Configuration of a vertical take-off and landing system for a flying vehicle

Abstract

A vehicle includes a body. A fluid generator is connected to the body and generates a fluid flow. At least one forward conduit and at least one aft conduit are fluidly connected to the generator. A first forward jet and a second forward jet are fluidly connected to the forward conduit, to the body, and to a starboard side and a port side, respectively, of the vehicle. The forward jets each include an outlet structure from which fluid flows. At least one aft jet is fluidly connected to the aft conduit. The aft jet includes an outlet structure from which fluid flows. A primary airfoil element is connected to the aft portion. A surface of the primary airfoil element is positioned directly downstream of the first forward jet and the second forward jet, such that fluid from the first forward jet and the second forward jet flows over the surface.

Description

[0001] Divisional

[0002] This patent application is a divisional patent application. The original application (i.e., parent application, Office docket number IIM183079) of this divisional patent application is an invention patent application with an international filing date of March 10, 2017, an international application number of PCT / US2017 / 021975, a Chinese national application number of 201780023901.4, and an invention title of "Configuration of Vertical Takeoff and Landing System for Flying Vehicles."

[0003] Notice

[0004] This disclosure is protected under United States and / or international copyright laws. 2017 Jetoptera, Inc. All rights reserved. A portion of the disclosure of this patent document contains material that is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure as it appears in the Patent and / or Trademark Office Patent File or Records, but otherwise reserves all copyright rights whatsoever. Priority Claim and Interrelation of Related Applications

[0005] This application claims priority to U.S. Provisional Application No. 62 / 307,318, filed March 11, 2016, the contents of which are incorporated by reference as if fully set forth herein. This application is also a continuation-in-part of U.S. Patent Application No. 15 / 256,178, filed September 2, 2016, which claims priority to U.S. Provisional Patent Application 62 / 213,465, filed September 2, 2015, entitled FLUIDIC PROPULSIVE SYSTEM AND THRUST AND LIFT GENERATOR FOR UNMANNED AERIAL VEHICLES, the contents of each of the U.S. Patent Application and U.S. Provisional Patent Application are incorporated by reference as if fully set forth herein. BACKGROUND

[0006] Each VTOL flying vehicle faces a difficult problem regarding the sizing of the engine(s) and the balancing of the various forces. See Daniel Raymer, Aircraft Design: A Conceptual Approach (AIAA Education Series), page 754 (5th ed. 2012).

[0007] Vertical take-off can be achieved by a high thrust to weight ratio. In contrast, during horizontal flight (cruise) lift assists the aircraft and the thrust requirement is much smaller. However, if an aircraft is intended to be designed for horizontal flight for a significant period of time, the VTOL requirement would make the engine requirement too restrictive, adding much weight which is then carried in cruise conditions but is not useful. Therefore, the engine size design and thrust matching for a VTOL aircraft which is predominantly in cruise becomes a major problem.

[0008] Balance is one of the most important driving factors in VTOL aircraft design. During the take-off phase, the thrust must be distributed around the aircraft and the individual moments balanced around the centre of mass so that the aircraft remains balanced. If the source of thrust is in only one location, the aircraft cannot be balanced. For example, even though a horizontal aircraft such as the Harrier is balanced in the air, the aircraft needs to use several thrust producing elements in some specifically chosen locations so that the moments always cancel out (calculated as force (thrust) x moment arm around the centre of mass of the aircraft). This is difficult to achieve if the majority of the thrust is located in, for example, the rear portion of the aircraft as is typically seen in VTOL aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0009] Figure 1 shows a top view of one embodiment of the present application;

[0010] Figure 2 is Figure 1 shows a rear view of the embodiment of the present application shown in Figure 5;

[0011] Figure 3 is Figure 1 shows a front view of the embodiment of the present application shown in Figure 5;

[0012] Figure 4 shows an alternative embodiment of the present application in exploded isometric view;

[0013] Figure 5 shows an alternative embodiment of the present application in rear perspective view;

[0014] Figure 6A , 6B , 6C and 6D show the progression of one embodiment of the present application from take-off to horizontal flight relative to a landing / take-off surface;

[0015] Figure 7 shows the upper half of a turbo shaft / turbo prop engine highlighting the flow stations according to one embodiment of the present application. DETAILED DESCRIPTION

[0016] This application is intended to describe one or more embodiments of the present invention. It will be understood that the use of absolute terms such as "must," "will," and the like, as well as the use of specific amounts, will be interpreted to apply to one or more, but not necessarily all such embodiments. Accordingly, embodiments of the present invention can omit or include modifications of one or more features or functions described in conjunction with such absolute terms. Furthermore, headings in this application are for reference purposes only and should not in any way affect the meaning or interpretation of the invention.

