one of the plurality of vertical thrust fans, wherein the first diffuser component defines a curved shape relative to the longitudinal direction of the aircraft, and wherein the longitudinal direction is substantially perpendicular to the longitudinal direction of the wing; The first diffusion component extends below at least two of the plurality of vertical thrust fans arranged along the length of the wing.

2. The aircraft according to claim 1, wherein, Each of the plurality of vertical thrust fans defines a corresponding fan axis, wherein the first diffuser is offset relative to the axis of at least one of the plurality of vertical thrust fans.

3. The aircraft according to claim 2, wherein, The curved shape of the first diffuser component is convex relative to the fan axis of at least one of the plurality of vertical thrust fans.

4. The aircraft according to claim 2, further comprising: A second diffuser component substantially aligned with the axis of at least one of the plurality of vertical thrust fans.

5. The aircraft according to claim 4, wherein, The first diffusion component has a different geometry than the second diffusion component in the longitudinal direction.

6. The aircraft according to claim 4, further comprising: A third diffusion component is located on the opposite side of the second diffusion component relative to the first diffusion component, wherein the third diffusion component has a different geometry from the second diffusion component in the longitudinal direction.

7. The aircraft according to claim 6, further comprising: The fourth diffusion component is configured as a front diffusion component located at least partially in front of the plurality of vertical thrust fans in the longitudinal direction; and The fifth diffuser is configured as a rear diffuser located at least partially behind the plurality of vertical thrust fans in the longitudinal direction, wherein the fourth diffuser and the fifth diffuser have a generally common shape in the longitudinal direction.

8. The aircraft according to claim 1, wherein, A first portion of the first diffusion component is located behind a second portion of the first diffusion component, the first portion of the first diffusion component is located downstream of a first vertical thrust fan of the plurality of vertical thrust fans, and the second portion of the first diffusion component is positioned offset relative to the first vertical thrust fan of the plurality of vertical thrust fans in the longitudinal direction.

9. The aircraft according to claim 6, wherein, The first diffusion component and the third diffusion component are separated from each other by a first distance at a first point along the longitudinal direction of the wing, and separated from each other by a second distance at a second point along the longitudinal direction of the wing, wherein the first distance is greater than the second distance.

10. A method for operating an aircraft that takes off and lands vertically, the aircraft comprising a fuselage, a wing extending from the fuselage, and a propulsion system having a plurality of vertical thrust electric fans arranged along the wing, the method comprising: Start at least one of the plurality of vertical thrust electric fans arranged along the wing; and Airflow from at least one of the plurality of vertical thrust fans is diffused through a diffusion assembly, the diffusion assembly including a first diffusion member that defines a curved shape relative to the longitudinal direction of the aircraft; The first diffusion component extends below at least two of the plurality of vertical thrust fans arranged along the length of the wing.

11. The method according to claim 10, wherein, Each of the plurality of vertical thrust fans defines a corresponding fan axis, wherein the first diffuser is offset relative to the axis of at least one of the plurality of vertical thrust fans.

12. The method of claim 10, further comprising: The variable geometry component moves between the forward thrust position and the vertical thrust position.

13. The method according to claim 12, wherein, The plurality of vertical thrust fans are at least partially covered by the variable geometry component at the forward thrust position.

14. A wing extending from the fuselage of an aircraft, said wing comprising: Multiple vertical thrust electric fans are arranged along the length of the wing in the longitudinal direction of the wing; and A diffusion assembly, positioned along the longitudinal direction of the wing and including a first diffusion member downstream of at least one of the plurality of vertical thrust fans, wherein the first diffusion member defines a non-linear shape relative to the longitudinal direction of the aircraft, and wherein the longitudinal direction is substantially perpendicular to the longitudinal direction of the wing. The first diffusion component extends below at least two of the plurality of vertical thrust fans arranged along the length of the wing.

15. The wing according to claim 14, further comprising: A second diffuser component substantially aligned with the axis of at least one of the plurality of vertical thrust fans.

16. The wing according to claim 15, wherein, The first diffusion component has a different geometry than the second diffusion component in the longitudinal direction.

17. The wing according to claim 15, further comprising: A third diffusion component is located on the opposite side of the second diffusion component relative to the first diffusion component, wherein the third diffusion component is not parallel to the second diffusion component.

18. The wing according to claim 17, wherein, The first diffusion component and the third diffusion component are separated from each other by a first distance at a first point along the longitudinal direction of the wing, and separated from each other by a second distance at a second point along the longitudinal direction of the wing, wherein the first distance is greater than the second distance.

19. The wing according to claim 17, wherein, The first diffusion component and the third diffusion component have geometries that are opposite to those of the second diffusion component.

Images