[0017] In general, this application relates to thrust augmentation for unmanned aerial vehicles. In particular, one or more embodiments of the invention disclosed in this application provide a unique solution to the challenges of vertical take-off and landing (VTOL) and short take-off and landing (STOL) aircraft. The term "tailsitter" as used herein can relate to one or more embodiments of the invention.

[0018] One embodiment of the invention addresses the problem of engine thrust-to-weight ratio and size design by increasing and augmenting thrust. In a preferred embodiment of the invention, the ejectors / thrusters are themselves designed to allow augmentation of more than 2: 1 and approaching 3: 1. This means that the thrusters are designed to produce 2-3 times the thrust of a conventional turboejector. Some thrust augmentation designs are disclosed in U.S. Provisional Patent Application 62 / 213,465, filed September 2, 2015, entitled FLUIDIC PROPULSIVE SYSTEM AND THRUST AND LIFT GENERATOR FOR UNMANNED AERIAL VEHICLES ("465 Provisional Application") and U.S. Patent Application No. 15 / 256,178, filed September 2, 2016 ("178 Application"). "Thruster" as used herein shall mean such ejectors / thrusters with significant augmentation as described in the 465 Provisional Application and any subsequent versions or improved versions thereof.

[0019] In a preferred embodiment of the invention, the thrusters are used with a gas generator as the primary flow source. While it is not necessary to use such thrusters with a gas generator to supply the primary flow in the invention, the use of such thrusters can improve the effect of thrust augmentation.

[0020] Additional increases can be achieved by secondary primary injectors that can be formed using exhaust from the thrusters through a closed / case wing of a vertical takeoff aircraft that acts as a shroud, for example. The wing can also have any other shape that is designed in such a way that enables the use of high speed exhaust from the thrusters as the primary nozzle of the injectors formed by the wing ("shroud") and the thrusters. The effect of the shroud can also increase the thrust by at least 10-25%. In fact, the thrusters and shroud can have a combined effect of, for example, 1.1 (from the thrusters with shroud) times 2.5 (from the thrusters) increased thrust, which results in a total increase of 2.75. Thus, such a system can produce a thrust equal to the weight of the aircraft at takeoff by increasing the thrust produced by a simple turbine injector by a factor of approximately 2.75.

[0021] In any aircraft that takes off vertically on its tail, the aircraft will naturally need to adjust its attitude to tend towards level and reduce its thrust in order to keep the aircraft flying forward at a constant cruise speed. The reduced thrust reduction by throttling can adjust the power needed to overcome the drag of the aircraft, which can also mean a smaller increase of the overall system and is enough to propel the aircraft forward and maintain its speed.

[0022] In one embodiment of the invention, a 150 pound aircraft can use a 75 pound force turbine injector that is adapted to become a gas generator. Such a concept is disclosed in U.S. Provisional Patent Application 62 / 263,407, filed December 4, 2015, entitled MICRO-TURBINE GAS GENERATOR AND PROPULSIVE SYSTEM ("407 Provisional Application") and U.S. Patent Application No. 15 / 368,428, filed December 2, 2016 ("428 Application"). The 407 Provisional Application and 428 Application are incorporated by reference in their entirety. In this embodiment, these thrust increasing injectors can produce an increase of, for example, 1.75 times the original value, which means 75 times 1.75, which results in an increased thrust of 131.25 pounds force. Without a shroud around the thrusters, the thrust can be limited to this value and can not allow the aircraft to leave the ground. However, with a wing such as a case structure around the primary thrusters to shroud these thrusters, the total increase in thrust becomes, for example, 1.15 times 131.25, which results in 150.94 pounds force and thus exceeds the weight of the aircraft and allows takeoff.

[0023] As the fuel is consumed on the vertical take-off aircraft, the weight of the vehicle (aircraft) becomes lighter and the acceleration of the aircraft becomes greater, thus take-off occurs at increasing velocity and acceleration. Because the aircraft can not be manned, this acceleration can exceed the currently human limited acceleration, which is limited due to human safety and inanimate threat criteria. In one embodiment, the acceleration can exceed 20 times the force of gravity. Thus, after a short time, the aircraft can have the ability to change its attitude and achieve horizontal flight through throttling and control surface changes. Lift increases as the aircraft changes its attitude, while the combined increase due to throttling back also decreases in value. The vertical take-off aircraft can then achieve horizontal flight by concomitantly decreasing the engine load (ergo gas generator primary flow) of the thrusters in the first horizontal and allowing the box wings to generate the appropriate lift to maintain the attitude, while the thrusters generate enough thrust to overcome the drag.

[0024] Conversely, as the destination is approached, the attitude of the aircraft can be adjusted by increasing the angle of attack and the thrust increase again replaces the need for lift, while the forward velocity decreases and the aircraft can eventually land vertically, on its tail portion, the effect of the increase of the thrusters and their combination is balanced.

[0025] One or more embodiments of the present invention overcome the problem of balancing forces and moments by having small moment arms required to balance them than in the vicinity of the center of mass, which is achieved by having a distribution of thrust across various parts of the aircraft. This in turn allows these embodiments to have more control and makes it easier to maintain the hover / vertical position.

[0026] As described in the 465 and 407 provisional applications, the unique technology allows a distribution of thrust across various parts of the aircraft, achieving an increase level in various thrusters (e.g. "front jets" in front, used in the take-off in the hover phase and turned off in the horizontal flight, while in the back, "tail jets" that generate most of the thrust).

[0027] Conventional small (<250 lbf thrust) small jet engines typically provide thrust at a single location, typically in the center of the exhaust section. Some small turbofans also provide thrust in a concentrated point on the aircraft. One or more embodiments of the present invention allow for a distribution of thrust in a nearly linear and / or non-circular manner (as opposed to a circular manner) and thus distribute thrust and / or control the surface of the aircraft in accordance with the length of the wing or other airfoil. In a vertical takeoff aircraft, the primary hot flow from the compressor and the exhaust air section of this flow are used as the motive fluid to augment the thrusters. Because this embodiment allows for a linear primary non-circular and non-distributed thrust in a concentrated point, it achieves better propulsion efficiency of the aircraft. Furthermore, there is the optional advantageous feature of molding and shaping the thrusters in accordance with the shape of the airfoil to achieve better performance (e.g., increasing the stall margin of a given front wing if the thrusters are arranged downstream of it, or increasing the lift on a main wing if the thrusters are arranged in the optimal location upstream of said main wing). The distributed thrust thus improves the performance of the aircraft by distributing the additional 75 pound force turbojet hot and fast flow from the concentrated point at the rear of the turbojet engine to, for example, at least four points on the aircraft. In this example, the thrusters are installed in the optimal manner at these four points on the aircraft such that they (i) receive the pressurized air or gas flow from the compressor exhaust system and the exhaust of the gas generator respectively and (ii) increase each of the four thrusts that would otherwise result from the simple isentropic expansion of the four primary flows by a factor of 1.5-3. This also results in obtaining a favorable distributed flow and thrust from the four points, thereby improving the aircraft operability and propulsion efficiency.

[0028] One embodiment of the present invention (turboprop STOL version) includes an increase in thrust based on the motive fluid provided by the exhaust system of the gas generator. The exhaust system provides the port and starboard forward thrusters with motive air from the exhaust. For each pound / second of motive air provided by the exhaust system, the forward thrusters provide a specific increase in thrust corresponding to 100-300 pound forces. Due to the limited efficiency of the components and lack of advanced technology, this value so far exceeds the typical 50-65 pound force / pound / second specific thrust obtained by small turbojet engines. When becoming a gas generator, the value of the compressed air is utilized by using thrusters in the forward and rear sections of the system, resulting in obtaining an increase ratio of more than 2:1. Thus, a greater thrust can be obtained based on the same energy input.

[0029] In this embodiment, control valves are used to provide balance of flow between the port and starboard thrusters. Regulation of air can be obtained through valves arranged between the engine exhaust and the control valve box. These valves allow control of the flow over each thruster and / or balance of flow of motive air between the two front thrusters by opening or closing access to one or both of the front thrusters and varying the supply of motive fluid. This in turn creates an imbalance of thrust and this imbalance causes a change in the attitude of the aircraft. The thrusters can also be rotated about their main axis while at the same time the primary flow (motive fluid flow) is regulated. This allows control of pitch and roll and some limited control of yaw, as well as combinations of the above.

[0030] In one embodiment, the thrusters are supplied with a high pressure hot flow of exhaust gas (minus the exhaust air) delivered by a generator through a transition or duct. The transition connects the exhaust of the gas generator to the aft thrusters. The thrusters use this delivery as motive air to increase thrust. This injection augmentation system is specifically designed to allow rapid movement of the vehicle (aircraft) at the expense of additional fuel consumption, resulting in airspeeds of the aircraft in excess of 200 MPH and propulsion efficiencies approaching 80-90%. The system results in a typical specific fuel consumption of 0.8-1.1 pounds of fuel per hour for each lbf (pound force) generated, which is characteristic of low bypass fans, but without the fan or turbine to drive the fan. These levels are far in excess of typical performance obtained by small turbo injectors (the majority of the current market for drones) - 1.5 pounds per hour for each pound force. The system itself can also be implemented at far smaller scales to achieve the performance of low bypass turbo fans for specific fuel consumption, and also without the use of a free turbine and fan, enabling a reduction in the weight and complexity of the entire propulsion system, and enabling the elimination of large moving components such as fan / free turbine assemblies.

[0031] In one embodiment, if the mission of the aircraft is longer duration / range and slower airspeeds with higher propulsive efficiency, the aft portion of the propulsion system can be made flexible enough to be replaced by a turbine / propeller system while keeping the common same gas generator (in the front of the propulsion system) and augmenting the "cold" propeller. The turbine would receive the same flow as in the case of the jet augmentation system, but can extract energy from the gas generator exhaust flow and convert it into mechanical work to spin the propeller instead of fluidically augmenting the flow in a propulsive thruster. The interface is very similar, the change made includes removing the transition piece duct and employing a duct that directs the hot pressurized gas to a free turbine driving the propeller, after which the exhaust is exhausted in the downstream direction and into the propeller's wake. The advantage of this flexible system is that by similar arrangements, a turbine propeller or jet augmentation system can be interchangeable, allowing the user to select the system based on the upcoming mission. Thus, the turbine propeller system described can achieve a specific fuel consumption level of below 0.6 lb / hr for every horsepower or equivalent thrust (lbf). In one embodiment of the invention, the UAV can be able to deliver a package up to 200 miles away, with the package leaving at an average cruise speed of 150 miles per hour.

[0032] Furthermore, the propeller can be perfectly contained by the pod wing system, for example, described here, so the noise generated by the turbine propeller can be significantly reduced by direct (pod wing) and indirect means (noise reduction materials within the wing). Furthermore, the turbine propeller still benefits from the presence of the front thrusters and the use of the exhaust air used to power them, not only allowing VTOL, but also short takeoff and landing in appropriate and not requiring VTOL situations.

[0033] In one or more embodiments of the present application, a short takeoff and landing (STOL) concept can be achieved through the use of forward thrustors to significantly reduce the length of runway required for takeoff. By rotating the thrustors, additional directional thrust can be oriented to increase pitch during takeoff and reduce the length required compared to conventional aircraft. The forward thrustors can be turned off during cruising or loitering, or reactivated at various stages of flight to increase lift or thrust or both. The increase in thrust can be achieved through a special design of the thrustors. The increase in lift can be achieved through the placement of the forward thrustors in relation to the canard (forward wing) and main box wing. The downstream location of the forward thrustors delays the stall of the canard, allowing operation at higher angles of attack and higher lift coefficients before stall occurs. This is due to the lower pressure created in front of the thrustors delaying separation on the top of the wing, the primary cause of stall at high angles of attack on most wings. The increase in lift of the main wing is primarily due to the increased flow caused by the forward thrustors that is locally higher than the airspeed of the aircraft, this flow being directed over the bottom portion of the box wing, and increasing the lift of the main wing as is known to those familiar with the situation.

[0034] Figures 1-3 A vehicle 100 according to one embodiment of the present application is shown from different perspective views. In Figures 1-7 the vehicle 100 has a jet augmented propulsion system that places particular emphasis on VTOL capability. More specifically, the vehicle 100 includes a main body 101 having a forward portion 102 and an aft portion 103. The main body 101 can include a cockpit portion (not shown) configured to enable manned operation of the vehicle 100. As with all aircraft, the vehicle 100 has a starboard side and a port side. A fluid generator 104 is connected to the main body 101 and generates a fluid flow. In one embodiment, the fluid generator 104 is disposed in the main body 101. At least one forward duct (111 in Figure 3 the vehicle 100 has a jet augmented propulsion system that places particular emphasis on VTOL capability. More specifically, the vehicle 100 includes a main body 101 having a forward portion 102 and an aft portion 103. The main body 101 can include a cockpit portion (not shown) configured to enable manned operation of the vehicle 100. As with all aircraft, the vehicle 100 has a starboard side and a port side. A fluid generator 104 is connected to the main body 101 and generates a fluid flow. In one embodiment, the fluid generator 104 is disposed in the main body 101. At least one forward duct (111 in

[0035] The first and second front injectors 105, 106 are fluidly connected to at least one front conduit 111, to the front portion 102, and to the starboard and port sides, respectively. The front injectors 105, 106 each include an outlet structure 107, 108 from which fluid is expelled from the at least one front conduit 111 at a predetermined adjustable velocity. Additionally, the entirety of each of the front injectors 105, 106 is rotatable about an axis oriented parallel to the front edge of the front injector (i.e., a transverse axis) to provide a thrust orientation having forward and upward components, for example, allowing the vehicle 100 to take off and continue to climb at a much steeper angle of attack, and thereby reducing the required runway length. At the end of climb or during climb, the front injectors 105, 106 can be realigned to the main flight direction or turned off completely by closing the exhaust valve of the engine / gas generator 104 and correspondingly changing the speed and operation of the gas generator, and driving the rear propulsion system (e.g., tail injectors 109, 110). After landing, the front injectors 105, 106 can be rotated 180 degrees to provide thrust in the opposite direction relative to the landing direction, reducing the landing length. In one embodiment, the entirety of each of the front injectors 105, 106 is rotatable about an axis oriented perpendicular to the front edge of the front injector.

[0036] The first and second tail injectors 109, 110 are fluidly connected to at least one tail conduit 112 and to the tail portion 103. The tail injectors 109, 110 include an outlet structure 113, 114 from which fluid is expelled from the at least one tail conduit 112 at a predetermined adjustable velocity. Additionally, the entirety of each of the tail injectors 109, 110 is rotatable about an axis oriented parallel to the front edge of the tail injector (i.e., a transverse axis). In one embodiment, the entirety of each of the tail injectors 109, 110 is rotatable about an axis oriented perpendicular to the front edge of the tail injector.

[0037] In one embodiment, the fluid generator 104 includes a first region in which the fluid flow is at a low temperature and a second region in which the fluid flow is at a high temperature. The at least one front conduit 111 provides fluid from the first region to the front injectors 105, 106, and the at least one tail conduit 112 provides fluid from the second region to the tail injectors 109, 110.

[0038] Primary airfoil element 115 is connected to aft portion 103. Element 115 is positioned directly downstream of forward injectors 105, 106 such that fluid from the forward injectors flows over at least one aerodynamic surface of the primary airfoil element. In one embodiment, primary airfoil element 115 is a closed wing having a leading edge 121 and a trailing edge 122, the leading and trailing edges of the closed wing defining an interior region 123. Aft injectors 109, 110 are at least partially disposed within interior region 123 (i.e., between leading edge 121 and trailing edge 122) and are controllably movable (e.g., advanced, retracted, etc.) within the interior region relative to airfoil element 115. Primary airfoil element 115 thus forms a shroud around aft injectors 109, 110, and thus forms a large injector.

[0039] Vehicle 100 also includes first and second forward wings 117, 118 connected to forward portion 102 and to the starboard and port sides, respectively. Forward wings 117, 118 are configured to cause ambient air flowing over the wings to form a boundary layer when vehicle 100 is in motion. Forward wings 117, 118 are positioned directly upstream of forward injectors 105, 106, respectively, such that the forward injectors are fluidically connected to the boundary layer. Forward injectors 105, 106 include inlet portions (i.e., leading edges) 119, 120, respectively, and are arranged such that the boundary layer is ingested by these inlet portions.

[0040] Figure 4 Vehicle 400 is shown in exploded view according to one alternative embodiment. For brevity, elements shown in Figure 4 that are identical in character to their counterparts shown in Figures 1-3 are indicated using the same reference numerals. Vehicle 400 includes fluid generator 104, aft injectors 109, 110, aft duct 112 to direct hot, pressurized exhaust to the aft injectors, and aft thrustor support column 401. Vehicle 400 also includes forward wings 117, 118, exhaust air manifold 402, and forward duct 111 connecting the exhaust air manifold to control valve box 403 having motor control valve 404 that regulates fluid flow to both forward injectors 105, 106 and balance of the primary flow supply between the forward injectors. Flexible tubing 405 directs compressed exhaust air from control valve box 403 to forward injectors 105, 106. Each of forward injectors 105, 106 includes flange 406 and motor 407 to rotate the forward injector about axis 408.

[0041] Vehicle 400 also includes primary wing elements 115 having control surfaces such as rudders, ailerons, elevators, and the like, additional enclosed wing elements 409, and secondary enclosed wing elements 410. Secondary wing elements 410 have leading edges positioned directly downstream of exit structures 113, 114 of tail jets 109, 110, such that fluid from the tail jets flows over the surface of at least one secondary wing element. Vehicle 400 also includes a central fin and rudder 124, a tail section 103 carrying a tank, fluid generator 104, and control devices, and a forward section 102.

[0042] Figure 5 An aircraft 500 according to an alternative embodiment is shown. For brevity, elements shown in Figure 5 have the same characteristics as their corresponding elements shown in Figures 1-3 are indicated using the same reference numbers. Aircraft 500 includes a turboprop propulsion system that places particular emphasis on short takeoff and landing (STOL) capabilities. Aircraft 500 includes all of the features of vehicle 100 except for tail jets 109, 110. Instead, aircraft 500 includes a propeller 510 driven by a turbine (not shown) that is powered by fluid generator 104. One embodiment can include a support assembly 520 (such as legs or other suitable devices) that provides support to aircraft 500 such that there is sufficient space and / or offset between propeller 510 and the landing / takeoff surface when aircraft 500 is stationary. Support assembly 520 preferably extends from tail section 103 and is substantially parallel to body 101.

[0043] Figure 6 shows the progression from takeoff to level flight (A-D) relative to the landing / takeoff surface 600 of the vehicle 100. The movable forward injectors 105, 106 can be responsible for fine tuning of the vehicle 100 attitude in flight up to level flight (cruise). One aspect of this embodiment is that the aft injectors 109, 110 are large and use hot gas as the primary fluid and do not necessarily rotate to control attitude, while the forward injectors 105, 106 are small and operate by cooler gas from the compressor discharge or exhaust, can rotate to maintain the attitude of the vehicle 100 and drive its in-flight orientation to the desired position and attitude. The forward injectors 105, 106 can then be turned off from the central control valve closing the exhaust port and / or retracted within the forward portion 102, allowing the fluid generator 104 to operate in throttled down conditions (less than 100% speed) and still produce hot gas in the aft to supply the primary fluid to the aft injectors 109, 110, the exhaust valve in the closed state. With or without the small contribution from the box wings, which act as a shroud for the larger or big injectors formed by the aft injectors 109, 110 and the wing elements 115 themselves, a 2: 1 increase is still possible in level flight.

[0044] The beneficial effect of combining the aft injectors 109, 110, which produce a high speed air flow, with the primary wing elements 115 to produce an additional thrust increase, is particularly useful when taking off in a vertical takeoff aircraft configuration. The aft injectors 109, 110 become the primary nozzles of the classic injectors. The primary wing elements 115 then form, together with the aft injectors 109, 110, a big injector, which produces a thrust increase of approximately 1.1-1.2 compared to a simple thruster without a shroud. The aft injectors 109, 110 themselves can also produce a thrust increase of more than 2, possibly close to 3: 1. Thus, instead of obtaining a unit thrust by using only two turbo injectors, a total thrust increase with a multiplication factor of a minimum of 2 x 1.1 = 2.2 and a maximum of 3 x 1.2 = 3.6 is obtained, enabling a heavier aircraft to take off. As it tends towards a steady to cruise condition, the engines can be throttled down and the increase also decreases to match and overcome the drag and to propel the aircraft forward in level flight.

[0045] Figure 7 An upper half turbo shaft / turbo prop engine is shown, highlighting the various stations of the flow. The bottom half contains the same engine with the shaft and the turbine driving the shaft removed (in this case, the turbine is a free turbine driving the propeller) and using a gas generator to drive the injection increase system of the preferred embodiment of the invention. Figure 7Changes are shown that would optionally facilitate the conversion of a turbine shaft designed engine into a gas producer for a jet augmentation system, and highlight the interchangeability of the disclosed system.

[0046] In Figure 7 In the middle, the tractor propeller configuration is shown in the top half. By contrast, one embodiment of the invention has the shaft pointing to the right, with the push propeller to the right. The top half contains the compressor, the combustor, and two turbines: one turbine connected to the compressor, and one turbine connected to the propeller through the shaft. Station 2 represents the compressor inlet; compressor outlet station 3; combustor inlet 31; combustor outlet 4; first turbine (connected to the compressor and driving the compressor) inlet 41; first turbine outlet 44; free turbine inlet 45; free turbine outlet 5, turbine outlet 6, and exhaust; and exhaust 8 (of the total system). The exhaust system of station 3 is used in this embodiment as the motive fluid for the front propeller of the system. The rest of the working fluid is used by the gas producer to drive the free turbine, which extracts power to drive the propeller. In the bottom half, the system removes the free turbine and the shaft (and implicitly the propeller), but all other elements remain the same. The system is analogous, with the first turbine driving the compressor, except that the free turbine is eliminated, allowing the system to become a gas producer that produces pressure at station 44, a total pressure of 202.514 kiloPascals at a total temperature of 1248.65 K (Kelvin). This energy-carrying flow can now be used as the motive fluid for the tail ejector 109, 110 of the jet augmentation system of the preferred embodiment of the invention.

[0047] Other gas generators can be designed to produce a pressure ratio of approximately 2 under normal operating conditions. One embodiment of the present application can result in an increase ratio of over 1.5, and various designs of the thruster can achieve and include an increase ratio of 2.75: 1. Thus, the injection augmentation system of this embodiment operating under these conditions can increase the thrust by a factor of 1.4 to 3. Conversely, the specific fuel consumption is reduced when the same amount of fuel is used to produce the conditions at station 44, and a 1.4 times greater thrust is obtained from the exhaust under that condition which is used as the motive fluid in the aft and forward thrusters. When compared to conventional small turbo-injector fuel consumption (typically 1.5 pounds per hour for each pound of force), the specific fuel consumption by the disclosed injection augmentation system is reduced by a factor of 1.4 to a fuel consumption of approximately 1.07 pounds per hour for each pound of force produced. One or more embodiments demonstrate a reduction of 2.0 times compared to the original fuel consumption of 1.5 pounds per hour for each pound of force produced, imparting a very high performance to the system (fuel consumption of 0.75 pounds per hour for each pound of force thrust produced) without the need to use free turbines.

[0048] While the foregoing written description of the moφhological and functional aspects of various embodiments of the technology and structures described herein are primarily presented in terms of specific embodiments, it is to be understood that the scope of protection encompasses possible implementations of the technology and structures described herein beyond the specifically described embodiments. For example, it is contemplated that the technology and structures described herein can be implemented in a variety of other ways not specifically described herein. Any and all implementations and modifications believed to be within the scope of the following claims are intended to be encompassed by the claims.

[0049] Consequently, many modifications and variations of the technology and structures described and illustrated herein can be made in light of the above teachings without departing from the spirit and scope of the present claims. It is, therefore, to be understood that the methods and apparatus described herein are merely illustrative and are not intended to limit the scope of the claims.

Claims

1. A vehicle, comprising: a body having a forward portion, an aft portion, a starboard side, and a port side; a fluid generator connected to the body and generating a fluid flow; at least one forward conduit fluidically connected to the fluid generator; at least one aft conduit fluidically connected to the fluid generator; a first forward jet and a second forward jet fluidically connected to the at least one forward conduit, connected to the forward portion, and connected to the starboard side and port side, respectively, each forward jet comprising an outlet structure from which fluid flows from the at least one forward conduit at a predetermined adjustable velocity; at least one aft jet fluidically connected to the at least one aft conduit and connected to the aft portion, the at least one aft jet comprising an outlet structure from which fluid flows from the at least one aft conduit at a predetermined adjustable velocity; and a primary airfoil element having a surface, the primary airfoil element connected to the aft portion, the surface of the primary airfoil element positioned directly downstream of the first and second forward jets such that fluid from the first and second forward jets flows over the surface of the primary airfoil element; wherein the primary airfoil element comprises an enclosed wing having a leading edge and a trailing edge, the leading and trailing edges of the enclosed wing defining an interior region, and wherein the at least one aft jet is at least partially disposed within the interior region and is controllably movable within the interior region relative to the primary airfoil element, the movement comprising advancement and retraction, the primary airfoil element forming a shroud around the at least one aft jet, thereby forming a large jet.

2. The vehicle of claim 1, further comprising a first forward wing and a second forward wing connected to the forward portion and connected to the starboard side and port side, respectively, the first and second forward wings configured to form a boundary layer of ambient air flowing over the first and second forward wings when the vehicle is in motion, the first and second forward wings positioned directly upstream of the first and second forward jets, respectively, such that the first and second forward jets are fluidically connected to the boundary layer.

3. The vehicle of claim 2, wherein, the first and second forward jets each comprising a first inlet portion and a second inlet portion, and the first and second forward jets arranged such that the boundary layer is ingested by the first and second inlet portions.

4. The vehicle of claim 1, wherein, the fluid generator is disposed in the body.

5. The vehicle of claim 1, wherein, the fluid flow generated by the fluid generator is the sole propulsive measure of the vehicle.

6. The vehicle of claim 1, wherein, the first and second forward jets each have a leading edge, and the entirety of each of the first and second forward jets is rotatable about an axis oriented parallel to the leading edge.

7. The vehicle of claim 1, further comprising at least one secondary airfoil element having a surface and connected to the body, a leading edge of the at least one secondary airfoil element being positioned directly downstream of an exit structure of the at least one aft jet, such that fluid from the at least one aft jet flows over the surface of the at least one secondary airfoil element.

8. The vehicle of claim 1, wherein, The at least one aft jet has a leading edge, and an entirety of the at least one aft jet is rotatable about an axis oriented parallel to the leading edge.

9. The vehicle of claim 1, wherein, The enclosed wing further comprises a plurality of control surfaces.

10. The vehicle of claim 1, wherein: The fluid generator comprises a first region in which fluid flow is at a low temperature and a second region in which fluid flow is at a high temperature; The at least one forward conduit provides fluid from the first region to the first and second forward jets; and The at least one aft conduit provides fluid from the second region to the at least one aft jet.

11. A vehicle, the vehicle comprising: a body having a forward portion, an aft portion, a starboard side, and a port side; a fluid generator connected to the body and generating a fluid flow; at least one forward conduit fluidically connected to the fluid generator; at least one aft conduit fluidically connected to the fluid generator; a first and a second forward jet fluidically connected to the at least one forward conduit, connected to the forward portion, and connected to the starboard side and the port side, respectively, each forward jet comprising an exit structure through which fluid from the at least one forward conduit exits at a predetermined adjustable velocity; at least one thruster fluidically connected to the at least one aft conduit and connected to the aft portion; and a primary airfoil element having a surface, the primary airfoil element being connected to the aft portion, the surface of the primary airfoil element being positioned directly downstream of the first and second forward jets, such that fluid from the first and second forward jets flows over the surface of the primary airfoil element; wherein the primary airfoil element comprises an enclosed wing having a leading edge and a trailing edge, the leading edge and the trailing edge of the enclosed wing defining an interior region, and wherein the at least one thruster is at least partially disposed within the interior region and is controllably movable within the interior region relative to the primary airfoil element, the movement comprising advancement and retraction, the primary airfoil element forming a shroud around the at least one thruster, thereby forming a large jet. ​ 12. The vehicle of claim 11, further comprising first and second front wings connected to the front portion and to the starboard and port sides, respectively, the first and second front wings configured to form a boundary layer of ambient air flowing over the first and second front wings when the vehicle is in motion, the first and second front wings positioned directly upstream of the first and second front injectors, respectively, such that the first and second front injectors are fluidically connected to the boundary layer.

13. The vehicle of claim 12, wherein, the first and second front injectors each comprise first and second inlet portions, and the first and second front injectors are arranged such that the boundary layer is drawn by the first and second inlet portions.

14. The vehicle of claim 11, wherein, the fluid generator is arranged in the main body.

15. The vehicle of claim 11, wherein, the first and second front injectors each have a leading edge, and the entirety of each of the first and second front injectors is rotatable about an axis oriented parallel to the leading edge.

16. The vehicle of claim 11, wherein, the enclosed wing further comprises a plurality of control surfaces.

17. The vehicle of claim 11, wherein: the fluid generator comprises a first region in which a fluid flow is at a low temperature and a second region in which a fluid flow is at a high temperature; the at least one front conduit provides fluid from the first region to the first and second front injectors; and the at least one tail conduit provides fluid from the second region to a turbine connected to the at least one propeller.

18. The vehicle of claim 11, further comprising a support assembly extending from the tail portion and parallel to the main body.

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